WHIPPLE SUPERCHARGERS
Instant Boost. Proven Past 1,000 HP.
Whipple's twin-screw compressor builds positive-displacement boost from just off idle — no spool, no RPM threshold. We've run it past 1,000 hp on Coyotes and into the 8s in the quarter. Engineered bolt-on kits for Ford Mustang, F-150, and EcoBoost.
Mustang Whipple Kits
Gen 6 3.0L twin-screw kits for every modern Coyote, 2015 S550 through the 2024+ S650. Stage 1 keeps street manners; Stage 2 with supporting mods pushes past 750 hp, and into four digits like our Dark Horse.
F150 Whipple Kits
5.0L Coyote truck kits tuned for low-end torque and towing grunt. Big power without giving up the reliability you bought the truck for.
Whipple EcoBoost Parts
Your EcoBoost is already boosted. Whipple makes it breathe. Megacooler intercoolers, high-flow filters, and calibration for F-150, Mustang, Bronco, and Explorer ST EcoBoost.
Internal Compression Is the Whole Point
Roots blowers move air and let pressure stack up downstream, no compression inside the case. Centrifugals tie boost to impeller speed, so you only see full boost near redline. Turbos wait on exhaust energy to spool. A twin-screw does none of that.
Whipple's three-lobe male and five-lobe female rotors mesh on an asymmetric profile, shrinking the trapped air volume as it travels toward the discharge port. The charge is already compressed before it hits your manifold. That's why full boost arrives at ~1,000–1,500 rpm and holds flat to redline.
Boost off idle
Output is a function of displacement per revolution, not RPM. Near-peak manifold pressure just off idle, held to redline. No lag, no boost threshold to wait for.
Cooler charge
Internal compression plus the integrated air-to-water intercooler keep discharge temps down. Denser charge, more knock margin, repeatable power on pump gas, not one hero dyno pull.
Built to live at power
Positive-displacement output stays consistent regardless of altitude or ambient temp. Proven rotor packs and billet bearing plates are why our 1000hp builds survive street and strip.
Builds Spotlight
We don't just sell Whipples, we use them, too.
1,049 rwhp
2024 Mustang Dark Horse
The S650 Dark Horse leaves the factory at 500 hp. We added a Whipple Gen 6 3.0L, built the fueling to match, and dialed the calibration. 1,049 hp and 751 lb-ft, about 500 over stock. Four-digit power on the newest Coyote, and it still drives like a street car.
8.64 @ 157 MPH
2018 Mustang GT - Project Goldmember
An 8-second pass on a Gen 3 Coyote comes down to one thing: boost at the hit. Our 2018 GT runs 8.64 at 157 on a Whipple Gen 6 3.0L because twin-screw makes full boost the instant the light drops. No spool, no dead spot off the line. That's what turns a fast street car into a repeatable strip car.
8.86 @ 163 MPH
2020 Shelby GT500
The 2020+ GT500 already ships supercharged with a factory Roots blower good for 760 hp. We swapped it for a Whipple Gen 6 3.8L: bigger rotor pack, internal compression, lower charge temps. It runs 8.86 at 163 and shows how much the factory setup leaves on the table.
Why Twin-Screw, By the Numbers
Efficiency isn't marketing. It's heat. Roots blowers run roughly 40 to 50% adiabatic efficiency at high boost; a twin-screw approaches dynamic-compressor territory over its designed range. Higher efficiency means less of your crank horsepower wasted as heat in the intake charge.
Lower charge temp is more knock margin, which is more timing, which is more power you can actually run on the street. Repeatably, not just when the intake's cold. That's the case for twin-screw over a Roots or a lag-prone turbo on a street-driven Ford.
Application and supporting mods decide it. A 2018+ GT sees roughly 280 to 300 hp gains on a Stage 2 kit and proper tune; our Dark Horse made 500+ over stock. F-150 5.0L trucks typically gain 200 to 250 hp with a big torque bump.
Many Stage 1 kits carry a CARB EO and are emissions-legal in all 50 states, but any modification can affect dealer warranty coverage. Talk to your dealer and consider an extended warranty for modified vehicles.
Stage 1 typically runs stock fuel and internals. Stage 2 and up need fueling upgrades (injectors, pumps, sometimes a return system); high-hp builds want forged internals. We spec the full list to your power target.
Against a Roots: more efficiency, lower charge temps. Against a centrifugal: full boost off idle instead of at redline. The twin-screw's instant, flat boost curve pairs cleanly with Ford's drive-by-wire throttle.
Civil in Traffic, Brutal on Demand
Because boost doesn't depend on RPM, the car behaves in traffic and pulls the instant you open the throttle. Stage 1 keeps near-stock manners and emissions compliance; Stage 2 and race calibrations trade some of that for top-end. Same hardware. The tune sets the personality.
Street: Flat torque from just off idle. Predictable part-throttle, no surge, no waiting on spool to merge or pass.
Track: Boost is there the moment you leave the line, the reason twin-screw cars launch consistently and run repeatable 60-foots.
Spec It Right the First Time
We've run this hardware in our own cars, from 1000hp street Coyotes to 8-second GT500s, so we know how these kits behave on a real Ford. Tell us your platform and power target and we'll spec the kit, fueling, and supporting mods to get you there.
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