The intent of this thread is to share my experience with upgrading from a Whipple 2.9 Gen 2 Supercharger to a Gen 4, with no other changes except a tune revision to compensate for the additional boost produced by the Gen 4. I used the same Tuner, Dynamometer, 3.00” upper pulley, and safe 93 octane tuning strategy.
Here is my basic combination:
Whipple 2.9 Gen 4 with 3.00” pulley
123mm Ford Racing/Whipple CAI
Cobra Jet Twin 65MM throttle body
ID1000 Fuel Injectors
Stock Fuel Pumps
NGK TR6 Spark Plugs gapped at .028
180* thermostat
Stock exhaust manifolds with OEM cats
Borla S axle-back mufflers
PFAB extra capacity intercooler reservoir
C&R Heat Exchanger with fans
SPEC SS-twin disc clutch with lighter weight steel flywheel
DSS one-piece aluminum driveshaft
Stock 3.31 gears
Why did I stay with Whipple? I had a Gen 2 installed with a JDM tune, and I have been incredibly pleased with the appearance, fitment, and performance over the years. I especially liked the power delivery for high performance street and road course style driving with a continuous pull to redline, and I never felt that my car was lacking torque in my application. There has been substantial improvement in supercharger efficiency in both TVS and Twin Screw offerings in recent years, and since I plan to keep my car for the long term, I chose to capitalize on some efficiency to moderately increase performance on pump gas. I have been closely following the releases of blower upgrades for our platform for years, and (in my opinion) up until this point, no blower upgrade was enough of a performance gain in my application to justify the expense. The allure of 30-50 additional horsepower/torque in a near stock configuration was strong for the discounted price of $2750 for the new head unit. I always thought that my Gen 2 made plenty of power in cooler weather, but I wanted just a little more in warmer weather.
Below is my previous Gen 2 dyno pull (in blue) compared to the Gen 4 (in red and green), and weather conditions were more favorable for the Gen 2. I have two tunes on my SCT X4: one has a little more down low (93 Race) and one has a little less down low (93 Street). Peak numbers are cool but look at the difference under the curve… the power gain is obvious on the butt dyno. In 80*F outside air temps with proper heat in my 295 MPSSs and stock 3.31 gears on a good road, my car spins at the hit in 3rd gear and continues to haze the tires if I stay in it. I had to find a slightly uphill stretch of road to do a full pull in 3rd gear at WOT to 6000 RPM without wheel spin, and it is a rocket ship! I will be ordering new stickier tires soon.
I really appreciate the personalized tuning experience from Jim III and Jim Sr. with JDM Engineering! They listened to my performance goals and expectations and delivered exactly what I wanted, getting maximum performance with superb driveability out of my currently installed hardware for my style of driving. Here is their recipe for similar performance: 2007-2014 Shelby GT500 Mustang 800HP Whipple 2.9L GEN 4 Supercharger Upgrade Kit
Here is my basic combination:
Whipple 2.9 Gen 4 with 3.00” pulley
123mm Ford Racing/Whipple CAI
Cobra Jet Twin 65MM throttle body
ID1000 Fuel Injectors
Stock Fuel Pumps
NGK TR6 Spark Plugs gapped at .028
180* thermostat
Stock exhaust manifolds with OEM cats
Borla S axle-back mufflers
PFAB extra capacity intercooler reservoir
C&R Heat Exchanger with fans
SPEC SS-twin disc clutch with lighter weight steel flywheel
DSS one-piece aluminum driveshaft
Stock 3.31 gears
Why did I stay with Whipple? I had a Gen 2 installed with a JDM tune, and I have been incredibly pleased with the appearance, fitment, and performance over the years. I especially liked the power delivery for high performance street and road course style driving with a continuous pull to redline, and I never felt that my car was lacking torque in my application. There has been substantial improvement in supercharger efficiency in both TVS and Twin Screw offerings in recent years, and since I plan to keep my car for the long term, I chose to capitalize on some efficiency to moderately increase performance on pump gas. I have been closely following the releases of blower upgrades for our platform for years, and (in my opinion) up until this point, no blower upgrade was enough of a performance gain in my application to justify the expense. The allure of 30-50 additional horsepower/torque in a near stock configuration was strong for the discounted price of $2750 for the new head unit. I always thought that my Gen 2 made plenty of power in cooler weather, but I wanted just a little more in warmer weather.
Below is my previous Gen 2 dyno pull (in blue) compared to the Gen 4 (in red and green), and weather conditions were more favorable for the Gen 2. I have two tunes on my SCT X4: one has a little more down low (93 Race) and one has a little less down low (93 Street). Peak numbers are cool but look at the difference under the curve… the power gain is obvious on the butt dyno. In 80*F outside air temps with proper heat in my 295 MPSSs and stock 3.31 gears on a good road, my car spins at the hit in 3rd gear and continues to haze the tires if I stay in it. I had to find a slightly uphill stretch of road to do a full pull in 3rd gear at WOT to 6000 RPM without wheel spin, and it is a rocket ship! I will be ordering new stickier tires soon.
I really appreciate the personalized tuning experience from Jim III and Jim Sr. with JDM Engineering! They listened to my performance goals and expectations and delivered exactly what I wanted, getting maximum performance with superb driveability out of my currently installed hardware for my style of driving. Here is their recipe for similar performance: 2007-2014 Shelby GT500 Mustang 800HP Whipple 2.9L GEN 4 Supercharger Upgrade Kit
