I have a Whipple, no other mods at all. I plan on getting some dyno time in the fall after work slows down some. Someone else may post before then.

 

Yeah, most manufacturer's websites that I have seen do tend to exagerate the horsepower and torque gains of their products. Even if their claims are right on, it's usually not measured at the rear wheels. Just because an engine gains x amount of horsepower and torque doesnt in any way mean that those numbers will be the same at the rear wheels.

 

either way it would make quick work out of the 6.0.

 

I might get hammered here, but it does not make much sense to force a bunch of air into the engine only to have it back up into single exhaust.I believe most of you w/chargers have single exhaust.It just doesnt compliment each other.Yall numbers would go way up with more free flowing exhausts.A good true dual system, a custom chip or custom programer from Superchip custom with a pulley change and you would see some big numbers.

 

Excellent point!!!

 

I kinda thought so too.Thanks SuperDutyHaulin!

 

It's nice to see sombody else that loves the V-10. I am getting torn apart in some threads by these diesel guys.

 

Those whipple HP and TQ numbers are at the flywheel not rear wheel HP or TQ. The Kenne Bell and Whipple are the same kind of superchargers.

I do have an 8# pulley, diablo and ***** custom chips, Low restriction Cat, Borla headers & catback. If my exhaust was any more free flowing I wouldn't have any low end torque. Had one of my chips reburned for the 5.13 gears I have now. I'll probably have it on a dyno again soon just out of curiosity.

I know one of the guys here had his stock V10 on a dyno and posted the numbers.... but I don't remember who it was.

 

SDHaulin, I have nothing against the V10, I will be purchasing an 05 when they come out to do testing with. BUT, no matter what you think or how much you like the V10, it cannot and will not run with a chipped 6.0L. PERIOD! It is the same truck with the same weight and does NOT make the same power (even with a supercharger). Now a 7.3L is a different story, they can't come close to a 6.0L either.

 

See, now your compareing a stock v-10 compared to a modded 6.0. Stock vs stock V-10 wins hands down everytime. A modded v-10 will run with a chipped 6.0 any day, especialy a supercharged one. I have seen it with my own eyes. I have smoked my neighbors truck on many occasions, and he has the 6.0

 

I'm not sure how you are figuring this. (You cannot go by you beating your neighbor before in his 6.0L) I'm talking about heads up racing. Your V10 makes 310 hp / 425 ftlbs, a 6.0L makes 325 hp /560 ftlbs. If you take the same vehicle, ie: cab configuration, drive, weight, etc. with equal drivers, driving each vehicle to it's full potential. How could the V10 win?
Now take same vehicles with the same drivers and add a supercharger to the V10 and a chip to the 6.0L. (V10= 320ish rwhp / 500ish rwtq) (6.0L 350ish rwhp / 650ish rwtq). Again, how could the V10 win?
Now I will say, in stock configuration you cannot just go from an idle and stab the throttle, in this case I think the V10 would be the better bet. BUT, take the 6.0L and apply the brake and go pedal to build some boost off the line........... 6.0L all the way.

 

Not true, you have to take into consideration the 6.0 turbo lag, not to mention he will have to shift more...shifting takes time. And sure I can use my neighbors truck as an example, not to mention many others I have beaten. I have been racing my whole life, I build hot rodded engines, I know about racing. It's pretty silly to be argueing the faster truck anyways, I have two cars in my garage that will eat the V-10 and the 6.0 without even breaking a sweat.

 

OK, you're right, this is silly. You are obviously not reading my complete post. I stated that "you cannot just stab the throttle from an idle." I'm not sure what Turbo lag you are talking about, when driven correctly there is none. Would you call a 1.82 60ft suffering from "Turbo lag". If you are that familiar with drag racing you will know to get a 7300# vehicle to 60ft like that there isn't much lag at all. The trans is a whole other story. You are right this isn't worth arguing about, but being that I build fast trucks for a living I try to give people information based on facts, dyno #'s and track times. This will be my last post on this topic unless someone has a specific question that I can try and answer. Have a good night.

 

Well, according to Mr. Kenne Bell, putting headers and true dual exhaust on the V10 actually HURTS the performance increase of a supercharger on the V10. He advocates leaving the stock manifolds on the engine. I've never understood where he came up with that idea, but it goes against everything anyone else has ever done. If that were the case, all the blown race motors would have manifolds and single exhaust. I personally dont see KB's logic at all on this one.

 

I lifted this info directly from Kenne Bell's supercharger FAQ's.===

Headers? 4 tube or Tri-Y? 4 tube headers work very well on the 5.2 and 5.9 Dodges (20HP) and 12HP on the 4.7's and Chevies. 12HP is only 1 car length in the 1/4 mile. 12HP is hard to feel. We've never seen any worthwhile gains on the 4.6, 5.4 Ford/Lincoln, PT Cruiser or Escape from any header. I never saw a set of Tri-Y's worth installing. We don't recommend them nor have we ever witnessed that "improved low and mid range" they yak about. Has anyone EVER seen a successful drag racer running Tri-Y's? Of course not.
How can I tell if my filter assembly, meter, throttle body inlet hoses or manifolds are restrictive and losing HP? Use the time-proven Kenne Bell approach. Flow the individual pieces on a flow bench. If you don't have access to a bench, install a tap behind each component in the inlet track, make a dyno pull or a WOT run on the street in low or second gear and read the vacuum gauge. If it's "0" there are no losses and, therefore, upgrading components will not help. However, if there is a 4" Hg reading - that's 2 psi of lost atmospheric boost and 20HP (1 psi=10HP). Works on carbureted engines also. Now you know how to analyze inlet systems. You'd be amazed at how many don't.