1. Whipple’s new 3.0L twin-screw blower was so new when we started this build, we really didn’t know what to expect. So, Prestige Motorsports went big to push it to its limits with a 454ci LS3 build.

hipple superchargers have been a popular option when it comes to making horsepower for years because their screw-blower designs are proven to make great power in a compact package. A twin-screw supercharger has an advantage over the roots supercharger because its design allows it to move air more efficiently.

The old-school roots supercharger uses the spinning lobes to move air along either side of the case and into the intake plenum. The air exits the supercharger at atmospheric pressure, so boost has to be built up inside the intake plenum.

Meanwhile, a twin-screw supercharger moves air in a cavity created between the screws. As the screws rotate, the cavity moves from the opening in the supercharger case directly to the exit. Meanwhile, the shape of the lobes on the screws also means the cavity gets smaller as the air moves closer to the exit, compressing it. That means the air is already under pressure as soon as it enters the engine.

But that’s not what matters. Here’s what really matters: When comparing a roots supercharger to a twin screw running at the same rpm, the twin screw will almost always provide more boost, provide boost at a cooler temperature, and have less drag on the engine.

But recently the crew at Whipple Superchargers came up with an updated design that’s supposed to be more efficient than ever before. It is a 3.0L displacement unit, which isn’t significantly larger than its popular 2.9L supercharger design. The big change is it is one for the first twin-screw blowers with a front mouth that doesn’t require a jackshaft to spin the screws from the rear of the case. Instead, this new blower mounts the throttle body on an angle so the incoming air can flow around the driveshaft and into the blower. Sounds simple, but the guys at Whipple say this new design allows the blower to be spun even faster for even more boost.

As this went to press, Whipple’s new 3.0L screw-blower was still so new that they didn’t even have any information about it up on their website. But our friends at Prestige Motorsports in Concord, North Carolina, managed to get their hands on one of the first units for a big-inch LS3-based build and they invited us to check out their build featuring one.

Prestige’s engine build is a 454ci LS3 that will be going into a beautiful—and well-built—Pro Street ’69 Camaro. Owner Bryan Lefebvre and his dad have already installed Chris Alston’s Chassisworks suspension, big tubs, and mile-wide rear meats, so it is ready to handle big power. That’s what the big-inch LS and Whipple blower are for.

So, let’s quit wasting time. We’ll get onto the build, and best of all, judgment on the overall package with a little dyno time.

3. The foundation of the build is an RHS aluminum LS block. It will help us reach that big-inch displacement thanks to its 9.750 deck height—just over a 1/2 inch taller than the standard LS 9.240 deck.

5. Short-block specialist Cody McCleary locks down the main caps after setting the crank in place. Like an LS, the RHS block utilizes six fasteners to secure each main cap, but we’re using studs instead of bolts. Those main studs are torqued to 70 pounds with extreme pressure lube on the threads, and the side bolts are spun down to 20 pounds each.

7. Here’s a look at the rotating assembly in the block. The RHS block is designed with several features to make running a stroker as long as 4.600 inches possible. This includes the side oil gallery moved outboard to make more room for the crank and cylinder liners and bores that run extra deep into the block. You can see that here and how the bottoms of the bores are notched to make clearance for the big ends of the rods as they swing by.

9. Another change the engineers at RHS made with their LS block to gain more access for stroker builds is they raised the cam tunnel centerline. This does mean you need a timing set with a longer chain, which RHS can sell you. That’s what you see here. The oil pump high-volume unit.

11. The cylinder heads are Prestige Motorsports’ own castings. They are CNC-machined throughout for maximum flow. The combustion chambers are sized at 69 cc, and the intakes are 255 cc, so this is really tuned for big-inch or high-performance LSs.

13. The lifters are hydraulic rollers. They have tie-bars to keep them from spinning in the lifter bores, so we don’t need the usual LS lifter cups.

15. The rockers are stock-style units with a 1.7:1 ratio. These are from SBI and have a quality captured roller trunion bearing for durability. You must be careful when installing the rockers because the intakes have a slight offset and are slightly different than the exhausts.

17. The lower intake plenum goes on next. As you can see, it is wide open with plenty of volume.

19. Here’s a look at the underside of Whipple’s new 3.0L blower. If you look at the bottom, you can get a glimpse of the twin screws that make the magic happen.

20. With the intercooler in place, the blower is ready to be set into position and bolted down.

22. And here’s a look with the front drivebelt to spin the alternator also in place. This, too, gets maximum belt wrap.