Ultimate Ford 6.2 Supercharger Guide

Though no longer in production, the Ford 6.2 Boss V8 engine was a solid power plant for just over a decade. Ford primarily used the engine in their F-250 and F-350 Super Duty trucks, but it also found its way into a few other models. From the factory, the engine put out 385-411 horsepower and 405-434 lb-ft of torque. It’s solid performance, but a 6.2 Boss supercharger kit can take the engine to entirely new levels. In this guide, we discuss Ford 6.2 Boss supercharger upgrades, power gains, costs, supporting mods, and more.

6.2 Ford Supercharger Basics

First, let’s talk a little about the Ford 6.2 Boss V8 engine. It is a 6.2 liter V8 that is naturally aspirated from the factory, and was in production from 2010–2022. Compression sits at 9.8:1, and it has a single overhead camshaft (SOHC) and 16-valves (2 valves/cylinder). Max towing capacity with the Boss 6.2 is 15,000 pounds, and it was a pretty solid hauler. Power sat at 385 horsepower and 405 lb-ft of torque in the Super Duty, and 411 horsepower and 434 lb-ft of torque inside the SVT Raptor.

If you are looking to add a supercharger to the mix, there’s a few things you’re going to want to consider. Before going and purchasing a full kit, it’s important to understand what you might be getting yourself into. Typically, most supercharger builds will need a budget of at least $10,000-$20,000. This includes not just the kit itself, but also installation, supporting mods (like tuning), and other optional upgrades you might find yourself wanting along the way. Ford 6.2 Super Duty superchargers are not for the faint of heart, and they will set you back, but can still be well worth it.  

Supercharger Supporting Mods and Tuning

For the most part, if you buy a dedicated Ford 6.2 supercharger kit, you should have all parts to successfully install and run the blower. However, there are also a few upgrades you are going to want to consider, too. One of the most popular upgrades for any Boss V8 user are long-tube headers. Long-tube headers will help reduce back pressure and lessen restriction in the exhaust. If you’re planning on running even more air through your engine with forced induction, you’ll want to upgrade from the restrictive stock exhaust manifold with bigger headers. 

The next mod you will need to keep in mind is going to be ECU tuning. The stock ECU calibration will not be able to handle a supercharger at all. The engine will likely struggle to idle, run incredibly lean under boost, and probably detonate and eventually destroy itself. Ford 6.2 supercharger upgrades require a tuning solution. A very popular option is the Livernois Motorsports Ford 6.2 Tuner, which can calibrate both Raptor and Super Duty versions.

After headers and ECU tuning, the final thing you will need to look into is upgrading the fueling. The stock injectors will struggle to keep up once you turn up the boost, so you’ll want higher flowing injectors, at least 40-45 pounds/hr. You will also want to look at a more powerful fuel pump to make sure flow will always be enough. 

6.2 Boss Block and Internals Power Limits

The big question with a Ford 6.2 Super Duty superchargers is going to be how much the block and internals can take. Ford used cast-iron for the block and aluminum for the cylinder heads. The pistons are cast-aluminum, the connecting rods are forged-steel, and the crankshaft is cast-iron. As you can tell, none of the internals are optimal for highly boosted applications.

The block will be capable of handling well over 700 horsepower, but the pistons and connecting rods will struggle past about 500 horsepower. In addition, running more boost can also compromise the cast-iron crankshaft. Optimal builds will use all forged internals combined with head-studs to withstand the boost. 

6.2 Boss Supercharger Design

There are three main kinds of 6.2L Ford blowers on the market: roots, twin-screw, and centrifugal. All of them will produce solid power, but they vary slightly in how they create boost. Both roots and twin-screw blowers sit on-top of the engine, while centrifugals sit beside the engine. All kits, regardless of blower type, should come with intercoolers. Intercoolers help cool the charge air before it reaches the engine, increasing oxygen count and boosting performance. If your kit does not have an intercooler, you need to seriously consider one for optimal performance and longevity. 

Roots and Twin-Screw Blowers

Roots and twin-screw superchargers look and operate pretty similar to each other. Roots-style blowers are belt driven and consist of two rotors put close together but not touching. When the supercharger operates, the two rotors spin at the same time, forcing extra air to travel into the engine. Importantly, roots superchargers do not compress air themselves. Rather, they push air through into the engine where it then gets compressed in the cylinder. Roots superchargers are the most basic style of superchargers, and are thus the cheapest and most widely used. Roots superchargers are positive displacement, so they produce a constant amount of boost. 

Next on our list are twin-screw superchargers. Twin-screws have a similar twin-rotor setup, but the design is different and has much tighter clearances. The rotors mesh with each other, and as air is drawn in they progressively compress it before it passes through. Twin-screws look very similar to roots-style blowers and also sit on top of the engine. However, they have one important difference. Twin-screws compress the air before sending it into the engine. This makes them much more efficient, but also much more expensive and complicated vs roots-style blowers. Twin-screws are also positive displacement blowers. 

