WHIPPLE BLOWER vs LOW-BUCK TURBO-383 LS STROKER 

It's official, we need to buy Richard a 4l80e for his truck so he can finally boost it 🤣

I learned I want to turbo charge everything I own including my lawnmower lol

If Richard isn't arguing with himself in every future video I am leaving. Lol

LISA! You may want to water down those umbrella drinks for Richard.

“Watch me delete those comments” 😂😂😂😂

To me it sounds like you cant go wrong with either. I prefer the compactness of a blower though

Love these intros, and its spot on. Some people would argue with a stump.

We need more Richard arguing with himself, LMFAO 🤣

try fitting tat turbo and intercooler under a cramped hood. the whipple fits on virtually anything. I'll pick the blower with its easy installation. no hot exhaust to plumb all over hells half acre.

There are losses with turbos. I don't know why everyone says there is no loss. You can't restrict the exhaust and expect no loss. Just look at the dyno graph. They both made the same power even though the blower made a little less boost. If there were no losses with the turbo, it should have made more power with less boost.

For off road use I definitely prefer supercharged over turbo. Don't need to be nearly as precise with gear selection.

Whipple would be nice on the road as a DD Cheers.

Ohhh who makes that black elbow the TB is mounted to? My 109 Whipple TB doesn’t clear my IACV on the 2.9. Blower belt hits the TPS. Even with the smallest pulley from Wegner it’s closer than I’d like.

Great video as always, one of the best RU-vid channels hands down!

Turbos are cool but that Whipple when you hit the throttle oh yeah

Before watching; Going with 15-20% more power on the turbo at the same boost level.

So it looks like you were below the efficiency on the hit with the blower. It liked the additional spin with smaller pulley.

Excellent comparison Richard, both good setups. For me the turbo is the way to go, the peak torque numbers & curve alone won me over. Cheers😊

Love those arguments between those two brothers in the beginning. Can’t wait till they start throwing punches🤣🤣🤣

I'd like to see what a SBC 383 and 400 would get with the Edelbrock Eforce 122 Supercharger, with various boost. Nobody's shown what the bigger cube old school small block SBC engines can do with a carby fed Eaton Rotor Supercharger.

When you were talking about the to motors you should have pulled them both up just to see the difference NA

Thank you Mr. Clean, I always enjoy! 😉

You should reach out to Smooth Boost, they control supercharger boost through the bypass valve. It’s a neat idea and would be a good fallow up of this video.

Iwould like to hear how many miles the junk yard motors have on them.And l would like to see a supercharge base test going fromm 6psi in incraments of2lbs and up

You can make a flat boost curve on the supercharger with a bypass valve or blow off valve. It would be even less efficient unfortunately as you will need to set the pressure release at the boost level attained at low rpm with the valve bleeding pressure almost all the time after that. An even smaller pulley would be needed.

Learned that the GT45 is an absolute beast. Thank you for continuing to use it in your tests Richard.

I really like the channel. I’ve learned allot about back pressure from watching, and just boosting in general. I’ve got a stock 4.8. Unfortunately I’ve got to rebuild the top end. I would love to see a NA shootout on different Cam’s on this platform.

I like how he makes it easy to understand for a young mind like mine 💪

1 GT-45 at 800HP is awesome. What about 2×GT-45 an easy 1,000HP with the proper cam? The bottom end seems stout, but a lower compression piston might stave detination.

I always understood if the Supercharger is working right the power curve difference is below 4000 and turbo is above 4000.

He's essentially comparing the boost levels, but it's apples to oranges. The blower boost # is at peak. Whereas in a turbo say it has a comparibe wastegatr spring as far as boost # the turbo motor will essentially have that boost level much faster and maintain at that boost level

Great result. You could have really thrown things out of the ball park by letting the turbo boost higher down low and let it run out of puff and boost on its own.

Bro, u shoulda used the same test motor, lol.. Im shocked how close those two motors were overall. Sweet test.

