Do you regret choosing your power adder?

[robvas]

I have the V3JT on my 18. Went 9.9@143 with the stock 3.6 pulley and factory drivetrain. Was a little boring down low, on drag radials. It always had enough to get stupid on reg radials.

Then I got the Circle D converter and built the trans. That converter really woke the car up. Havent gone back to the track yet, but it's a lot faster and more than enough on the street.

Were you having issues with the A10 or did you build it since you were doing a converter etc

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[qwiknotch]

Were you having issues with the A10 or did you build it since you were doing a converter etc

Kept hearing it would pick up half second with converter and centri and the combo had 56k miles on it, so I figured it was time. It was making 770 to the tires and I knew the trans was on borrowed time. Plus I switched to the 3.3 pulley and wanted it to stay together lol
I was starting to get flaring on the shifts at the track. It was definitely on its way out and ready for a rebuild. Here are the D clutches at 56k miles with about 75 passes at the track.

 

[Wolfys11]

What software can you log with? You should definitely be seeing more than 15 over ambient in a pull.

Ive got the tdn and probably could go on my pc and look at a log through hp tuners, but regardless i do know if a pd doesnt use anything special like meth or ice, a centri is a more thermal efficient setup and suffers way less heat issues than a pd

 

[engineermike]

Ive got the tdn and probably could go on my pc and look at a log through hp tuners, but regardless i do know if a pd doesnt use anything special like meth or ice, a centri is a more thermal efficient setup and suffers way less heat issues than a pd

The data I posted was not with meth or ice and tells a different story.

 

[Wolfys11]

The data I posted was not with meth or ice and tells a different story.

Im not arguing with the data as i dont have any other than what i saw outside of a log, however, i just wonder why doesnt everyone run a whipple then? If its better thermally, top end, and keeps the bottom end power, it would seem only a turbo would beat the whipple, whats the reason 10spds love going ess instead of whipple?

 

[80FoxCoupe]

Since getting a s550 just always wanted a PD blower. Bought a10 3.15 gear 21 gt and kept deciding between a roush or whipple due to being a fun daily blower.

Have been reading that a lot of people say a centrifugal is better for an auto due to the powerband and shift points.

Did you go pd and wish you went centri?
Did you go centri and wish you went pd?

just assumed that a turbo wouldn’t be the ideal daily setup.

Just get what you want. The opinion of others may just confuse you. Of the Roush and Whipple you were looking at initially, I'd do the whipple. Reluctantly of course. Much better IC brick than the Roush.

 

[engineermike]

i just wonder why doesnt everyone run a whipple then?

Centrifs are easier installation and less intrusive, usually cheaper too. The Whipple tune isnt great.

whats the reason 10spds love going ess instead of whipple?

I wouldn’t say the 10 speed loves the ess as much as I would say the 10 speed does a good job of keeping it in the rpm range where it’s making boost.

 

[Angrey]

I would personally divide this question into two hemispheres. I'll leave it to you to decide where exactly to draw the line, but there exists a point above a certain torque value that the ability to modulate torque effectively becomes the dominant desirable feature of a power train system.

Basically, if you're about 850-900 and below, pick your poison according to what you deem the best fit your your use and your wallet.

But above about 900, traction limitations at those corresponding torque levels means that some power adders become MUCH more problematic.

In much of the past, the ability to modulate torque output has been either mechanical in nature (i.e. some form of boost/charge control limiting the motor based upon hobbling it to how much air it was permitted to consume externally).

More sophisticated methods for controlling the torque output through tune has been largely a fairly costly and expensive option of using a stand alone tuning setup (which not only increased costs, but complexity, etc).

Also connected to this issue was the similar aspect of fuel flexibility. Without the ability to modulate how much air load a motor was making, it became the norm to simply declare that fuel flexibility was either not possible or not wholly safe/effective.

