New Whipple dyno figures anyone?

[tpraceman]

Ok: Ball park here
Stock 550
Pulley 650
Whipple 750
Heff TT 850
Torrie TT/SC OMG

Anyone have figures on the New updated Whipple?

 

[soroush]

770 rwhp
729 ft tq
21 lb pulley
18-20 deg timing

 

[TEXAS GT]

770 rwhp
729 ft tq
21 lb pulley
18-20 deg timing

If the original Whipple put out about 730 rwhp with a 19 lb pulley, I would think it would easily achieve 770 rwhp with a 21 lb pulley. So what's the advantage of the new Whipple if it puts out the same power?

Forgive me if I'm stupid.:willy

 

[BlackICE]

If the original Whipple put out about 730 rwhp with a 19 lb pulley, I would think it would easily achieve 770 rwhp with a 21 lb pulley. So what's the advantage of the new Whipple if it puts out the same power?

Forgive me if I'm stupid.:willy

I believe the claim is that ver 2 has lower outlet air temperatures at the same boost levels. If that is true then the ver 2 would be able to use more spark advance than ver 1 at the same boost levels thus more power. However I haven't seen any datalogs of air inlet temps vs. outlet temps comparing ver 1 to ver 2 to confirm the claims. IMHO vers 2 appears no worst then ver 1, the cost is the same and it is the only one you can buy now. So the point is moot as to which is better. As for those that want to upgrade from ver 1 to ver 2, I don't see a big enough gain to contemplate just the labor needed to do the swap even if the ver 2 were free of cost.

 

[nota4re]

Dyno comparisons are VERY good on the same car, same dyno, and similar conditions (temperature, humidity, etc.) to see the effect of performance upgrades and tuning.

Dyno comparisons of different cars across different dynos under different conditions are challenging at best.

The most important info is the CURVE and NOT peak HP.

Forgive my crude graph below, but it is a good illustration of my point.

That said (whew, I feel better now).... according to Whipple, the new rotor shape is more efficient - providing two main benefits. The new screws can produce the same boost with less rotor RPM. If I understand correctly, the 19 lb size Gen1 pulley will now produce 21 lbs of boost and allegedly at nearly the same IAT's as the 19lb on the Gen1. So, you get the better belt wrap of a larger pulley (less chance of slipping) and you get better air inlet temps.

In short, Gen 1 and Gen 2 can both produce 21 psi of boost. The Gen 2 will do it with a slightly larger pulley and better inlet temps.... giving a better margin of safety for tuning. I would expect HP to be similar - but the Gen 2 will let you be a little more aggressive with tuning which can translate to more ponies.

 

[dbk]

Dyno comparisons are VERY good on the same car, same dyno, and similar conditions (temperature, humidity, etc.) to see the effect of performance upgrades and tuning.

Dyno comparisons of different cars across different dynos under different conditions are challenging at best.

Exactly. I think dyno numbers are nice to print and put in your file, but they don't often mean much in the real world. I just watched a Gen I Whipple put down 686rwhp. Do I think it actually makes any less horsepower than the ones that make 730rwhp elsewhere? Nope.

If the Gen II spins at a lower speed and has even marginally lower IAT's, it's worth the wait. Whether or not it makes 1 more rwhp, when you're driving on the street and you aren't putting out as much heat, that'll be a good thing.

 

[californiacuda]

With each 10 deg temperature drop, air density increases by approximately 2%.

If the air going into the engine was 20 deg cooler, there would be 4% more oxygen available for combustion and power.

 

[soroush]

Dyno comparisons are VERY good on the same car, same dyno, and similar conditions (temperature, humidity, etc.) to see the effect of performance upgrades and tuning.

Dyno comparisons of different cars across different dynos under different conditions are challenging at best.

The most important info is the CURVE and NOT peak HP.

Forgive my crude graph below, but it is a good illustration of my point.

That said (whew, I feel better now).... according to Whipple, the new rotor shape is more efficient - providing two main benefits. The new screws can produce the same boost with less rotor RPM. If I understand correctly, the 19 lb size Gen1 pulley will now produce 21 lbs of boost and allegedly at nearly the same IAT's as the 19lb on the Gen1. So, you get the better belt wrap of a larger pulley (less chance of slipping) and you get better air inlet temps.

In short, Gen 1 and Gen 2 can both produce 21 psi of boost. The Gen 2 will do it with a slightly larger pulley and better inlet temps.... giving a better margin of safety for tuning. I would expect HP to be similar - but the Gen 2 will let you be a little more aggressive with tuning which can translate to more ponies.

exactly, the new gen two whipple is making 20 t0 21 lbs of boost with the 3.25 pulley I believe the gen I whipple would make 19 lbs with the same pulley. so you get more boost for same rotation.

 

[BlackICE]

exactly, the new gen two whipple is making 20 t0 21 lbs of boost with the 3.25 pulley I believe the gen I whipple would make 19 lbs with the same pulley. so you get more boost for same rotation.

The 3.5" is spec'd to make 19 psi. I have the 3.5 on a gen one and it made more than 19 psi, peak. But that could be due to more restrictions elsewhere. Other than the dyno post Dustin made I haven't seen any other data that shows a large difference between the two, not that there isn't one. I am sure Gen II should be better then Gen I in some way, otherwise why would Whipple make the change. But without controlled testing I don't see how any data can be compared.

 

[Whipple Charged]

Dyno comparisons are VERY good on the same car, same dyno, and similar conditions (temperature, humidity, etc.) to see the effect of performance upgrades and tuning.

Dyno comparisons of different cars across different dynos under different conditions are challenging at best.

The most important info is the CURVE and NOT peak HP.