So the turbo needed more boost to hit the same hp level? The whipple hit 800 hp at 9 psi... the turbo needed 9.7 psi to do the same thing. This tells me the turbo is maxed out, but the Whipple has a lot more to give. If you pushed the whipple to 15 psi, you'd be well over 1,000hp; but the turbo might not even hit 12-14 psi. What will happen is the Whipple's boost curve will start to flatten out as you near it's maximum flow. This happens with any PD blower. The closer you are to maxing it out, the more torque you'll make at lower rpm. I think the terminator Cobra guys were the first to figure it out when they started pushing the stock Eaton blowers to the max. Don't get me wrong - I think turbos ultimately make more power, but PD blowers, particularly when they're sized properly (or even slightly undersized) are absolutely unbeatable torque monsters. Of course, the tuning window also gets smaller, but hey - there's always a tradeoff. Which is why I've swapped my Whipple (9.80's at 140 on 93 octane pump at 3,500 lbs) for an electric turbo (actually Vortech) - the electric setup offers the fun of the Whipple, but the efficiency of the turbo (actually better - zero losses anywhere) - we're seeing 32 rwhp per psi, and we're only in the 440-500 rwhp range (so far). The Whipple was less than half that much hp gain per psi.

Love this channel don’t think it’s one better‼️. What was the compression was the motors and can they be used in daily driver.

“I will knock you the heck out “ has to be the least intimidating threat I’ve ever heard haha.

Driving a turbo with exhaust also restricts your exhaust flow. Both take power to make power.

Hello Richard!!! Halarious intro. Those two have boost rage combo issues. Ok I’ll mind my own business. LOL 😂!! That whipple charger is the way to go, I would prefer it to be intergraded with the engine and let the boost be determined by the driver needs. Like a switch to go to track or extreme street racing. Dynojet has that option. But best psi for the buck is the gt45 charger. Can’t beat it!! Thanks Richard!!

Boost won this competition. I'm curious, at ~800hp, how much more fuel was the whipple using? I think that would help illustrate how much less efficient the SC was. Also, why couldn't supercharger manufacturers put a CVT into the input shaft of the SC, so that it could more of less keep the drive speed flat, resulting in a fairly flat boost curve? Seems like a no brainer to me? Great test and thank you as usual for doing these tests!

After watching every video in this library I've found a new reverence for boost! I have a 4.8 sitting under a tarp guess what it's getting boooooost!!!

Excellent !!Richard but realistically how much would the supercharger bill cost turnkey?

I 100% get the idea of this comparison. But looking at your whipple boost curve I'm thinking belt slip. I struggled with belt slip forever with a 3.4 whipple 5.4 4v ford. The boost curve was always rising same as what I see in this test. Finally after switching to 10 rib pulleys 3.75 upper and a 9" lower I had the flatest boost curve yet. I had all the boosts by 3600 rpm 23.7 all the way to 7000.

That was really great!!! I wonder how much more egt the turbo would make over time/ how practical that motor would be on a road course....? What a monster!!

i feel like there is a little slight of hand going on here. With both the NA and Super charged set ups the dyno graph begins approximately at 2700RPM, when the Turbo enters the fight, suddenly the graph begins at 3500RPM. I know it's not much but i suspect there is some turbo lag there at the bottom of the graph which would benefit both the NA and super charged motors. If we are comparing things, the playing field needs to be flat. same motor and the graphing needs to have the same parameters. Maybe it all amounts to nothing, maybe it's all intended to drive the comments, maybe it's just an oversight but it's definitely off a little.

I bet that turbo set up is cheaper also. I do like the whipple and am exploring my option for an up coming drag week style build for my 65 El Camino

what was the apparent parasitic loss ? witch will have been the power difference at a given boost level? how much more boost did the Whipple need to match the turbo HP ?

I've never seen a boost curve like that on a Whipple. What's going on there? Looking closer, it's only two pounds difference but obviously the restriction builds on itself. Is that the cam not letting it breath.

I'm a turbo guy. However I've toyed with the thought of driving a blower with a CVT type drive unit-spin the blower quicker to get the desired boost and then adjust the blower speed via the CVT to maintain the boost level-min rising boost curve.

