"Ford put spacer blocks between the K-member and the body, with front lowering springs to fit the 4.6 Four-Valve under the stock '93 Mustang hood during the original engineering phase, and that car ended up in my hands and on the cover of MM&FF. Essentially, you're raising the body in the front and using springs to bring the ride height back. We also use drop motor mounts. We raise the body 1/2 inch and drop the engine 1/2 inch, and drop the front antiroll bar mounts 1/2 inch where they connect to the chassis. Other small mods are necessary. For instance, we have to shorten the coolant hoses and do a few other things."
Side by side, you can see that the Whipple out-guns the stock Eaton.
With all this potential on the table, we decided to put one of these blowers to the test. Todd Rothschild dropped off his GT500, a white model with blue stripes, and the JDM gang got to work hammering out the install, which is anything but conventional.
After a few days of work, the blower was in place, and a turn of the ignition key brought a sweet rumble and a whine from the huge, white, powdercoated Whipple. JDM also added a set of Ford Racing Performance Parts' blue valve covers, which brightened up the engine bay.
It wasn't long before the Shelby was strapped to JDM's Dynojet, where we put the Whipple to the test. D'Amore went easy at first to ensure that the air/fuel ratio was in check; he then dropped the hammer for a full pull.
Naturally, we first set a baseline before any wrenches were flung, and the Shelby, which had a 2.80-inch upper pulley, a MagnaFlow after-cat exhaust, and a JDM air kit and tune, rolled the Dynojet to the tune of 530 rwhp. With the Whipple in place, we saw 642 rwhp with the supplied 3.500-inch drive pulley. We swapped on the slightly smaller 3.373-inch pulley and traded the 93-octane gas for a stiffer mix of 103. With that, the GT500 belted out an impressive 708 rwhp at just over 6,000 rpm. Amazingly, it did so with stock exhaust manifolds and a stock throttle body, which Dustin Whipple and D'Amore agree is now a big restriction.
While 700-plus horsepower is enough to motivate the Shelby, Rothschild wants more, so you can look for us to install Whipple's monoblade throttle body that's capable of 1,900 cfm, along with a set of headers to push this 5.4 even higher. The question now is, "How high will it go?"
Side by side, you can see that the Whipple out-guns the stock Eaton. Like the stock blower, the Whipple blows through the factory intake-mounted intercooler. | 
The twiN-screw design takes supercharging to a new level of efficiency, reducing heat during the compressing process. Less heat means a denser charge and more power at the wheels. You can also see the coated rotors that aid in efficiency. | 
With the engine in the stock location, the W210ax Whipple won't fit under the stock Shelby hood. Whipple currently recommends an aftermarket hood, but this might not be a viable option for someone wanting to keep his or her Shelby stock-appearing. JDM has the solution with a kit that lowers the engine and raises the body to provide clearance. |
1/2-inch spacers. | 
In order to fit the big Whipple under the stock hood, JDM engineered these 1/2-inch spacer plates that fit between the K-frame and the body. | |
After supporting and lowering the K-frame, the spacers are inserted. | 
The K-frame is bolted back into place. | 
Modifications must also be made to the front antiroll bar, which is lowered in the front by relocating the mounting brackets by 1/2 inch. |