Does Kenne Bell supply "knock protection" with their kits? We call it "detection/protection." There must first be "detection" and then automatic "protection" from detonation. Protection from potentially engine damaging detonation (knock, ping) is our #1 priority at Kenne Bell. We've led the pack for years in this department. The turbocharged Buick V6 utilized knock protection way back in 1978! GM and Ford have used knock protection - on some vehicles - since the 90's. We modify and/or expand the OEM protection in our supercharged calibrations if the vehicle is equipped with a knock system. Most Chrysler engines except for the late 3.7 Jeep V6, Hemi's and PT Cruiser do not use knock detection.
Does Kenne Bell sell a mass air meter? Yes, we offer only one - a 90mm for Mustangs and the 4.6/5.4 trucks and SUV's. They are sold only with a chip and will increase horsepower and torque on ANY Ford V8 or your money back. How much of an increase depends entirely on the HP (airflow) of the engine - or how much of a restriction the meter is creating. Expect 5-50HP.
Can I change mass air meters? By
far our number one complaint. A larger mass air meter theoretically makes
more HP if the one you have is too small for the engines air flow. If
it isn't, the HP increase is "0." Factory engineers spend considerable
time calibrating their engines to a specific computer. Then someone "just
sticks on a new meter?" No, No, that's not the way it's done. The
computer must be re-calibrated and never, never, ever install a meter
and larger injectors without re-calibrating the computer or installing
the proper re-calibrated chip. METERS CANNOT BE "RE-CALIBRATED"
FOR LARGER INJECTORS. Changing the voltage signal to the meter via "re-calibration"
by the supplier or with "adjustable knobs" only compensates
for the larger injectors at wide open throttle. The computer load tables
and transfer function is also adversely affected. The timing is advanced.
We've seen up to 52° vs. stock 30° and lean, lean air fuel ratios
- all at the wrong time. Anyone who disagrees might just check with Ford
FRP or a Ford engineer.
Headers? 4 tube or Tri-Y? 4
tube headers work best, but even they offer very little HP gain on the late model vehicles - and they are expensive! We've never seen any worthwhile gains on the 4.6, 5.4
Fords - certainly not the inflated numbers we see advertised. Just look at the reputable tests by MM&FF magazine.
How can I tell if my filter assembly, meter, throttle body inlet hoses or manifolds are restrictive and losing HP? Use the time-proven Kenne Bell approach. Flow the individual pieces on a flow bench. See "Inlet System Testing." If you don't have access to a bench, install a tap behind each component in the inlet track, make a dyno pull or a WOT run on the street in low or second gear and read the vacuum gauge. If it's "0" there are no losses and, therefore, upgrading components will not help. However, if there is a 4" Hg reading - that's 2 psi of lost atmospheric boost and 20HP (1 psi=10HP). Works on carbureted engines also. Now you know how to analyze inlet systems. You'd be amazed at how many don't.
How do I determine if there is any HP potential in the exhaust system? Again, if you don't have a flow bench and the historical data for analysis, try another Kenne Bell approach. Cut off the entire exhaust in back of the catalytic converter and compare the runs on the dyno. You should also measure back pressure. If there is a gain, then you have to design - or find an exhaust system that can flow as much air as no exhaust system. As we've mentioned previously, there's not much HP left in the new vehicles, particularly the Fords, Chevies, Dodge 5.7, etc. That's exactly why supercharging has become so popular - the HP is guaranteed.
Will an ignition system make more HP? Absolutely not. How can it if the engine is not missing to begin with. "Hotter" spark does not make more HP or improve fuel mileage. We've all seen those ads claiming "Tremendous gains in HP and torque" - "23HP!" etc. . . No way. Let's test it on our dyno anytime at no cost with a magazine in attendance. If you're running high boost and the engine is misfiring, first reduce the plug gap to .035". If that doesn't solve the problem, then install a hotter ignition system. The Kenne Bell BOOST-A-SPARK is the best ignition for late model vehicles. It's easy to install and will fire plugs to at least 30 psi.
What's the best 5.0 Mustang performance book? By far the best book on the 5.0 Mustang is the SA Design "5.0L Ford Dyno Tests" and for modular motors "Building 5.4/4.6 Ford HP." Both are by Richard Holdener who has documented well over 4000 dyno pulls. All good accurate data. Available thru Car Tech, 39966 Grand Ave., North Branch, MN. 55056. Phone (800) 551-4754.
What spark plug should I run with a supercharger? One heat range cooler than stock. Denso U-Groove plugs work very well for us. See "Spark Plug Recommendations." Avoid Platinum plugs. Always set gaps at .035".
What is the maintenance on a Kenne Bell Twin Screw? Virtually none. It's internally lubricated and uses lifetime sealed bearings. We have NEVER seen bearing failure in a billet Twin Screw. Just change the synthetic oil (6 oz.) in the reservoir every 12,000 miles.
