Whipple Factory Designed 2.9 Litre Supercharger Kit for VE/VF V8 Commodore
|Auckland||Auckland Region||$55.00||+ $20.00|
|Whangarei / Hamilton||Up to Whangarei / Down to Hamilton||$95.00||+ $30.00|
|North Island||Rest of North Island||$125.00||+ $30.00|
|Christchurch||Christchurch Region||$180.00||+ $30.00|
|South Island||Rest of South Island||$265.00||+ $30.00|
XAIR PERFORMANCE WHIPPLE 2.9L VE/VF V8 SUPERCHARGER KIT - IN STOCK!
The Whipple 2.9 litre VE/VF Supercharger Kit has a OEM Factory Part Finish and comes with XAIR MAFLESS OTR Direct Flow Air Intake, 3 Bar Map Sensor, 65pd Injectors, Oversized Alloy Intercooler Reservoir which includes an integrated separate replacement window washer bottle tank that sits behind the front bumper, Massive air-to-water Heat Exchanger for ultra low manifold air temps for consistent power and all the hardware necessary for a simple installation.
Whipple 2.9 features a Gear Driven Rear which eliminates power robbing belt slip.
With the Standard Whipple 4.0" Diameter Top Pulley this will run approximately 11psi boost on a Factory Standard VF2 Holden LS3 and be good for 500kw. Add Headers, High Flow Cats and Twin 3" Exhaust (less restriction) which is our VF2 Stage 8 Power Upgrade with Whipple and boost will drop down to approximately 9psi with a power increase to 565kw. Add our XAIR Street Camshaft (Stage 9) and power increases to 585kw and boost drops to 8psi.
If you have a VF2 LS3 and are running Stage 9 we now have an option of increasing Boost back up to approximately 11psi by changing the top pulley to the smaller 3.75". This increases power to 650-660kw (870-880hp). This is also an option on VF1 with the 6.0 L77 which increases power to 625-635kw (840-850hp).
The Whipple 2.9 Superchargers are designed to support up to 1200hp. If you want some big numbers then we now have a 3.5" Top Pulley and 80pd Injector option which will see around 13 psi and 700kw (940hp). Note : VF also requires Fuel System upgrade - P.O.A.
Fits all Holden and HSV VE and VF V8 with 6.0 L98, 6.0 L77 and 6.2 LS3 Engines. Will fit E1 HSV with 6.0 LS2 if Heads are changed to Rectangular Port style.
All VE cars require the Fuel System Upgrade and 25mm Lower Engine Mount Kit (see above pricing) to clear bonnet unless you run with one of our XAIR VE Twin Nostril/Twin Exit Vent Bonnets.
Since 1987, Whipple Superchargers ™ have been the pioneers and leaders of twin-screw supercharging. Whipple was the first to bring positive displacement technology to fuel injected, emissions legal GM applications. With over 26 years of GM twin-screw supercharging experience, Whipple's team have now engineered the most powerful intercooled twin-screw SC system available today for your VE/VF Commodore.
With all the latest technology, the all new Whipple system makes more power than any other positive displacement supercharger system on the market. The new Whipple system is 100% complete and is designed for stock engines but has enough capability to work with heavily modified engines. The all-new system features Whipple's massive oversized air-to-water intercooler for unmatched cooling capacity, a unique front feed W175ax (a whopping 2.9 liters) integrated Whipple twin-screw supercharger that reaches 99% volumetric efficiency and industry leading power potential.
The unique intercooled bypass system offers better acceleration and less than 1hp of consumption during cruising for excellent fuel economy. The system also includes high-flow fuel injectors and aluminum high flow intake manifold. While others claim, Whipple Superchargers simply deliver more power per pound of boost than any other supercharger on the market today.
Not all front inlet systems are created equal. Unlike other Front Inlet Superchargers the Whipple front inlet system is not restricted by a 93mm inlet system which severely limits your potential power gains. The Whipple SC system uses a unique 112mm round (round flows significantly more then oval or rectangle) inlet for nearly 1800cfm capacity (1200hp).
The Whipple kit also comes with a set of flow matched Bosch 65 lb/hr fuel injectors that are rated up to 90psi of fuel pressure giving you the capacity for far greater power levels then standard systems.
Stage 10 running stock Boost Pulley @ 8.6psi with Headers, Exhaust & XAIR Cam (see Power Packages)
Forced Induction Designs
Not all superchargers are created equal, and supercharging isn’t the only way to add forced induction into the equation. An internal combustion engine is in essence an elaborate air pump, and the idea behind forced induction is to push more air through the system with each combustion event. In theory, more air combined with more fuel should equal more horsepower.
Turbocharging has long been an alternative to large, naturally aspirated motors, and in recent years many automakers have turned to this method to add performance while minimizing the impact on fuel economy to get it. Turbocharging, like supercharging, forces more air into the combustion chamber, in turn causing a bigger bang. But unlike superchargers, turbos aren’t belt driven. Instead their turbines are motivated by the engine’s exhaust gas. While this has a benefit of improved efficiency versus supercharging during low RPM cruising, it means that the engine’s power delivery isn’t linear since the turbochargers only spool up and make power once that engine hits a certain range in the powerband.