That turbo 383...😍. Have you done any turbo blow thru carb 383 LS testing? That GT-45 seems like instant boost. Bet it would make one killer street combo! You know.... if you were the 800 hp daily kinda guy 🤣

Turbo almost always produces closer power to torque numbers given the proper setup. Supercharged the numbers are farther apart

Gonna have too go back to some of your 6.0 and 6.2 combos, 383- ls -N/a-heads-cam = 540hp 😮, maybe I'm mistake but I think a 6.0 with just a cam and 799 heads made 522hp or with 706 heads it made this power, but 383ci Ls with aftermarket heads only makes 540hp 😢 obviously it's not worth the cost or I'm mistaken what the 6.0 hp combos were said to be making.

What SCR was the 383 Whipple engine at? What MAX SCR/DCR would you run the exact Whipple combination at? Thank you, @RichardHoldener!

Blower tax wasn’t so bad on this for some reason. Maybe the turbo was just already pushing pretty hard

What size Whipple and what size turbo is being used ?

How would this turbo setup compare to a centrifugal supercharger? Parasitic losses aside the efficiencies should be similar and the type of boost goes away.

What a supercharger needs is a cvt style drive, spin it harder low down then bring it back when the boost requirements are made haha or a turbine bolted to the back.

I’ve heard you say every cam is a turbo cam lots but I think this is 1st time I heard every cam is a supercharger cam. This is good cause I bought stage 1 SHM n/a cams 3yrs ago and now I have an m122 for it.

Twin-screw Supercharging an engine cost so much that I think many of us find turbo-charging is preferable. If the costs to fit all types of forced induction were equal, our discussions would be about how to apply each power adder to specific engine displacements and specific usage.

@RICHARD HOLDENER You have to check out on3 107 mm billet wheel journal bearing gt55 with the proper engine combo it's good for 2500hp and it cost 1000$ . It's the cool new turbo. Put that on your big bang motor. I've seen dyno test of 300hp increase at the wheel vs s488 running same boost levels on compounds. That's sweet.

LOL, your point-counterpoint at the beginning was great!

Great comparison! Very interesting, how do you control your wastegate with the electronic controller, c02/ dome pressure? I’d like to see how you set it up.

Whipples are great. They are like a mix between a tvs and a centri blower. Tvs blowers really hit hard down low

One of these days I would like to see a supercharger at least 12-71 or bigger on something, would really like to see a 16-71 but that would take a hell of a motor to withstand it

Lockdown has been rough on Rich.

Good test mate. What exhaust manifolds were on the turbo setup?

What is the weight difference between the iron block and a Ls 3 Aluminum block and could the LS 3 GM crate motor 525 hp be used in this boost application?

So in all reality what's the benefit of a super when turbo can make more power everywhere in the curve

What are the specs on that turbo used?

I believe you are wrong about a turbo not costing engine HP. You have the significant exhaust backpressure that costs torque to compress the exhaust gasses to develop turbo boost.

Man I love your videos! Fun to watch but you learn so much from them. I like how you're very neutral about them too. Cheers from The Land Downunder. 🍻

So what would be best to slap on my 2021 Silverado trail boss? A supercharger or procharger or turbo or twin turbo??

I wish he would dyno from 2000 rpm for each run to actually show the true difference. eg a turbo that hasn’t spooled up yet vs a supercharger that’s always on.

Richard, you and Ritchie need to get along better! Didn't your mother tell you better than that! Loved the twins bit- lots of general info and a hoot to boot! FWIW, I would love to see the "equalized" boost format you described. Now, how is the "Nova" coming?

Everytime I hit Turbo Boost on my 1982 Black Trans AM the car jumps over other vehicles I don't know what's going on with it and the car talks. The car is kinda a smart ass.

I liked the opening arguement lol. Great comment arguments

Do you think using electric waste gate good for a street car?

Thank you Richard your the man

Great video. What was the a/r on the turbine side of that gt45 turbo?

