Supercharger Install

[SVTFreak]

Have you done the install. It's not "easy" to just "put it back to stock" once the car is cut up and the hoses are hacked, it's over being stock. It is the most non friendly off all blower brands because of this reason. Just to much tweeker/hacker going on.

Have I done the install? Yes. I've said it several times. I've done the install 3 times now and put one back to stock. And I'll say it again. It's easy! Yall
Making a big deal out of nothing. The grinding does nothing to any part that is needed to go back stock. The hose (notice, not plural) I grabbed at oreilly. 1$ part (just a lenght of generic vac hose). The worst part was repinning back to stock as I had done that car before the plug and play harnesses where available. I called roush and the guy went and took pictures of a car they had there's plugs so I could see what position what colors went back. (Might have even been Kyle, thanks again if so).

The 15's, having ground the k brace might be a little harder since you can see it to put back perfectly stock. If I go tvs on this car, I'll probably just remove the k brace and save it.

People need to stop saying "hacked up the car". It ain't nothing like that. Not even close. I can install the roush (on 11-14) in 8 hours or less. And put it back stock in same amount of time. Ain't nothing to it.

Fwiw, I'm not a roush fan boy. The tvs has its advantages for sure but not always the best choice for your use. I admit that it's best for probably 90% of people here. I'm a blower fan in general but hate to see people spew falsity when they obviously have no idea what they are repeating. Until you've done it, don't assume.

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[Whipple SC]

This is actually not true. The front timing cover seems like a daunting task but it takes about 15 minutes and removes nothing of importance. Also when you go back to stock your accessory belt drive and pulley covers that. Getting the VMP plug and play harness saves about an hour on install since there is no splicing however, the splicing is very easy as long as you have the proper hand tools.

Cutting the K brace isn't that big of a deal, I'm sure a STB will eventually be available as well.

I'm not saying its the easier of the install but personally, you shouldn't base your purchase over the difficulties of install, if that was the case no one would buy a turbo.

We are adding 200 HP to a car, minor cutting here and there really isn't bad. The Whipple kit is a stout machine, its also a 2.9 but also more expensive. You have to take the good with the bad. At the end of the day, if it was a bad kit FRPP would not have used it.

I can't even tell you how many Roush kits we've installed, we always take our time.

Lastly, you can, take the mustang back to stock.

No question its more expensive, but you get a massive bargain. The front grinding, I've personally done multiple times. It's a mess and took us well over an hour to cover everything, grind, test fit, grind and clean up. Not to mention the mess it made.

Now when you compare what you get for $400 more????
23% larger supercharger
Twin screw vs Roots....
Bigger fuel injectors 56lb vs 47lb (rated at 39.5psi)
Over 33% bigger intercooler core
60% bigger low temp heat exchanger
Double the intercooler reservoir capacity
Hidden IC reservoir behind bumper in cool area, not hot engine compartment
ZERO GRINDING (No aluminum grindings going anywhere)
ZERO CUTTING (K-Support stays 100% intact)
Plug and play pigtails for throttle, EVAP and IAT
Approximately 1.25" of clearance below intercooler core vs approximately .25" for far greater airflow and less boost stack
Billet fuel rails
Massive HD spring loaded tensioner and adjustable idler system for over 3" range of belt adjustment vs custom light duty tensioner
10-Rib belt upgrade with same idler plate and belt line, no custom components. Comes with ATI balancer, billet idlers and billet water pump pulley
Dual fan upgrade vs buying a new LTR and fan setup ($700+)
Front feed significantly outflows and outperforms rear feed....
Center discharge port vs front discharge port (requires more work to duct the air backwards vs down
Significantly more surface area above the bigger IC core giving better heat transfer
Optional 132mm Crusher throttle body with factory electronics
Horsepower potential...Watson Engineering already made 928RWHP with our 6-rib system and still going....

And HP vs dollar
Roush $6895 (435HP to 627HP = 192) $35.91 per HP gain.
Whipple $7295 (435HP to 725HP = 290) $25.15 per HP gain. With stock TB!
Whipple with 132mm Crusher $7895 (435HP to 775HP = 340) $23.22 per HP gain.

Percentage gain:
Roush 44%
Whipple (stock TB) 66.6%
Whipple (132mm Crusher) 78%

 

[jayman33]

No question its more expensive, but you get a massive bargain. The front grinding, I've personally done multiple times. It's a mess and took us well over an hour to cover everything, grind, test fit, grind and clean up. Not to mention the mess it made.

