New Technical Info and Official Release of the 2024 Mustang Whipple GT and Dark Horse (810-855hp)

[beefcake]

Edit - Dustin Whipple dropped a video last night showing the stage one with 810 hp and a stage two making 855hp

Keep in mind these numbers are crank horsepower, but you should still see over 700 to the tires on pump gas, which is simply amazing

Here's the Beef with the New Gen6 3.0L Whipple and the S650


With the release of the new S650 comes more innovation and features and to compliment the new Mustang Platform is the NEW Gen 6 3.0L Whipple Supercharger. Don't get us wrong the Gen 5 3.0L Whipple was a beast but there is always room for improvement.


Some of the new features of the Gen 6 3.0L Whipple include an updated bearing plate and inlet port shape which will help increase rotor filling. These new features will help decrease temps and increase overall airflow throughout the duration of the RPM Curve. Testing showed that with the same pulley size and conditions the Gen 6 blower made approximately 30-35hp more than the Gen 5 on 91 octane. The numbers would most likely be more with higher octane but still impressive non the less.


Along with blower improvements Whipple also revised the throttle body design to more of a round/oval. The previously "roval" design performed great and made good power and assisted in allowing clearance for the hood but some customers reported idle control issues. The round shape of the new blade not only increases flow but also seals better. To put it into perspective the new 112mm throttle body flows the same as the previous roval 132mm throttle body.


The improved airflow not only increases power but also aids in keeping temperatures lower. The Dual Core, Dual Pass intercooler setup. Two is always better than one and with the two intercoolers below the new Gen 6 the proof is in the pudding. To complement the increased cooling capability of the dual intercooler Whipple has also utilized dual 3/4" inlets and outlets as well as the the beefiest (pun intended) pump they could use.

Difference Between Stage 1 vs Stage 2


So what's the difference between a Stage 1 and Stage 2 Kit? Well the most prominent difference is the calibration from Whipple. The Stage 2 calibration is more aggressive in terms of shift points, spark, and higher rev limiters.


The other main difference is the Stage 1 kit comes with a Single 92mm GT500 Throttle Body, while the Stage 2 kit comes with the Billet 112mm round throttle body (uses GT500 Electronics) we discussed earlier. Word on the street is eventually there will be an optional 120mm Throttle body for race applications.


The Stage 1 Complete Kit will have an option of purchasing the kit with a 36K Mile Powertrain Warranty which will cover up to $7500 in engine damage and 2K in transmission damage. This warranty is only for vehicles with less than 36K Miles or Less than 3 years old.


Fueling


The new S650 kits will use the factory fuel pump setup, but injectors for the stage 1 & 2 kits will use the Bosch 55lb/hr Fuel Injectors. These are the same injectors used in the 2018-2023 Mustang Kits. The kit will also come standard with a set of fancy Billet Fuel Rails w/ 6an inlets/outlets (Also heard there might be an 8an upgrade coming in the future incase you want to go for a custom fuel setup)


Were it all comes together, how Whipple handled the Dual Throttle Bodies


So we know what you are thinking. What happens with the dual throttle body and intake. Whipple's Gen6 Kit for the Mustang will use Fords Dual Air Intake Setup but will merge the intake pipes into a single throttle body at the mouth of the supercharger so will will merge into either the 92mm Throttle Body or the new 112mm Throttle Body we highlighted.


Whipple originally designed a dual throttle body inlet which they nicknamed "hammerhead" but quickly ran into issues.


The much larger inlet to accommodate the dual throttle bodies interfered with the the mounting location of the supercharger pulley. So for a Pulley change you would have to remove the entire inlet which means no more quick pulley swaps.


Another issue was the hood line of the new S650 Mustang required that the neck of the blower point downwards a significant amount which dampened a lot of airflow and created turbulence which is no good. After testing Dual 80mm Throttle Bodies and even Dual 102mm Throttle Bodies a single inlet provided the best overall function and airflow. If a single 120mm Throttle body can flow enough to make 2000hp then all should be good here.

Boost out of the Box


So what kind of Boost Numbers can be expected from the new Kit. Well the NEW Gen 6 3.0L Whipple Stage 1 & 2 Kits for the S650 use a 3.75" Pulley that will push about 12psi.