Some of the most well known roots superchargers are the Eaton TVS blowers used on cars like the Shelby GT500 and C7 Corvette. Twin-screw superchargers are more popular on the aftermarket, and the most recognizable is Whipple, one of the biggest supercharger manufacturers in the world

Centrifugal Blowers

Centrifugal superchargers sit alongside the engine instead of on top of it. Whereas both roots and twin-screw blowers replace the intake manifold, centrifugal blowers use a traditional throttle body to intake manifold setup, just like a naturally aspirated system. Centrifugal superchargers have very similar designs to turbochargers, except they are belt-driven instead of exhaust gas-driven. They have an internal impeller and operate at a much higher rpm than roots or twin-screws. Centrifugal superchargers have dynamic displacement, and the faster the belt spins the more boost is output.

Centrifugal blowers are best suited for high boost applications, as they require less energy to make more boost pressure. This is due to the internal impeller, which runs much faster than rotors. Due to their setup, centrifugal blowers are easier to set up with intercoolers and heat exchangers. They are not mounted on top of the engine and have piping connecting them to the throttle body. This makes them perfect for adding in intercoolers to decrease the temperature of the boost. 

Some of the most well known centrifugal style superchargers are the ProCharger and Vortech proprietary supercharger systems. 

Best 6.2 Ford Supercharger Kits

• Roush Performance SVT Raptor supercharger
• Whipple Raptor supercharger
• ProCharger for Raptor and Super Duty

1) Ford Raptor Roush Supercharger

Supercharger Type: Eaton TVS (Roots-style)

Applicable Models: 2011–2014 Raptor, 2011–2016 Super Duty

Price: $7,749.99

Carb Approved? Yes. EO#: D-418-23

First up, we have the Ford 6.2 Roush Supercharger from Roush Performance. If you have spent just a few minutes looking up Ford performance products, you have undoubtedly come across Roush. Roush is one of the biggest producers of Mustang and F-series performance parts, and their blower kits are legendary. Their 6.2 Boss supercharger kit uses a Eaton TVS R2300 roots-style blower. The Eaton TVS (Twin Vortices Series) are essentially upgraded roots-style blowers that are almost as efficient as pure twin-screws. 

The Roush 6.2 Ford kit is capable of producing up to 590 horsepower and 590 lb-ft of torque on the Raptor. That’s good for an additional 180 horsepower and 155 lb-ft of torque better than stock. What makes the Roush kit stand out is the inclusion of a larger mass air flow (MAF) housing, included tune, and it is CARB approved with an EO number, making it 50 states emissions legal. You can’t go wrong with the Roush 6.2 Boss supercharger. 

2) Ford Super Duty Supercharger by Whipple

Supercharger Type: Whipple W140ax (Twin-screw)

Applicable Models: 2010–2014 Raptor & F-150: Platinum, Lariat, & Harley Davidson, 2010–2012 Super Duty F-250

Price: $7,995.00

Carb Approved? No.

Next up we have the Ford 6.2L Whipple Supercharger. Similar to Roush, Whipple is one of the biggest names in Ford performance, and their twin-screw superchargers are incredibly popular. On their Ford 6.2 Raptor kit, Whipple uses a 2.9 liter W140ax twin-screw supercharger that can add more than 150 horsepower over stock. It features a larger aluminum intercooler with a heat exchanger and reservoir system. Additionally, the Whipple bypass system allows the car to reduce parasitic loss when not under boost. 

Included with the kit are the blower, intercooler, new intake, oiling system, and a special ECU calibration. The Whipple kit is very popular for the Ford 6.2 Boss, and installation is relatively easy. It is only a little bit more expensive than the Roush option, and will probably make about the same power. The Whipple kit is not CARB approved and is meant for race only. 

There is also a Whipple kit for the 2010–2012 Super Duty F-250. It uses the 2.9 liter W175ax twin-screw supercharger, which is more powerful than the W140ax unit. This kit can also be made to fit the F-350 with light modification. It is also not CARB approved and is meant for race only. 

3) Raptor ProCharger

Supercharger Type: Procharger D-1SC or P-1SC, up to F-1R

Applicable Models: 2010–2014 Raptor, 2011–2022 Super Duty

Price: $7,049.00+

Carb Approved? No. 

The final option we have is the Ford 6.2L Procharger. ProCharger is another mammoth in the performance industry, and they are known specifically for their unique centrifugal-style blowers. They offer two different ProCharger systems, a high-output and a Stage 2 kit. The HO kit uses a D-1SC blower at 7-8 PSI of boost, and adds 50% horsepower over stock. The Stage 2 kit uses a P-1SC or F-1R blower, which produces up to 1,225 horsepower. 

There are both intercooled and non-intercooled versions, and we definitely recommend getting an intercooled version. The ProCharger systems come with tuning and either a 6 or 8-rib belt for the best power transfer. The Procharger kit is not CARB approved and is meant for race only. It is a great way to add gobs of horsepower, and is cheaper than the other two kits. 

In addition, for Super Duty owners, you can make your own ProCharged kit for the F-250 and F-350 by sourcing custom parts. The same blower sizes will work, with a D-1SC, P-1SC, or F-1R being popular and very powerful choices. 

Best 6.2L Ford Supercharger FAQ