Now when you compare what you get for $400 more????
23% larger supercharger
Twin screw vs Roots....
Bigger fuel injectors 56lb vs 47lb (rated at 39.5psi)
Over 33% bigger intercooler core
60% bigger low temp heat exchanger
Double the intercooler reservoir capacity
Hidden IC reservoir behind bumper in cool area, not hot engine compartment
ZERO GRINDING (No aluminum grindings going anywhere)
ZERO CUTTING (K-Support stays 100% intact)
Plug and play pigtails for throttle, EVAP and IAT
Approximately 1.25" of clearance below intercooler core vs approximately .25" for far greater airflow and less boost stack
Billet fuel rails
Massive HD spring loaded tensioner and adjustable idler system for over 3" range of belt adjustment vs custom light duty tensioner
10-Rib belt upgrade with same idler plate and belt line, no custom components. Comes with ATI balancer, billet idlers and billet water pump pulley
Dual fan upgrade vs buying a new LTR and fan setup ($700+)
Front feed significantly outflows and outperforms rear feed....
Center discharge port vs front discharge port (requires more work to duct the air backwards vs down
Significantly more surface area above the bigger IC core giving better heat transfer
Optional 132mm Crusher throttle body with factory electronics
Horsepower potential...Watson Engineering already made 928RWHP with our 6-rib system and still going....

And HP vs dollar
Roush $6895 (435HP to 627HP = 192) $35.91 per HP gain.
Whipple $7295 (435HP to 725HP = 290) $25.15 per HP gain. With stock TB!
Whipple with 132mm Crusher $7895 (435HP to 775HP = 340) $23.22 per HP gain.

Percentage gain:
Roush 44%
Whipple (stock TB) 66.6%
Whipple (132mm Crusher) 78%

Trust me when I say the Whipple is a beast, what you guys did with the new intake manifold (not including the head unit itself) is extremely impressive.

The new 2.9 is also much more efficient than the older generation. Over all the new 2.9 is pretty damn incredible, all of this I will not deny. Just trying to state that the install isn't all that bad, the grinding isn't all the bad (actual grinding takes 15 minutes).

We're at a crossroads right now between two supercharger units we'd like to test. One is the Whipple and the other is a completely different type of blower.

But yeah, you're not going to get any argument from me

 

[Jmeo]

No question its more expensive, but you get a massive bargain. The front grinding, I've personally done multiple times. It's a mess and took us well over an hour to cover everything, grind, test fit, grind and clean up. Not to mention the mess it made.

Now when you compare what you get for $400 more????
23% larger supercharger
Twin screw vs Roots....
Bigger fuel injectors 56lb vs 47lb (rated at 39.5psi)
Over 33% bigger intercooler core
60% bigger low temp heat exchanger
Double the intercooler reservoir capacity
Hidden IC reservoir behind bumper in cool area, not hot engine compartment
ZERO GRINDING (No aluminum grindings going anywhere)
ZERO CUTTING (K-Support stays 100% intact)
Plug and play pigtails for throttle, EVAP and IAT
Approximately 1.25" of clearance below intercooler core vs approximately .25" for far greater airflow and less boost stack
Billet fuel rails
Massive HD spring loaded tensioner and adjustable idler system for over 3" range of belt adjustment vs custom light duty tensioner
10-Rib belt upgrade with same idler plate and belt line, no custom components. Comes with ATI balancer, billet idlers and billet water pump pulley
Dual fan upgrade vs buying a new LTR and fan setup ($700+)
Front feed significantly outflows and outperforms rear feed....
Center discharge port vs front discharge port (requires more work to duct the air backwards vs down
Significantly more surface area above the bigger IC core giving better heat transfer
Optional 132mm Crusher throttle body with factory electronics
Horsepower potential...Watson Engineering already made 928RWHP with our 6-rib system and still going....

And HP vs dollar
Roush $6895 (435HP to 627HP = 192) $35.91 per HP gain.
Whipple $7295 (435HP to 725HP = 290) $25.15 per HP gain. With stock TB!
Whipple with 132mm Crusher $7895 (435HP to 775HP = 340) $23.22 per HP gain.

Percentage gain:
Roush 44%
Whipple (stock TB) 66.6%
Whipple (132mm Crusher) 78%

Very happy I'm a returning Whipple guy. This system is light years better than my 05' system.

Question, is the 10 rib belt upgrade ready for sale yet? I had this on my 05' and was my favorite part. My car is the one and only being installed at Tasca as we type but I will want to upgrade this myself once I get it back. And how much is this upgrade?

Thanks,
Jaime


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[Whipple SC]

Very happy I'm a returning Whipple guy. This system is light years better than my 05' system.

Question, is the 10 rib belt upgrade ready for sale yet? I had this on my 05' and was my favorite part. My car is the one and only being installed at Tasca as we type but I will want to upgrade this myself once I get it back. And how much is this upgrade?

Thanks,
Jaime


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It's going to be released in about 2 weeks, just waiting for production parts to come in, most are already here.

Will have pricing next week, your gonna love it!