Final Piece of the Puzzle: Tuning


So with the new model comes the new struggles of unlocking and tuning Fords PCM. Just like the 21+ F-150 the new PCM is harder to get into than Taylor Swifts DM's. Well maybe not, but none the less with Whipple's growing relationship with Ford they have the ability to tune the PCM for these Kits. The Stage 1 & 2 Kits will come with a 50 State Legal Calibration so there will be fun for everyone. Even people in Cali!


Some notable features of Whipple's Calibrations is the ability to change gear ratio, tire size, and more within the Tune like Crank Relearn. With the vast reaches of this kit across the country and globe Whipple's Calibration also features use of the adaptive throttle body. This allows the car to react to extreme temperatures. If it's cold as balls or hot as balls then the throttle body will limit power so that the car does not exceed the safe range which we are told is about 800hp.


Even though Custom Tuning isn't available yet the Whipple Calibration will keep a smile on your face until our Awesome lineup of Tuners are able to get these bad boys unlocked and dialed in.




https://www.beefcakeracing.com/brand/whipple-superchargers/2024-mustang-s650/

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[ITLRUN]

Copy and Paste much Terry?

 

[rolfe.oliver]

Copy and Paste much Terry?

Not sure who he copy and pasted from with the typos

 

[ITLRUN]

Not sure who he copy and pasted from with the typos

Lethal Performance

 

[beefcake]

Dustin Whipple dropped a quick video last night showing s650 on the Dyno

According to Dustin, the new S500 with the stage, one belts out 810 crank horsepower 713 wheel on pump gas

The stage to knock it up to 855 hp

 

[beefcake]

Nick P Whipple sat down with engine Labs and did an amazing article on the intake development for the new GEN 6 2024

be sure to stop by Engine Labs Facebook and give them a like.

https://www.enginelabs.com/engine-t...s650-mustang-supercharger-intake-development/

From the article

Whipple Explains S650 Mustang Supercharger Intake Development

By JAMES ELKINS NOVEMBER 21, 2023
Internal combustion engines require airflow to generate horsepower; it’s a simple and well-known fact. Typically, the increase in air is facilitated when forced induction is introduced. However, when Ford opened the hood of its 2024 Mustang GT and Dark Horse at the Stampede, there was neither a supercharger nor a turbocharger in sight. Nevertheless, the air induction system extending from the front of the intake manifold boasted two massive 80mm throttle bodies, providing air to a naturally-aspirated Gen-4 Coyote engine.

From a simplistic outlook, the additional throttle body was there to enhance airflow. However, what kind of airflow could a Coyote engine, packing only 5 liters, necessitate over a traditional single throttle body? Well, that answer gets complicated, as the secondary throttle body was not there to increase airflow for performance, but to counteract the effects of new evaporative emission standards and their implementation of hydrocarbon traps. Ford engineers were contending between internal horsepower targets and emission standards. Alas, the solution was simple: double the air intake capacity. Hence, the symmetrical airboxes, intake piping, and throttle bodies.

However, would the answer remain this simple when adding a positive displacement supercharger into the mix? To explore this, we talked with Nick Purciello from Whipple Superchargers.

Engineered For Efficiency
Whipple has experienced a significant surge in popularity over the years, with its positive displacement blowers becoming more efficient with each new generation. The supercharging company has also made notable business moves by collaborating with Ford Performanceto develop post-title supercharger kits. For example, the FP700 for the Ford F-150 uses its Gen-5 3.0-liter, and the FP800 kit for the 2024 Mustang sports the all-new Gen-6 3.0-liter. Through these partnerships and enhanced engineering designs, Whipple has developed a keen understanding of how to determine the best way to deliver the maximum horsepower possible for enthusiasts and racers.

The Whipple Gen-6 3.0-liter for the 2024 Mustang was revealed as the supercharger of choice for the FP800S package from Ford Performance.
When operating at the scale that Whipple does, more than assumptions precede the production tooling phase. Each variable undergoes thorough testing before being produced. Whipple employs Computational Fluid Dynamics (CFD) software to simulate airflow, optimizing the design to increase efficiency and horsepower figures. The team at Whipple ensures that every design change is run through the CFD software, leaving nothing on the table. This comprehensive approach includes testing the dual throttle inlet concept for a supercharged platform on the 2024 Mustang GT and Dark Horse.