Superchargers, on the other hand, are belt driven and therefore create boost whenever the engine is operating. While this isn’t as frugal on fuel, it means the engine’s power delivery is more linear throughout the rev range, in turn behaving more like a naturally aspirated motor would.
In the realm of modern superchargers, there are three main design approaches: Roots type, centrifugal, and twin screw. Each has its advantages and drawbacks, and both tuners and automakers utilize all three designs in different applications.
The Roots of Supercharging - Roots type superchargers have a history dating back to the late 1800s, when the Roots brothers designed a system to serve as an air conveyer for mine shafts. More recently, roots type superchargers have taken the forms that you’ve likely seen popping out of the hoods of drag race cars with bird catcher-style hood scoops. While their simple design has made them a popular choice over the years, they typically lack the efficiency of newer alternatives.
Centrifugal Motion - By contrast, centrifugal superchargers function more like a belt-driven turbocharger, utilizing a compressor wheel (much like a turbocharger’s) to force air into engine. But rather than using exhaust gases to spool the compressor, it’s done by an engine accessory belt. While centrifugal superchargers certainly have a use case in modern applications, particularly where engine bay packaging is tight overhead, they typically take longer to ramp up to their full boost levels as opposed to a twin screw or roots style supercharger, which produce large levels of boost almost immediately.
Derived from Roots type superchargers, twin screw superchargers improve upon the design by compressing the air before it goes into the motor, rather than simply pumping more of it in as Roots type superchargers do. The design yields significant improvements in overall efficiency too, resulting in less heat, consistent performance throughout the rev range and tons of low-end power, the latter of which is particularly desirable in street driven vehicles.
For those reasons, twin screw style superchargers have become the go-to design for OEM high performance applications, most recently with Chevrolet’s sixth-gen COPO Camaro and Dodge’s supercharged 6.2-liter Hellcat V8. Whipple supplies the 2.9-liter twin screw supercharger used on Chevrolet's COPO Camaro drag car.
For those same reasons, companies like Whipple utilize a similar twin screw design for their aftermarket products as well. And as we’ll explain below, Whipple’s twin screw supercharger design differs from GM’s roots-style approach with the LSA, LS9 and new LT4 in some important ways.
Development and Design - When a company develops a supercharger for a new vehicle, there’s a multitude of factors that must be considered beyond sheer output. “We basically start with a car, an engine and the CAD data of the vehicle,” says Dustin Whipple of Whipple Superchargers. Getting the maximum amount of air into the engine is only one part of the supercharging formula - it also has to fit into the vehicle in question with minimal additional modification (or, preferably, none at all), and it also has to have enough thermal efficiency to avoid succumbing to heat soak over a reasonable period of time. Whipple's design is robust enough that additional headroom has been built in for further performance modifications down the line.
“From there we begin with a design review, understanding what can fit and what can’t, so we can start development. Once we’ve come to an understanding of what will be best for that application, we begin all the work in CAD. From there, the basic design gets done to maximize all areas.
“We use CFD software to help with inlet design and airflow, then we work with our intercooler vendors to come up with the optimum intercooler size and type as we modify both the air and water side of the core depending on the application. From there, we then 3D print sample parts to mock up in the vehicle and on the engine, ensuring fitment, clearance, ease of installation, etc. Once we’ve done this, made changes, we go to castings and prototype testing.”
Superchargers tend to generate a lot of heat, and heat is the enemy of performance when it comes to supercharging. While getting a lot of air into the motor is important, making sure the system can maintain consistent output through proper heat management is just as pivotal, otherwise power tends to drop off precipitously as heat soak sets in.
“What separates us from most is that not only do we go the extra mile to maximize airflow on both the inlet and out of the compressor, we also use larger, more efficient intercooler cores that truly maximize cooling. We design them with the mindset that the base power level is only the first stage, meaning we build significant extra capacity for power, airflow, and thermal efficiency. Many miss this and only maximize for base power, leaving it less efficient or ideal for later modifications.”
For the 2016-17 Camaro SS, the result is a 2.9 liter twin screw supercharger system that simply outperforms the established alternatives. “Compared to a centrifugal, this system offers instant boost for increased drivability, more tip in torque, and a much cleaner installation,” Whipple says. “Most centrifugal systems require cutting to get the air tubes to the front of the vehicle, as well as having the air filters above the headers.”
And compared to GM’s Roots type Eaton TVS supercharger used on the LT4, Whipple’s system doesn’t have to spin nearly as fast to make similar levels of boost, in turn reducing the internal temperatures that GM has struggled with during prolonged road course use with the C7 Corvette Z06.
“Compared to the Eaton, we have far more capacity – 2.9L is 26 percent more capacity than the 2.3 liter, and more than 50 percent greater capacity than a 1.7 litre or even LSA 1.9 litre,” Whipple points out.
“This lowers the compressor speed over 2000 rpm, allowing you to get more optimal power, as well as having more capacity in the future. The twin screw is a true compressor, giving it less leakage in boost applications, lowering power consumption and discharge temp. Therefore the Whipple supercharger stays cooler, longer with less heat soak.”