A few things concerning torque at the wheels. Even if you had a 1-1 ratio from the crank to the wheels power is lost due to the following:

Parasitic losses from the flywheel, transmission, drives-shaft, differential, wheel bearings, wheels and tires. They all have mass to move and friction to overcome. Its not unusual to see a 300 HP stock rated F150 dyno 40-80 HP less at the wheels depending on tire/wheel size, drive-train configuration (4x2 or 4x4) and cab/bed length (which impacts the length of the drive shaft). This is why you'll see a 445 HP F150 Roushcharger put down between 325-340 RWHP on the dyno.

The supercharger itself adds a huge parasitic loss though this is factored in as part of the crank rated HP. Contrary to popular belief turbo-chargers are not "free" power either. There ain't no such thing due to friction, pumping losses and the conservation of energy. If it were free power intercoolers wouldn't be as beneficial on a turbo system since the only heat added to the air stream would be from heat transfer from the intake and engine heat. In the real world dealing with physics a great deal of heat is created compressing the air charge. The pumping losses used to spin the turbo and push air into the intake tract are significant... though they are less than the parasitic losses from driving a belt on a supercharger.

Turbo's also have the added benefit of utilizing some of the heat energy lost out the exhaust. High differential heat between the intake and the exhaust results in more power (to a certain extent, because after a point you're dealing with ETGs which are too high).

The more you do to reduce parasitic losses the better. Off the top of my head:

1. Good bearings on the pulley's. I replaced mine with better bearings than those Ford supplies.
2. Good synthetic fluid in the transmission, engine and transmission.
3. Wheel bearings in good condition.
4. Reducing wheel/tire weight.
5. Replacing a mechanical fan with an electric fan. All the naysayers who have said this was false, and used truck engines with mechanical fans as an example: starting in 2010 Ford went to a dual electric fan in the F150.
6. Proper engine tuning. Yes folks, this does reduce parasitic losses in the real world (though not on the dyno). How? Well, in the real world when its hot most people tend to have the A/C turned on. In many F150 calibrations (including Roush's, at least those I've seen), the A/C clutch is NOT disengaged at WOT. There is a value in seconds in the calibration for how long to turn off the A/C at WOT. A good tuner will take care of this.
7. Proper transmission tuning. You want the torque converter open at launch to take advantage of torque multiplication and to have the RPM's nearer to peak to get the vehicle moving from a standstill. However, after a certain point you're just wasting energy and building up heat in the transmission. This where a good transmission really helps. A stout transmission and torque converter can go to full lockup at WOT after the 1-2 shift even in a heavy F150. This has been proven countless times by tuners and racers at the track with increased 1/4 times when locking up after 1-2 when the shift points are configured with this in mind (you want engine "locked" RPMs near peak torque after the shift).

 

Thanks for all the information everyone, has helped out immensly

 

that's why i used phrases like "most of the RW power loss" and "in theory"


but it's all good all i'm trying to do is explain the futility of trying to gain HP by changing gears, cause it's imposible.