bigcitymike

Someone on another forum said the following between the two mods:

"The Whipple is a twin-screw positive displacement blower. It's going to shine with low end torque. Around the street, not much will touch it, but it doesn't have the high end power of the Procharger. The Procharger is a centrifugal supercharger, which is essentially a turbo run off of the accessory belt. It has much less heat soak, much better high end power, and stock-like drivability. It's not going to run much different below 3,000 rpms whereas the Whipple is a complete game changer and will be harsh to many drivers.

What are your intentions? If it's reliable with stock-like drivability, a strip winner, or something that screams when you want it, go Procharger. If you want instant power all of the time but a little less on the top, go Whipple.

The Procharger will be an easier install, but PD blowers like the Whipple are more predictable in terms of tuning (which doesn't matter much unless you have a custom engine build)."

What did you feel were the pros and cons between the two, and what was your deciding factor to go with the Procharger?

MagneticLariat

Awesome truck, I bet its nice tearing into a brand new truck, no dirt!

rts9364

Based on what I know, I think the information you have is pretty accurate. I don’t want to start PD vs. centrif debate as I think they are both great options. This truck, at least right now, is a daily driver that my wife drives every so often. We have ice and snow to deal with, etc. From those standpoints I was intrigued by this idea of stock drivability until you really step on the pedal. Especially with my new 4.10 gears and tune, it’s not like the 5.0 is lacking low end torque for normal city driving. I’m sure it’s great to have the low end “tip in” power of the Whipple. I think there will be times when I’ll wonder what the Whipple would be like in certain situations, but overall so far I am happy with my decision. I can drive around with my wife and son in the truck with it pretty tame, but then I can step on the pedal and it’s a monster that breaks my 34” tires loose when shifting. As I mentioned before, the full power of this setup hasn’t been realized yet since it’s shifting at 6000 rpm; given that the Procharger needs to be wrapped up, missing out on 600-1000 rpm on the high end should be a pretty big deal, so I hope to be able to confirm that on the dyno soon.

Some other factors – cost, installation time, and complexity of the operation. Procharger is cheaper, bottom line (I also got a really good deal*). The install is a little simpler with the Procharger, though I’m not sure how much. You have to do quite a bit of work to fit a 5” thick intercooler behind the grille, then make a bunch of changes in the engine bay to be able to route 3” tubing to and from it. I also ended up pulling the intake manifold in order to change the MAP sensor, which is on the back of the manifold waaaaaay at the base (I commend anyone that gets it changed without pulling the manifold, but it was much easier for me to spend $15 in gaskets and know the sensor is seated correctly, etc.). I also ran into a few issues with the provided kit that would have been a bigger deal if I lived in another location (see asterisk below). I do really like how much simpler the Procharger is during operation. The head unit is totally self-contained and the intercooler is air-to-air, so no oil or coolant is routed anywhere that it isn’t from the factory. No extra fans or wiring, either.

*I would be misleading you here if I didn’t mention that the Procharger headquarters are about 15 minutes from my house and I do have some connections there. The reason I put this as a footnote is that I really did consider the Whipple kit for a long time and may have gone with the Procharger even if I lived somewhere else.

bigcitymike

Thanks for the feedback.

UNBROKEN

iTrader: (1)

I wonder if the open Ecoboost front bumper insert would feed any more air across the IC core?

rts9364

I thought about that, too, before I got into the installation. I even almost ordered that insert piece at one point. As it is now, the IC actually sits on top of a rubber air shield, so I am pretty sure any air coming through the lower opening would not contact the core. Of course, you could probably remove that rubber divider and then we might be onto something. Might be something to consider for the future.

UNBROKEN

iTrader: (1)

If you could drop it and reattach under the bumper insert that would be cool. The more air the better in this case.
The IC on my ProCharged Ram R/T was dead center in the grille...never had any issues with airflow. lol

rts9364

I'm not sure that it's sitting as low as it may look in the photos, but I agree that more air would certainly not hurt anything.

engineermike

Looking forward to dyno numbers. Be sure to put the stock wheels back on for the dyno runs.

SilverSurfer15

it would actually be cool to see both if that's feasible. Which is annoying because you would need to restrap it down.

The 4.10s are going to show a slightly lower number on the stock tires but would still be interesting as that's prob the gear you would want in a street/strip setup.

And seeing how much power is lost in comparison through the heavy 34s would be a good learning experiencing. Since no one ever really does that.

also, this is BA. I wish we had more threads like this! Nice truck!