Feedback Request: Whipple 2.9 Gen4 & VMP 2.65 Gen3

SCGallo2 said:

I purchased a new Whipple 2.9 Gen 4 w/ 3.125” pulley (19psi in good air @ sea level) prior to Black Friday deals, for $2750 - a steal at that price! I installed it mid-January but have been taking it easy due to low outside air temps (lack of traction) and because I would like to get a dyno tune revision when temps get closer to 65-70*F in New Jersey. I stepped up from a Whipple 2.9 Gen 2 with 3.0” pulley (17psi in good air), and despite not going all out, I can confirm that it delivers MORE power, torque, and boost with a larger pulley. I have a Whipple 123mm CAI, CJ twin 65mm throttle body, stock fuel pumps, ID1000s, stock long block, stock exhaust manifolds and cats, Borla axle-backs, stock 3.31 gears, and JDM tune. I also purchased a new 3.0” pulley which I will install with the tune revision, if my fuel system can keep up and my exhaust isn’t too restrictive. Unrelated to the new Whipple install, my clutch (concentric slave cylinder I believe) gave out last week while driving in traffic, and I am currently in work replacing everything in the bellhousing. After some city driving break-in miles, I’ll drive my car up to my Calibrator for a tune revision and dyno and street testing. Wish I could give you feedback about max power at WOT, but I’m not quite there yet. On my 2008, I did NOT have to dent the firewall, bias the k-member, or notch the hood. Gen 2 and Gen 4 fit exactly the same on my car. I am not a brand loyalist… I purchase what works best for me in my application.

View attachment 1629108

Click to expand...

axo250 said:

I’m looking for feedback from those that have personal experience with the Whipple 2.9 (Gen 3 or 4) and/or the VMP 2.65 Gen 3 on the GT500. Both are similarly priced and from what I can tell take a stock internal engine to the upper limits. I only use my car as a weekend driver and it never sees the race track (always on 93 octane); therefore seat of the pants feel, driveability, ability to deal with heat (live in Florida) and installation are my main areas of interest. I’m familiar with what it takes to install the VMP unit but don’t know if the Whipple still requires a dent in the firewall or a notch to the hood bracing as with the earlier units.

Here are the car’s specs:
2011 GT-500
L&M NSR cams
Kooks 1 7/8 headers with green catted H
Cobra Jet twin 65 throttle body
JLT 123mm intake
Fuel Pump Booster
iD1050x injectors (to be installed with supercharger, currently on 56#ers)
93 octane gas only
*no plans to build the engine nor run race gas or e85*

I live close-by to VMP and have had great support from those guys; however I would like to understand if there is something about the Whipple that would be better for my use. Any feedback would be greatly appreciated in my deliberation as I’ve never ridden in a car with either blower.

Click to expand...

1Kona_Venom said:

What blower are you currently running?

Sent from my SM-G975U using the svtperformance.com mobile app

Click to expand...

SCGallo2 said:

I purchased a new Whipple 2.9 Gen 4 w/ 3.125” pulley (19psi in good air @ sea level) prior to Black Friday deals, for $2750 - a steal at that price! I installed it mid-January but have been taking it easy due to low outside air temps (lack of traction) and because I would like to get a dyno tune revision when temps get closer to 65-70*F in New Jersey. I stepped up from a Whipple 2.9 Gen 2 with 3.0” pulley (17psi in good air), and despite not going all out, I can confirm that it delivers MORE power, torque, and boost with a larger pulley. I have a Whipple 123mm CAI, CJ twin 65mm throttle body, stock fuel pumps, ID1000s, stock long block, stock exhaust manifolds and cats, Borla axle-backs, stock 3.31 gears, and JDM tune. I also purchased a new 3.0” pulley which I will install with the tune revision, if my fuel system can keep up and my exhaust isn’t too restrictive. Unrelated to the new Whipple install, my clutch (concentric slave cylinder I believe) gave out last week while driving in traffic, and I am currently in work replacing everything in the bellhousing. After some city driving break-in miles, I’ll drive my car up to my Calibrator for a tune revision and dyno and street testing. Wish I could give you feedback about max power at WOT, but I’m not quite there yet. On my 2008, I did NOT have to dent the firewall, bias the k-member, or notch the hood. Gen 2 and Gen 4 fit exactly the same on my car. I am not a brand loyalist… I purchase what works best for me in my application.

View attachment 1629108

Click to expand...

axo250 said:

I’m currently running the M122 with a 2.5” pulley. I’ve heard a lot of people say the 13-14 TVS would be sufficient. Most people probably wouldn’t care, but I simply don’t want the supercharger with 5.8 plastered across it on my 5.4 engine.

Click to expand...

fullboogie said:

99.9998% of anyone who looks at your engine will not know the difference.

Click to expand...

fullboogie said:

99.9998% of anyone who looks at your engine will not know the difference.

Click to expand...

PM-Performance said:

truth. While it annoys me slightly, I get over it knowing that.
Very few people have asked if I have a 5.8 in it. Lol.
An actual car guy that owns multiple Shelby’s even asked me if my 07 was a new one. I almost lost it. Lol

Click to expand...

axo250 said:

I appreciate your feedback. I’m sure you’re itching to let it rip with the new supercharger. It is definitely a beautiful supercharger. Your engine bay looks awesome. I’ve heard some people say the whipples tend to lag a little bit on the low end due to the rotor pack size. I’ve also heard the same about the VMP Gen3; however I question what it’s compared to and how noticeable it really is. VMP provided me a dyno comparison between the Gen2R and Gen3 that essentially overlayed until the mid range where the larger rotor pack started to shine. I would think compared to the oem M122, either blower would seem like a healthy power increase at all RPMs.

Click to expand...