Having said all that, if you're unwilling to spend big money on a stand alone system or find some obscure tuner who's capable and willing to give you torque by gear control through the OE PCM, going above around 900 on anything other than a turbo system becomes much more problematic and frankly, unsafe.

So yeah, if I'd have thought it completely through, I'd have most likely chosen a twin setup with a wastegate controller.

 

[80FoxCoupe]

Im not arguing with the data as i dont have any other than what i saw outside of a log, however, i just wonder why doesnt everyone run a whipple then? If its better thermally, top end, and keeps the bottom end power, it would seem only a turbo would beat the whipple, whats the reason 10spds love going ess instead of whipple?

10spd cars perform well with any boost. But you are right a 10spd whipple combo would be difficult to beat.

 

[beefcake]

Since getting a s550 just always wanted a PD blower. Bought a10 3.15 gear 21 gt and kept deciding between a roush or whipple due to being a fun daily blower.

Have been reading that a lot of people say a centrifugal is better for an auto due to the powerband and shift points.

Did you go pd and wish you went centri?
Did you go centri and wish you went pd?

just assumed that a turbo wouldn’t be the ideal daily setup.

all comes down to goals, there isn't a right or wrong answer. Just depends on goals. Always happy to go over all the options with you and find something that fits your needs

 

[RMoeslein]

Since getting a s550 just always wanted a PD blower. Bought a10 3.15 gear 21 gt and kept deciding between a roush or whipple due to being a fun daily blower.

Have been reading that a lot of people say a centrifugal is better for an auto due to the powerband and shift points.

Did you go pd and wish you went centri?
Did you go centri and wish you went pd?

just assumed that a turbo wouldn’t be the ideal daily setup.

I had a 2014 gt with a roush blower, a 2019 with a whipple, now a 2022 with Hellion turbos. If i got another car to build. I would go turbos again. i run 700 whp on the street, which is what my whipple car had, then i can turn it up at the track!

 

[robvas]

Im not arguing with the data as i dont have any other than what i saw outside of a log, however, i just wonder why doesnt everyone run a whipple then?

Price, for one. The Whipple kit is like $9,000, you can get an ESS/Paxton kit starting at just under $5k. That doesn't include fuel/tuning but it's still a big difference. The centrifugal is an easier/faster install as well.

 

[robvas]

I did a 3rd-4th pull on my car this afternoon just to log the inlet air temps

75 degree ambient, had been driving for about an hour so it's fully warmed up.

Old ass Whipple 2.3, seems like the inlet temps are almost always in the 120's. If it drops down to the 60's they might be in the 110's but I don't have the car out that often when it's 50-60 degrees out because traction is hard to find

 

[DougS550]

Since getting a s550 just always wanted a PD blower. Bought a10 3.15 gear 21 gt and kept deciding between a roush or whipple due to being a fun daily blower.

Have been reading that a lot of people say a centrifugal is better for an auto due to the powerband and shift points.

Did you go pd and wish you went centri?
Did you go centri and wish you went pd?

just assumed that a turbo wouldn’t be the ideal daily setup.

I love my PD, instant power from a dig with a great power band, priceless!!

 

[Wolfys11]

Price, for one. The Whipple kit is like $9,000, you can get an ESS/Paxton kit starting at just under $5k. That doesn't include fuel/tuning but it's still a big difference. The centrifugal is an easier/faster install as well.

The ess kit running 5k isnt comparable apples to apples, as it makes very low boost. My kit cost 8500, and thats basically setting myself up for 900whp with a fuel system and pully swap for e85 power
Ive seen many whipple setups race many centri setups, it seems like often the centri wins if its same power weight to the same power weight, and it always gets to be a farther and farther gap the longer the race goes.
i always assumed that was due to heat, maybe its something else

either way, i myself wanted a whipple til i realized i didnt want to run a drag pack at 93 pump gas power levels, my ess does great using regular tires so far, we will see when e85 comes into play but the one biggest benefit to me as a street driver is the ess keeps the low rpms tame which allows for a great powerband when it comes to street traction

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