2014-2017 CHEVROLET/GMC/CADILLAC 5.3L/6.2L LT1 SUPERCHARGER

• The most powerful 50-state emissions legal option available, nearly 50rwhp over some of our competitors
• No other upgrades required, just massive power right out of the box
• Front entry W175ax (2.9 liters) Whipple twin-screw supercharger that significantly outperforms competitions 1.9L and 2.3L roots-type systems
• 52% more displacement than the Eaton™ 1900 1.9L
• 26% more displacement than the Eaton™ 2300 2.3L
• Front feed supercharger utilizes precision ground helical cut gears vs a problematic belt
• Integrated casting to minimize bolt on pieces, adapters, leaks and flow restrictions
• Integrated Crusher™ venturi shaped inlet for maximum airflow capacity and minimal rotor cavitation
• Integrated Crusher™ 112mm round inlet outflows smaller 90 and 93mm inlets such as other Eaton based systems
• Integrated Crusher™ 112mm round inlet for optional 102mm throttle bodies
• Big Mouth Whipple Crusher™ plastic air inlet (or optional carbon fiber) for increased velocity and lower inlet temps vs. steel and aluminum tubes
• Integrated design allows for oversized intercooler core compared to other smaller intercooler cores giving Whipple lower air charge temps which allows more boost and timing to be run on pump gas
• Massive air-to-water aluminum bar-plate intercooler offers more cooling than any other positive displacement system available
• Massive oversized aluminum intercooler reservoir (over 2.5 gallons) holds more than triple any competitors IC water system allowing longer more consistent power
• Whipple Superchargers massive oversized intercooled air-bypass system for industry leading reduction of burst knock and incredible fuel economy
• Self-contained oversized oil system for dramatically reduced oil temps in even the most demanding conditions
• Exclusive 3x5 rotor combo for significant increase in airflow under the curve than less efficient 4x6 rotor combo or 4x4 roots
• Zero turn inlet allows for decreased induction losses when compared to rear inlet systems and 180deg bends
• Center discharge port for better cylinder to cylinder distribution then other twin-screws with cobbled together billet adapters and forward facing discharge
• Discharge down design allows for less pressure loss which gives more power at lower boost levels
• Top mount design allows for cooler operation then upside down SC's that conduct heat from engine and are trapped by runners and covers, causing hotter manifold temps and less power per pound of boost
• More boost at the "hit" than any other twin-screw
• Flat torque curve for incredible acceleration
• Oversized heat exchanger for incredible intercooler water temps
• Fits under factory hood with no modifications
• No internal modifications required
• Completed installation looks factory installed, not some cobbled together kit with multiple billet adapters
• Kits come complete with all necessary parts and hardware for installation
• Unique oil level sight glass for easy oil level and quality check, no dipstick to bind or misread
• Plug and play wiring with male and female connections
• High flow air filter system (50-state legal filter system), coolant reservoir is maintained
• Proven 6-rib belt system with adjustable idler system
• Stainless steel jack-shaft with unique plastic cover (or optional carbon fiber) for increased safety
• OEM quick connect fittings for easy installation, no ugly brass or steel fittings on the SC
• Complete kits, Tuner kits and Hot Rod kits are available
• Available in wrinkle black, polish or any custom color
• Easily upgradeable with big cold air intakes and bigger throttle bodies (102mm or 109mm)
• Instant boost at the touch of the throttle
• 3 minute pulley changes
• SCT Flash tool that allows you to read and erase codes and multiple data log features
• 1 year limited warranty
• Optional 3-year 36,000 mile powertrain warranty

The Whipple front feed system is far superior to rear inlet based SC systems for a very simple reason, less inlet restrictions. While some companies make phony claims about how many bends they have, the fact is simple, the front entry systems do not require multiple 90deg bends or one sweeping 180deg bend before the SC inlet, which causes unequal rotor filling and lower volumetric efficiency. For 50-state emissions legal systems, the Whipple front entry system requires 1 less bend (3 to 4) then any rear entry SC. With other cold air intake systems, it's 2 less bends (1 to 3). Others just show pictures of the air tube, but forget to mention the SC inlet which makes 2 90 deg bends, while also restricting plenum volume so they can clear the firewall. The Whipple system also uses a round (round flows significantly more then oval or rectangle shapes) 112mm opening vs. other systems that utilize lower flowing rectangle opening.

Not all front inlet systems are created equal. As in typical Whipple fashion, 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).

With the Whipple system featuring the stainless steel jackshaft, it also maintains a true high flow system from the filter to the supercharger inlet. Other systems have severe inlet restrictions with the shaft running through the already small inlet path, further restricting airflow and potential power.

The LT1 5.3L and 6.2L use the factory fuel system to maintain proper fuel levels at peak power. A unique feature is the pre-casted injector bosses for future upgrades if needed.

EXAMPLE OF A 2014 6.2L LT1 CHEVROLET BEFORE AND AFTER SUPERCHARGER INSTALL ON STOCK VEHICLE

EXAMPLE OF A 2014 5.3L LT1 CHEVROLET BEFORE AND AFTER SUPERCHARGER INSTALL ON STOCK VEHICLE

Check out the Hennessey GMC Denali XL Whipple Charged 6.2L run 0-60 in 4.7 seconds!

Whipple vs. Magnusson

• 52% larger supercharger than 1.9L
• 26% larger supercharger than 2.3L
• More than $12 per horsepower cheaper (155hp/$6500 vs 105hp/$5950) while also including a larger compressor, twin-screw vs roots, larger intercooler, 300% larger intercooler reservoir and capacity, 112mm inlet vs 90
• Over 50 horsepower more on pump gas!
• Twin-screw compressor vs roots-type for far greater power potential and significantly lower discharge temps
• No inlet restriction for drive shaft through the inlet
• Nearly double the intercooler core size
• More than double plenum volume in intake manifold
• More than double the air gap below the intercooler for far less psi loss
• More than double the plenum volume above the intercooler core for far greater utilization of the massive intercooler core
• Massive intercooler water reservoir holds more than triple the amount of water/coolant others utilize