Here is my feedback. Hopefully it helps.
Has your MPG been tracking still like you showed in post 34 with the graphs etc.? I pulled a 2500 lb dump empty dump trailer 300 miles from NJ to NH on Thursday and got 10 mpg running at an avg of 65 mph through some evening rush hour through CT going at an avg of 25 mph. So I was pleased with that. It sounds like I could probably see the same with the Whipple mounted.
The overall fuel efficiency remains around 10 MPG on average. Pulling lighter trailers at reasonable highway speeds yields 9-10 MPG. At 65 MPH, which happens rarely, achieving 15 MPG becomes possible—evidenced by a recent drive with a conscious effort to avoid aggressive acceleration (photo below) and stick to the speed limit (averaging 60-65 MPH). Typically, without towing, fuel efficiency hits 11-12 MPG around town and 12-13 MPG on the highway (75 MPH), though it drops to 11-12 MPG when speeds approach 85 MPH.
In post #75 where did you get your topside creeper from, what brand is it?
It is a Traxion ProGear Topside ordered straight from Traxion.
It sounds like Whipple works with Ford (or Ford Performance) directly on their supercharger and getting the tune right etc. Is this a correct assumption?
The development of the kit and durability testing was done in conjunction with Ford Performance. If I understand it correctly, Whipple consults with Ford Performance for the Calibration and testing.
What does this do to your standard factory warranty and what would it do to an extended warranty if one installs the Whipple?
Pretty sure aspects of the warranty went out the door the minute the kit was installed. This can be a pretty in-depth discussion, but here are my thoughts:
- Yes, the Magnuson-Moss Warranty Act provides some protection.
- I have taken my truck in for warranty items (non-drivetrain) and they have fixed it, no problem.
- There are a couple of dealerships in Houston that sell Shelby or Supercharged F-150’s. The dealer that I bought my truck from is one of those, so they are not unfamiliar with the setup.
- Whipple Calibrations that comply with the EO and is 50 State Emission compliant are the only calibrations installed on the truck. If you look at your warranty, your warranty is in tact (at least for 2022 MY) if the modifications are emission compliant.
- If there is a catastrophic engine failure (like a thrown rod, or something like that) then absolutely, my expectation is Ford would not warranty that. They have enough data on the 7.3L that they would know that failure is extremely rare and boosted conditions can result in this mode of failure.
- If there is a lifter failure, which is common, then I would make the argument that it was not caused by the supercharger and it should be warrantable. However, this is where the dealer can make the difference. The modifications made to my vehicle will result in more time for diagnostic and repair. It would be my intention, and would be clearly communicated to the dealer at the start, that I would pay 10-20hrs+ personally for the additional time due to modifications. Also, I would provide all the necessary non-oem parts and instructions. This right here could be the difference between a dealership trying to help you get a known defect covered under warranty vs telling you it has been modified and good luck.
- The right dealer here and your attitude and willingness to open the checkbook some will likely make a very big difference in having a warrantable drivetrain claim vs denied.
- If you are the type to complain about every noise or small issue and expect immediate resolution to every symptom from the dealer and expect for it to be 100% covered, this kit is not for you. Whipple has been very helpful, but they sometimes take a few days to get back to you depending on the issue and you may need to do some self diagnosing to get to the root of the problem. If you have a competent performance shop nearby or a dealer that has experience with Whipple kits, then they can probably help you more like an OEM, but be prepared to pay for the diagnostic. Whipple has been very good at sending my anything that I need, next day at no charge, but it is unlikely they would pay for diagnostic charges. Since I do my own work and diagnostic, this is not an issue for me.
Would you recommend using the Valvoline oil from the start given what you saw after the first oil change in using it?
I really don’t have enough data on the Valvoline to say one way or another. It’s still a fairly new product, so my thoughts are to give it a few more oil changes and see how the results come out. It definitely cleans as advertised, but whether the additive and wear package is better than others long term remains to be seen.
Also everyone seems to stick to the Ford Motor-craft oil filter. Is it the best out there?
There are LOTS of opinions here and probably some better options. From my perspective, the OCI is 5k miles and even if your filter has a blowout or something, it likely won’t impact long term wear. Using Motorcraft filters removes any argument that the brand you chose didn’t meet OEM specifications.
You installed the Transfer Flow 58 Gallon tank
https://www.transferflow.com/58-gal...e0lZRV67MvT6MN-IKfCofs52FarqInda_rESjcMVxNIow Have you seen any downside to installing this tank?
This tank is bad ass and couldn’t imagine not having it. It was been flawless to date with ~37k miles on it.
Do you do any off-roading with your Tremor? If so does the Transfer Flow 58 gallon tank stick down lower and cause a problem with ground clearance compared to the rest of the truck?
It does stick down lower, and depending on where you may go off-roading, it does hang down lower. There is quite a few people here that off-road more than I do and have made several good comments and observations, I would defer to them. One advantage it does have is it is aluminized steel, which should make it more puncture resistant. It really depends on how hard and where you push the limits as to how this might affect it.
Looking back now, I am guessing that if you had to start from scratch again you would do it over given the benefits you have received by having the Whipple but I will not put words in your mouth but ask the question?
Haha…Great Question!! There are plenty of pro’s and con’s for every setup and you'll get differing opinions. The Whipple setup does have a few drawbacks, but also some real compelling benefits. To answer your question, I do not think that I will own a 5.0L (F150) or 7.3L (Superduty) truck without it being supercharged. Here are my current thoughts....
- Right now, my towing is infrequent and often for shorter distances. My work commute is fairly short. This is the right space for the gas engine.
- The Whipple setup gives me all of the advantages of the ~17 6.7L diesel from power and is a lot quicker and more solid through the 10 speed. A LOT more fun to drive.
- However, if I was towing significantly more frequently, heavy for long distances or driving long commutes, the Diesel would be more economical. Premium fuel is the same cost as diesel and this setup definitely burns quite a bit more than the new diesels. My 17 6.7 averaged 13.6mpg over the life and my 7.3L supercharged, with similar drive patterns, is averaging 10. With the 10 speed and newer diesel calibration, my average would probably be closer to 15-16mpg. That is a sizable monetary difference day to day. (minus def, CP4, emissions, filters, etc which add costs to the diesel which would need to be weighed in)
Having owned 6.0L, 6.8L V-10 several 6.7’s and now a Supercharged 7.3L, there is NO question that my 7.3L is the most fun to drive. When the time comes in the next few years to upgrade or replace this truck, I will look at my current needs, driving habits and economics, then make a decision which route I’ll go. If it is a 7.3L, then you will see another Whipple sitting right on top.
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![What did you do to your Tremor today? [2019-2024]](https://www.fordtremor.com/data/files/featured_images/featuredimages_thumb_2.webp?1791806758)