 

[Jmeo]

It's going to be released in about 2 weeks, just waiting for production parts to come in, most are already here.

Will have pricing next week, your gonna love it!

I'm gonna love the price? ;)


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[Jmeo]

Very excited

 

[Whipple SC]

As far as PD superchargers go, the top two front runners or most common purchase and install on the form have been the FRPP/Roush and the Whipple.

I've read and gone over both installation instruction for both. The install for the FRPP/Roush is a bit more complicated and having to cut and grind on the block is beyond rediculous.

The install of the Whipple is alot less complicated and NO CUT and GRIND on the block.

Does anyone have any insight as to why with the Whipple install they also don't have all of the cutting and splicing of wires and tubing that is required with the FRPP/Roush?

Such as the = BRAKE BOOSTER VACUUM AND ASPIRATOR HOSE ASSEMBLY
MODIFICATION and the EVAPORATIVE EMISSIONS CANISTER PURGE VALVE WIRING?
So why all the mods on the one and not the other?

We relocate the EVAP from the front of the stock intake to the driver side of the SC assembly. With that, we supply a pigtail with the male and female ends to extend this wiring. For the hose assembly, we supply pre-made hoses with quick connect fittings.

The brake booster line is replaced and rerouted with a supplied hose.

 

[Whipple SC]

I'm gonna love the price? ;)


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LOL, well maybe we can work something out for an online review

 

[Jmeo]

LOL, well maybe we can work something out for an online review

I would without a doubt LOVE to do this. Please keep me in mind. I installed my 05' Whipple kit and the 10 Rib setup myself and enjoyed every second.

For the 05' I upgraded the heat exchanger with a Afco unit, used a Lethal Performance aluminum coolant tank for more volume, upgraded to Fore billet fuel rails, used the Ford Racing TB and had a custom tune from Dez Racing and was proud of my 530 crank HP (safely tuned).

This new kit requires NONE of the above mentioned upgrades! As a matter of fact it can be configured with a much better TB than the FFRP and has the fan kit. This really needs to be considered because this kit configured with EVERY option is a HUGE savings for us end users and really needs to be though about when factoring in price or other kits. It honestly is one Big Bang of a kit for a reasonable price.

And now we are talking 750 + crank HP!

Jaime


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[TorkN8R]

We relocate the EVAP from the front of the stock intake to the driver side of the SC assembly. With that, we supply a pigtail with the male and female ends to extend this wiring. For the hose assembly, we supply pre-made hoses with quick connect fittings.

The brake booster line is replaced and rerouted with a supplied hose.

Ok! I'm almost there, ready to pull the trigger on the Whipple. I need two more things clearified before I do, if you would please.

1. I live in the Republic of Kalifornia, enough said about that. WHAT IS THE STATUS OF THE C.A.R.B. certfication for this set up?

2. Another member hung something out there that concerned me. Because the tune can be everything on a SC mod, THE JIST OF HIS COMMENT WAS THAT WENT WITH THE FRPP/ROUSH SET UP BECAUSE OF THE TROUBLE WHIPPLE WAS HAVING TUNING THE 2015 MUSTANG. CAN YOU PLEASE SPEAK TO THAT?

 

[Whipple SC]

Ok! I'm almost there, ready to pull the trigger on the Whipple. I need two more things clearified before I do, if you would please.

1. I live in the Republic of Kalifornia, enough said about that. WHAT IS THE STATUS OF THE C.A.R.B. certfication for this set up?

2. Another member hung something out there that concerned me. Because the tune can be everything on a SC mod, THE JIST OF HIS COMMENT WAS THAT WENT WITH THE FRPP/ROUSH SET UP BECAUSE OF THE TROUBLE WHIPPLE WAS HAVING TUNING THE 2015 MUSTANG. CAN YOU PLEASE SPEAK TO THAT?

1. Nobody, and I mean nobody is currently CARB approved. We are testing in the lab now and should be approved shortly.
2. Whoever told you this is truly misinformed. Did you see the Hennessey Mustang run 195mph? Lethal making 700rwhp? I assure you, our calibration is top of the line.

 

[Kyle@ROUSH]

I've got a list of stuff I'll be posting in the main/large supercharger thread tomorrow after a final meeting with engineering. But I want to hit a couple things tonight regarding post 32, I had seen a number of things I had an issue with but I wanted to wait until I had solid numbers straight from engineering before posting.


Billet fuel rails vs factory style rolled steel, the manufacturing process of billet items result in a porous metal. In short this leads to fuel leaks from those rails made of porous metal.

I'm concerned with the need of a 10 rib system to drive this new supercharger, we have seen approx 1000 hp with our blower on the 6 rib setup and haven't even considered needing a 10 rib setup.

