Come one now. You've been here long enough to know that if someone has a problem with something, they'll be on here in a heartbeat throwing the company and whoever they bought it from right under the bus!!!!!

 

Do you have a clip at WOT or at high RPMs ?

 

No, sorry, I ran out of memory in my camera. When I get the truck back, I will do a vid for you. Street and strip vid.

 

Thanks, man.

 

Sal, I think that you are missing Whipple's announcement that, due to supply shortages, it was making its own compressor.

"The new Whipple-Ford Racing system can produce incredible power levels with stock 5.4L Lightning engines as well as highly modified engines. The revolutionary new W140ax compressor has the ability to run nearly 25lbs of boost (engine modifications required) for unheralded performance."

page on new W140ax

 

I'm aware of that Tim, which is why I said "it's not likely they went BACKWARDS in quality" with the revamped design. If the old one was good, I would like to think the new one would be even better. But again, as I previously stated, only time will tell.

BTW, it's pretty slick how they kept the head unit designations (AX, etc) and just changed it to cubic inches instead of cubic centimeters (140ax instead of 2300ax).

 

That's not exectly correct. Whipple has (or had) a license/distributorship from Lysholm/Opcon for the aftermarket, not OEM. Eaton has the OEM Lysholm/Opcon license/distributorship. So the compressors were identical or nearly identical on the Whipple kits and OEM twin screw apps.

But it appears to me that Whipple has now given up on Lysholm/Opcon completely. Whipple filed suit against Lysholm/Opcon last year, claiming that Lysholm/Opcon was feeding the OEMs and starving Whipple. It appears that Whipple is now making its own compressor (or buying them from some other source).

 

That seems like a pretty big assumption, Sal. Designing and manufacturing a twin screw is incredibly complex. They have been around for decades, but you never saw them in mass production until the advent of CNC. I'm sure that Whipple has the best of intentions, but it's not an easy task.

To pull this off (and steer clear of patent infringement in the process) is a monumental achievement for Whipple. Unless, of course, they are just buying an already-proven design from some other manufacturer or some licensee of Opcon.

 

Exactly!

 

And for the THIRD time in this thread, I've said that we are going to have just wait and see how the new units play out. All we can do is sit back and wait to hear feeback, good or bad.

 

You got it Ronnie

Sorry it was blurry to start with, the bigger I make it the worse it gets : o (

First let me say EXCELLENT POST, Thanks for the great comparision
And of course CONGRATS on the results

I guess like everyone sure I'd like to see the comparison done with the identical upper and lower so we can compare apple's to apple's, but I like what you did by comparing equal Boost levels too. In a way you proved the KB needs to be spun harder to equal the Whipple, which is interesting in itself, and in another way you proved the Whipple can kick *** at less Boost,
which I think we all expected, BUT the most important thing I got from this is something no one has mentioned yet. That is my little ole Magnum put down 606 with a 8lb Lower and 14 degrees of timing. That run was using a 2.7 Upper and Race Fuel, but I hit 590+ many times using 93 octane and the larger 2.9 Upper on my normal summer street program, so in a way even the Mag isnt too far behind.

 

What compression ratio is your built engine Rob?

 

Ok you got me, I might have forgot to mention that

JDM Spec'd Manley STD Bore Pistons, (increased from 8.4:1 to 9:1 compression ratio)

 

Rascal.

 

FirstThanks Rob! That power is actually my daily driven street tune on straight up, pump 93. I have ran the KB up before to 20 psi and have made 670 to the wheels with a 3 " upper and 10 lower.