“Initially, our idea was to utilize the two 80mm throttle bodies, as they would provide more than enough airflow for our 3.0-liter supercharger in Stage 1 and Stage 2 trim. It was also important to keep the intake system as symmetrical as possible, but this concept proved to be challenging in multiple ways,” says Purciello. “The CFD results proved the dual inlet concept wasn’t going to meet our standards. Equal airflow distribution and velocity to the supercharger rotors are critical to maximizing performance potential. It was clear that no tweak of this inlet design was going to fix the dead zone created by the pocket that accommodates the supercharger pulley location.”

Achieving equal airflow distribution and velocity to the supercharger rotors is crucial for maximizing performance potential. Whipple's CFD testing conclusively showed that the dual inlet concept wouldn't meet its standards since the dead zone created by the pocket accommodating the supercharger pulley location would significantly reduce airflow to the female rotor, rendering this approach a no-go.

Staying Single
With the idea of a twin throttle body setup fading in the rearview mirror, the next obstacle was to determine if a two-into-one intake system would outperform the traditional single throttle body intake.

“The single throttle body inlet is a proven design, so that was the next play. To establish a baseline, we used the existing 150mm ‘roval’ supercharger inlet and designed a two-into-one intake tube that uses both airboxes,” Purciello explains. “We knew one intake was good and were surprised to discover that a two-into-one throttle body was even better for flow.”

Whipple didn’t stop there and began testing throttle body sizes, aiming to perfect and optimize the airflow going to both the male and female rotors. “The 132mm and 150mm throttle bodies do very well with a single intake, but the CFD results of the dual intake pipe showed that we could do better. With the roval 132mm throttle body, there is a larger angle to the face of the supercharger coupled with a downward angle which slightly reduced flow to the male rotor,” Purciello details. “A round throttle opening was the solution and provides similar airflow capability but with a better angle of attack. Airflow calculations concluded we need a 112mm round throttle body to match the 132mm roval, and CFD confirmed the 112 slightly edges out the 132.”

Once determined that a two-into-one intake was the route Whipple wanted to pursue, the next step was deciding on throttle body size and shape. A round throttle opening would offer similar airflow capability with a better angle of attack. Eventually, the data showed that a 112mm round throttle body would match the 132mm roval, and CFD confirmed that the 112mm slightly edged out the 132mm.

Increased Airflow and Surface Area
Depending on the power level you wish to achieve, the Gen-6 3.0-liter kit offered for the 2024 Mustang will be sold with Stage 1 or Stage 2 intake tubes. The Stage 1 will utilize the already proven 92mm throttle body found on the 5.2-liter Predator engine, while the Stage 2 kit will be using the 112mm throttle body mentioned above, but can accommodate up to 120mm. Purciello notes that it is “plenty big enough to flow what the 3.0-liter Gen 6 is capable of.”

Now, you might be thinking that running two air filters is nothing more than a guise or, at the very least, a restriction. Well, you would be correct on the second part, to an extent. “Plain and simple, an air filter is a restriction. We use the highest flowing cotton fiber filters available, but there will always be some pressure drop, especially at higher power levels,” Purciello states. “The unique opportunity provided by the S650 engine bay enabled us to utilize two air filters, greatly increasing the overall airflow potential without having to make physical part changes from our base package.

Having double the air filter surface area is a game-changer and something we wish we could implement in other applications. Nick Purciello, Whipple Superchargers.

As mentioned earlier, the dual intakes from the factory are designed to address emission constraints rather than specifically enhance performance. In contrast, a Whipple supercharger is engineered to generate more power and operating at maximum efficiency is key to this. Achieving this goal necessitates ensuring that the entire intake system is crafted to provide the supercharger with the necessary airflow. According to Purciello, “Whipple’s positive displacement superchargers thrive with minimal restriction in front of them for optimal flow and efficiency.” He adds, “Having double the air filter surface area is a game-changer and something we wish we could implement in other applications.”

Unlike the newly introduced and regrettably more restrictive HCT in the intakes of the S650, Whipple’s HCT will flow through, similar to the setup found in the Shelby GT350 and the 2020 and newer GT500. This design ensures a more optimal airflow.

The Whipple Difference
If Whipple Superchargers invested this much effort into an intake pipe, one can only imagine the extensive testing and refinement they conducted for their supercharger and tuning capabilities in-house and at Ford Performance headquarters in Dearborn, Michigan. The brand consistently emphasizes that their products are built with no compromises and designed for maximum effort. After hearing what Purciello had to say, it’s hard to argue otherwise.

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