How you make a 383 on 5.3 ls Just pistons and crank Can you do it like that or you need the whole kit

Richard, got a big Procharger laying around to put on a 4.8L? I've always wondered if you could get a flatter boost curve by using an oversized centrifugal supercharger and had a boost controller connected to the BOV to bleed excess boost at high RPMs. Even though it's oversized, theoretically because it's generating lower pressure, it'd wouldn't be a massive power hog vs using a smaller SC. But the bigger SC would be less efficient...hmm. It'd be a be a waste instead of using a turbo but It'd still be interesting. If anything it'd be good at blowing any leaves out from under your hood. :D

The Whipple doesn't have the airflow at lower blower speeds to produce the same boost as the turbocharger. With a larger capacity supercharger you could indeed match the boost level of the turbo, and it would be a very interesting test to compare parasitic losses at the same boost pressure. Some will argue, "Well what about the rising boost curve that superchargers are known for? If we were able to achieve equal boost at lower rpm levels, we'd be overboosting at high rpm levels, and there's no way to control that." Well yes, but yes we can. It's just no-one does it. There are couple of ways we can control a rising boost curve. First, we can introduce a blowoff valve on the pressure side of the supercharger to bleed off excessive pressure at high rpm levels. The second way is more complex, and that involves varying the blower drive speed to speed the blower up at lower rpm levels, and slow it down at higher rpm levels. Would it be worth it? For testing purposes, yes. Everything in the name of science. For the average person? No, absolutely not. It's much easier and simpler to design a turbo system. Would it be cool? Certainly. Instant power with no lag at all? That is cool, and costs be damned.

I just wanna see the NA then the super then the turbo on the same engine…. Of course that takes time and work but it’s on a dyno so plenty of room to work.

What's the back pressure like at 6000rpm with the gt45 on a bigger ls? If 700hp was the goal, would the gt45 be a decent choice or would you still bump up to something like vs7578? Mostly spirited street car.

It would be nice to know intake air temps on both combinations

Hey Mr. Boost:) I have a question you might be able to answer and talk about in a video. Why is it that the twin screw blowers like Whipple and Kenne Bell don't give the same snappy throttle response the classic Roots blowers have? While the screw blowers do compress the air in the rotor section, they are still predominantly positive displacement blowers just like the Roots blowers. What's your take on this?:)

dont know how it will do on a dyno, but im still curious about compound boost. best of both worlds. hoping for this in the future

Always bobbin like a walking chicken for the intro 😊

So many Die-hard blower fanbois can't comprehend the turbo making 5 more pounds of boost at 3500rpm banging on about the size and putting a CVT transmission on it this was a very decent blower totally humiliated by a 300$ wuhan war whisle if you want to put a CVT on the blower lets put a good VGT turbo in there and see how that plays out another sluaghter no doubt

I've found it odd you gush over superchargers but consider combos mostly in terms of drag racing. Like most others, that supercharger would be crushed outside a small road course or limited traction.

@ the beginning they look like they could be brothers..lol

If you had a do over with the big Cadillac, what turbo (or turbos) would you like to try?

Do a stock bottom end 302 with a b cam tfs heads vic jr and nos 200 to 300 hp shot

Can you compare a centrifugal supercharger to a turbo next?

What turbo , compression and fuel was used

I expected the turbo to win, but the boost curves are so different, it seems like cheating. The GT45 may be too small for this test. It's making 10 psi at low rpm, then boost falls off after 5700 rpm. The turbine must be going into choke. I have seen other Holdener turbo test video where the turbine is too big for the engine, and it provides a rising boost curve, which would make it more fair for the Whipple. On the other hand, the oversize turbo would have lower drive pressure at high rpm than the GT45 did, so it would make more peak power. I've been wanting to see a test between a Whipple and an Eaton TVS of comparable displacements on the same engine and at the same boost level. I bet the Eaton would win.

What would you get if you twin turbo the 383 Lm7???

How about charts showing cfm per horsepower .And a chart showing throttle body area per horsepower. Maybe you could do that from previous tests. CAT want to know.

Yay Super Ritchie split personality argument!

How much ring gap did you have on the whipple setup?

You should do a cold side wastegate on a centrifugal blower and measure the low end torque gain.