01-20-2011, 08:36 AM | #15 |
"Ad eundum quo nemo ante"
Drives: 2010 SS2, Black/Black Join Date: Jul 2010
Location: MN and AR
Posts: 111
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One reason I went with Whipple too
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01-20-2011, 08:50 AM | #16 |
Drives: 99 Camaro; 2010 Camaro 2SS/RS Join Date: Nov 2009
Location: louisiana
Posts: 1,965
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01-20-2011, 08:56 AM | #17 |
A few reasons! First, the customer requested it which is one quite important reason. The Whipple is also 2.9L vs. 2.3L for the Magnusson, and more street friendly compared to the Procharger. The Procharger is an awesome system and makes sick power, but the torque down low that you get with a positive displacement blower is just insane. The customer never races the car and it is pure street car and he really likes this style blower.
We have installed them all, Whipple, Magnusson, Vortech, Kenne Bell etc and each one has it's benefits! We will be doing another Whipple next week and after that a 2.8L Liquid Cooled Kenne Bell with a cam is on the schedule! Thanks guys, we are also very happy with the outcome! /Erik |
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01-20-2011, 08:56 AM | #18 |
01-20-2011, 07:43 PM | #19 |
Drives: Fire Engine Join Date: Oct 2008
Location: WPB, Florida
Posts: 1,415
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Great build guys. Very impressive.
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12.618 @ 110.75 Bone Stock 1/4 mile
8.165 @ 86.52 Bone Stock 1/8 mile 11.189 @ 124.44 on a 1.73 60' TVS2300 3.4 pulley, JRE tuned, Kooks LT headers and HF cats, MBRP catback exhaust, CAI intake, ADM scoop. Stock wheels/tires. Sold |
01-20-2011, 08:54 PM | #20 |
Drives: 03' Silverado SS/ TBSS 06' Join Date: Jul 2009
Location: New York
Posts: 64
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Pictures Look great! I also like the rear black out panel. So what is the Peak boost you see with the Whipple? Curious how the long tubes and big 3 inch exhaust affected the boost. What power it put down with the Whipple tune?
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03' Silverado SS
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01-21-2011, 10:30 AM | #21 |
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We have done a lot of Maggy setups and wanted to try the whipple as we use them almost exclusively on our Ford builds. Amazing quality, amazing fit and finish including hoses, fittings, etc are top notch. It is a bigger, more efficient blower.
Why we did not go with a Centrifugal blower - Simple. A roots/twin screw is way more fun for a street car. |
01-21-2011, 10:34 AM | #22 | |
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Quote:
Torq Dyno Results with Whipple Tune: VEHICLE: 2010 6.2L Manual Boost PSI: 8.7psi Average AF: 11.9:1 RPM Limit: Stock Exhaust: Kooks 1 7/8" Long Tubes w/ Catted X and MBRP Catback Fuel: 93 octane Temperature: 76.31° F Barometric PSI: 29.98 In-Hg Humidity: 45% Hood: Open SC RW SAE HP: 531 SC RW SAE TRQ: 487 Stock RW SAE HP: 355 Stock RW SAE TRQ: 342 We test every product we sell and provide our honest feedback. After installing Whipple's 2.9L supercharger on our customers 2010 Camaro SS with Whipple's tune we picked up a fantastic 177RWHP and 145RWTQ but were concerned with the amount of Knock Retard we were seeing both on the street and in our controlled dyno room. We reset the ECM back to a factory stock calibration and began the calibration process. The final results with less timing and zero KR and a safer air fuel ratio were amazing. We picked up an additional 45RWHP and 23RWTQ! In addition to the WOT power and torque increases our tune provides additional throttle response and improved fuel economy and drive-ability. |
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01-21-2011, 12:13 PM | #23 | |
Camaro SS Lover
Drives: 2010 Camaro 2SS/RS Black IOM Join Date: Jun 2010
Location: Toronto, Ontario (Canada)
Posts: 2,863
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Quote:
For example to produce the numbers on this setup, they used almost 9psi., there are numerous setups using 6psi. with a ProCharger and getting same results. So, if we were talking $, I'd say 2.9, but we're talking SC's so 2.3 or 2.9 probably not making much of a difference unless you engine has been heavily modified, and in that case you'd probably want a ProCharger F-1 or higher.
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2010 Camaro SS, P1SC SuperCharged Livernois LSX429ci., 1 7/8" LT Headers, full 3" MBRP exhaust, SPI built/tuned, a total
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01-21-2011, 12:28 PM | #24 | |
Camaro SS Lover
Drives: 2010 Camaro 2SS/RS Black IOM Join Date: Jun 2010
Location: Toronto, Ontario (Canada)
Posts: 2,863
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Quote:
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2010 Camaro SS, P1SC SuperCharged Livernois LSX429ci., 1 7/8" LT Headers, full 3" MBRP exhaust, SPI built/tuned, a total
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01-21-2011, 04:11 PM | #25 | |
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Quote:
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01-21-2011, 04:14 PM | #26 | |
Petro-sexual
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Quote:
Thanks
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'20 ZL1 Black "Fury" A10, PDR, Exposed CF Extractor Magnuson Magnum DI TVS2650R // RFBG // Soler 103 // TooHighPSI Port Injection // THPSI Billet Lid // FF // Katech Drop-In // PLM Heat Exchanger // ZLE Cradle bushings // BMR Chassis-Suspension Stuff // aFe Bars // Diode Dynamics LEDs // ACS Composites Guards // CF Dash // Aeroforce // tint // other stuffs |
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01-21-2011, 04:29 PM | #27 | |
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Quote:
1. Our Mustang Dyno reads lower than what most are showing, which is on a dynojet. We know 575rwhp on our machine is 610rwhp on a dynojet. 2. We just finished a Maggy at 8.5psi with our blower cam and it made 610rwhp/540rwtq. On a dynojet this would be about 630-640rwhp and like 570rwtq. 3. Stock fuel pump is good to about 560rwhp on a Mustang Dyno. Fuel pressure will start to drop hard making AFR uncontrollable not allowing a tuner to hit target afr 4. A Maggy/Whipple will make way more power and torque under the curve so if there is traction that car will be faster. It is quite simple. A car that accelerates faster will be faster Look at the graph below 4500. Above 4500 the procharger fell on it's face because it was 130F in the shop and IAT's were through the roof on the procharger setup |
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01-21-2011, 06:06 PM | #28 | |
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The reason I mentioned do not look above 4500 is that the spark really started to drop off on the procharger car with the super high temps. |
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Tags |
2010, 2ss, camaro, torq, whipple |
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