The "Massive HD" tensioner will certainly cause an unnecessary stress on the pulleys, crankshaft specifically and certainly play a role in early bearing failures.

Mounting your intercooler reservoir behind the bumper cover in a hidden location. Does this mean you must use a mirror to add and check the fluid level or must your entire front end be removed every time ?

Yes, the front inlet does outflow our rear inlet at first glance but by no means "significantly" its by such a small amount that once you add the jack shaft and necessary drive gears etc. you've actually lost performance over the rear inlet, we have spent countless hours testing these supercharger designs and believe me when I say if front inlet was the way to go we would have been doing so long ago. However we did make some improvements over our last head unit as seen below.


Here is the old design which was still much more efficient over the twin screw design



Here is the new head unit, undoubtedly beats the front inlet jack shaft driven unit

Like I said after tomorrows meeting I will have some numbers I've been waiting on and would really like to touch base on the claims of the larger intercooler, the throttle body which we've taken up around 1000hp and still haven't maxed out as well as why this kit requires such a heavy cooling system to operate.

 

[Barrel]

 

[Whipple SC]

I've got a list of stuff I'll be posting in the main/large supercharger thread tomorrow after a final meeting with engineering. But I want to hit a couple things tonight regarding post 32, I had seen a number of things I had an issue with but I wanted to wait until I had solid numbers straight from engineering before posting.


Billet fuel rails vs factory style rolled steel, the manufacturing process of billet items result in a porous metal. In short this leads to fuel leaks from those rails made of porous metal.

I'm concerned with the need of a 10 rib system to drive this new supercharger, we have seen approx 1000 hp with our blower on the 6 rib setup and haven't even considered needing a 10 rib setup.

The "Massive HD" tensioner will certainly cause an unnecessary stress on the pulleys, crankshaft specifically and certainly play a role in early bearing failures.

Mounting your intercooler reservoir behind the bumper cover in a hidden location. Does this mean you must use a mirror to add and check the fluid level or must your entire front end be removed every time ?

Yes, the front inlet does outflow our rear inlet at first glance but by no means "significantly" its by such a small amount that once you add the jack shaft and necessary drive gears etc. you've actually lost performance over the rear inlet, we have spent countless hours testing these supercharger designs and believe me when I say if front inlet was the way to go we would have been doing so long ago. However we did make some improvements over our last head unit as seen below.


Here is the old design which was still much more efficient over the twin screw design



Here is the new head unit, undoubtedly beats the front inlet jack shaft driven unit

Like I said after tomorrows meeting I will have some numbers I've been waiting on and would really like to touch base on the claims of the larger intercooler, the throttle body which we've taken up around 1000hp and still haven't maxed out as well as why this kit requires such a heavy cooling system to operate.

Leaking billet rails at 58psi? You have to be kidding me.....

Concerned with the optional 10-rib kit? Well Watson has already made 928rwhp (1091HP) with the 6-rib and still going. 10-rib is not needed, its an added option just like VMP has done to upgrade the inferior 6-rib system.

So your now guessing that the HD tensioner will hurt pulleys? Is that right? Did you do any calculations on that? Are you assuming that the tensioner, because its HD has more force? Or does it have more travel with stronger ribs/support so it doesn't snap during RPM limits and drifting? Might want to research that one just a bit more.....

And clearly the TVS must be better, that's why Ford Racing opted for it on all the Cobra Jet's right? Or COPO's? :eyebulge::eyebulge:

And the massive tank behind the bumper you ask? LOL We use a nice clear plastic filler neck, with the vent line and pressure cap right behind the airbox. Nice and easy to get too and inspect, no mirror required. Also note all hoses are preformed, cut to length with clamps pre-installed. We also sheeve almost all hoses. Might want to research that one just a bit more....

And when you state that if the front feed was better you would've gone to it long ago. Does that mean if it was better for Roush's bottom line? Since Roush was paid/contracted by Ford Motor Company to develop the Gen 1 TVS SC application for the GT500, it seems it really comes down to what is better to Roush, not to the end user. After all, why would the massively successful Roush knowingly design a system that hits the K-brace when it had nearly a year head start on everyone in the design phase? Did Roush do any testing at the track with and without the K-brace to state that its nothing to hack it up? Maybe some FEA analysis that you can share that shows its ok to hack it up? Why would one knowingly have customers grind the block and timing cover? Because that's the "best to customer way" or best to try and reutilize the previous design way?

See your trying to tie in "options" vs production. The difference is, instead of making an under powered kit that was just slightly changed from previous generation, we developed a brand new system designed from the ground up after recognizing all the current limitations. With that, we factored growth factors for the ever changing market. We've got the 4.5L and new 5.0L coming, dual fan options and 10-rib for race applications. We also have a unique 132mm oval throttle body. We've also got something that will really change the market coming.....

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