Author Jon Bond January 2026
Whipple Superchargers introduced the 175F 2.9L jackshaft supercharger back in 2012. The model provided the reliability of a 2.9L 175AX, but with less air flow restrictions in a compact package that allowed for a jump of 20 to 30hp. The model first debutted in a 2012 Ford Raptor. The model performed well and showed it could maintain Whipple’s reliability.
Fast forward, as the year’s went by, models were built for Ford Coyote models, Dodge Hemi models, and GM LS models. The supercharger was even used in the racing world with Ford Mustang Cobra Jet and COPO Camaro.
The supercharger performs reliably well, with a proper installation. There are 3 installer/user introduced issues that can affect the reliability of this supercharger. Engine oil blowby, supercharger pulley tension, and oil change/check intervals.
Engine Oil Blowby
Excess engine oil blow, typically caused by a malfunctioning PCV, engine detonation, or worn rings can cause many issues within a supercharger. Oil attracts itself to the intercooler making it less efficient, which then amplifies the issue by increasing the charge temperature, thus increasing the likelihood for more detonation events. It also coats the rotors and case, attracting contaminates that end up scouring the rotors and case, increasing noise levels and wear. The best solution is to fix the cause and use a good quality oil trap on the PCV, and to maintain the trap. You can read more about engine oil blow by here: https://jonbondperformance.com/engine-oil-blowby/
Belt Tension
Excess belt tension causes alot of issues and is often the most overlooked item on many supercharger issues. Most technicians don’t even own a belt tension tool and rely on automatic tensioners to do the job. However, supercharger kits typically employ pulley swaps, adjustable belt idlers, and often customer’s upgrade components which change the belt tension. Belt tension tools assures the correct tension for a reliable service interval. Belt tension is not done by twisting the belt. We have also witnessed instruction mistakes in the installation manuals on proper belt adjustment. Read up on how to check belt tension here: https://jonbondperformance.com/belt-tension/
Excess belt tension can cause a variety of parts failures, including oil consumption. Excess belt tension can cause early idler bearing and tensioner failures, as well as front pulley support bearings in the 175F. The stock bearing as well as our Stage 2 SKF Ceramic Bearing can be overloaded by excess belt tension. Heavy duty aftermarket tensioners are not advised on daily driver applications. An overloaded sealed bearing will become hot. When it becomes hot, the balls start to chatter and vibrate. These vibrations pass through the shaft to other components and often will destroy the bearing cage over time. The grease will overheat, melt, and leak out of the sealed bearing, causing further damage due to poor lubrication. The problem becomes amplified. This problem leads to another condition. Shaft vibration and runout. The rear seal will start seeping oil. As the oil loss continues out the jackshaft rear seal, the gear case temperature climbs. Over time, the loss of lubrication will accelerate wear to gears, bearings, and seals. If ignored long enough, catastrophic failure can occur, rendering the supercharger unrepairable or a very expensive repair bill.
Oil Change Intervals
Manufacturers are moving to ‘No maintenance’ or ‘100,000 mile before 1st service’ in an effort to promote their product as long life, and cheap to take care of. Any smart mechanic knows that lack of maintenance, makes for an expensive repair later on. Whipple advertises 2 oil change procedures for the 175F. One early release shows oil changes at 35,000 miles, while a later released version from 2017 on, shows 100,000 miles. The average life of a 175F supercharger is about 80,000 miles before it needs rebuilt. If you would like to get to 100,000 plus miles, we recommend changing the oil at 35,000 mile intervals and checking it at every oil change.