Forgive my crude graph below, but it is a good illustration of my point.

That said (whew, I feel better now).... according to Whipple, the new rotor shape is more efficient - providing two main benefits. The new screws can produce the same boost with less rotor RPM. If I understand correctly, the 19 lb size Gen1 pulley will now produce 21 lbs of boost and allegedly at nearly the same IAT's as the 19lb on the Gen1. So, you get the better belt wrap of a larger pulley (less chance of slipping) and you get better air inlet temps.

In short, Gen 1 and Gen 2 can both produce 21 psi of boost. The Gen 2 will do it with a slightly larger pulley and better inlet temps.... giving a better margin of safety for tuning. I would expect HP to be similar - but the Gen 2 will let you be a little more aggressive with tuning which can translate to more ponies.

Thats certainly correct, Gen2 puts out 1-2psi more at the same rpm, but also picked low speed airflow which increases low and mid range throttle response. Hard to show on the dyno, but there is nearly a 12% increase at flow below 8000rpm compressor speed. Also, remember, boost is the pressure of air behind the valves, and it drastically varies with all the different aftermarket add-ons as well as atmospheric conditions. Headers typically drops boost 1-1.5psi but again, this depends on how much boost your running.

Thanks,
Dustin

 

[tpraceman]

anyone on the forum have a Gen 2 Whipple?

Trying to make up my mind on a Whipple or TT $10K V/s $30K hmmmm :confused

Or maybe all 3 like Torrie but with heffner looks. Now that would be the cats @$$

 

[tmcphail]

I will have some data in regards to this blower shortly

:huge:

 

[Shadowman]

I will have some data in regards to this blower shortly

:huge:

I am glad to hear that ship has been pointed back into the wind

Standing by

Shadowman

 

[tmcphail]

I am glad to hear that ship has been pointed back into the wind

Standing by

Shadowman

Your always top on the list for information exchange !

 

[SKGT]

Attached is a dyno run for a Gen 2, 19# pulley, and canned SCT tune.

 

[Whipple Charged]

Attached is a dyno run for a Gen 2, 19# pulley, and canned SCT tune.

Thats pretty low, do you have Accufab TB, inlet support and exhaust mods? 19psi should make 725rwhp+ almost always, even if it's 90deg F outside. What spark plugs, I've been using the NGK TR7 IX, gapped to .022". Did you drain some coolant out of the IC system? Install redline water wetter? Did you measure boost mechanically to verify it in fact has 19psi?

Thanks,
Dustin

 

[SKGT]

Did not modify the IC system in any way except to replace a dead IC pump. The install included Accufab T/B, support tube, NGK plugs, MAFia, and Heffner exhaust. SCT tune was a canned street tune. The GT Guys did the install. We did not actually measure the boost.

725 was my expectation also. I'm not sure why it didn't reach that number. I ran a 2nd dyno a few minutes later and it was identical within 1 hp so the IC system seemed to be working properly.

 

[JohnMichaelSawyer]

I just installed the Gen 2. I also have the Ford long tube headers, Ford (Borla) exhaust box and Accufab TB. I used the 3.75 pully rated at 17 psi. On the second to last run I put down 695 rwhp and 657 fp torque. Car was tuned for 93 octane and the AF was a conservative 11.25. Boost was closer to 16 psi, I am assuming because of the headers. I can tell you that the tune between the 1st gen and 2nd gen Whipple is not even close. My tuner first tried a similar set up tune but for a Whipple gen 1. He basically had to throw it out and start over. He made a few more ecu changes before we started the final run. Final pull/run was putting down more power but the coolant temp started to spike (no fans to cool the car) and the ecu started pulling timing up high. We estimated about 710-715. Car has less than 1000 miles.

 

[DoctorV8]

There will be a full write up on my car shortly on another website, but with a 3.375" pulley, 93 octane tune, Accufab TB/inlet support, TR6 IX's at .025", and a Heffner catback, the car made 731 rwhp STD/715 SAE. Car showed 20 psi on the dyno.

http://www.briansworld.com/wp-content/uploads/2008/03/dyno_results.jpg

There is over 650 ft lbs at the wheels from 3000-5800 rpm. 700 ft lbs at the wheels from 4000-5000 rpm. Stated another way: 500 rwhp at 3800 rpm. Wow!

The car drives beautifully, and the blower is even quieter than the stock one. Flooring it in 6th gear at 80 mph and surfing the torque curve has you at 120 in a flash.

I understand the paper filter may be a restriction at this power level, so I have a set of K&N's waiting to go on. Hopefully that, and some more tuning will get me closer to 750 rwhp.

Sanjay

 

[jdoc7]

There will be a full write up on my car shortly on another website, but with a 3.375" pulley, 93 octane tune, Accufab TB/inlet support, TR6 IX's at .025", and a Heffner catback, the car made 731 rwhp STD/715 SAE. Car showed 20 psi on the dyno.

http://www.briansworld.com/wp-content/uploads/2008/03/dyno_results.jpg

There is over 650 ft lbs at the wheels from 3000-5800 rpm. 700 ft lbs at the wheels from 4000-5000 rpm. Stated another way: 500 rwhp at 3800 rpm. Wow!

The car drives beautifully, and the blower is even quieter than the stock one. Flooring it in 6th gear at 80 mph and surfing the torque curve has you at 120 in a flash.

I understand the paper filter may be a restriction at this power level, so I have a set of K&N's waiting to go on. Hopefully that, and some more tuning will get me closer to 750 rwhp.

Sanjay

Was this a gen1 or 2 blower? What psi is a 3.375 pulley suppose to be? What was your timing ultimately set at for this setup? How did you arrive at a gap of 0.025 for those plugs?