•Increases power up to 200HP and boost up to 4 psi vs others.
•Excellent driveability throughout 450-1000HP range of Kits.
•Obsoletes the other supercharger manifolds & inlet systems.
• Makes more HP than a 3.3 with a “conventional” inlet manifold.
•Flows 50-100% more air to the supercharger.
•MAMMOTHFOLD™ (1200HP rated inlet manifold)
•100% Kenne Bell engineered parts. Not a vendor “grab bag” system.
•Complete tested and proven system (filter, meter, tube, throttle body and manifold).
•Reduces supercharger pumping/parasitic losses so consumes less engine HP to drive supercharger.
•Eliminates “boost drop off” from inlet restrictions.
•Largest throttle body (Dual 75mm - 1800+ cfm).
•Huge 4-1/2” powder coated steel ram tube w/ integral meter.
•Highest air flow filter available (2000 cfm)
•“0” underhood hot air on all 2V, 3V Mustangs and ‘03-’04 Cobra (we test with the hood CLOSED).
•Fits under stock hood (exc. ‘99-’04 Mustang).
•Billet engraved “Mammoth™”logo plates.
•Huge HP potential without all the complexity, heat and lag common with turbo systems.
•Available for Shelby GT 500, KR, Super Snake, ‘05 up Mustang 3V, ‘03-’04 Cobra and ‘96-’04 Mustang (coming soon).
Because current manifolds were simply too restrictive for the higher HP levels. Kenne Bell has been promoting, testing and upgrading the Twin Screw since we introduced it on Fords in 1990. Today, Kenne Bell is recognized as the leader in Twin Screw technology. New Kenne Bell breakthrough concepts such as the “BIG BORE™”, the H Series” - and now the “Mammoth™ kits” have a common goal - to keep Kenne Bell on top. The Mammoth™ does just that. We can’t offer the most powerful kits if the inlet system limits air flow to our superchargers. Our customers were demanding more HP than currently available kits were capable of producing. Testing revealed the supercharger itself could only do so much if it was choked off by an undersized inlet system. A larger inlet manifold (MAMMOTHFOLD™) was a must. Rest assured, if it was possible to achieve HP goals with the old smaller inlet manifolds, we would not have spent the time and money to develop all new ultra high HP Mammoth™ Kits.
HP - See why supercharger size is NOT the only factor that determines engine HP. It’s the COMBINATION that excells. Look at what the more efficient “H” Series Supercharger and the new design Mammoth™ Inlet System with it’s ultra low inlet losses - 137HP (801-664). And the Stage 1 had a Mammoth™ Manifold to begin with.
VACUUM / INLET RESTRICTION - 1” of vacuum restriction can reduce engine power up to 32HP. Note how inlet system upgrades continued to make more HP from 664-801. That’s 81HP for 5.3”Hg. And the Mammoth™ Inlet System is MINIMUM restriction even at 801HP.
PARASITIC LOSS - The Kenne Bell High Pressure Ratio “H” Series increased power by 56HP and reduced air charge temp 30° AT THE SAME BOOST. Only the supercharger was changed. See “H Series” for more info.
All tests used a stock 7.1” crank pulley and a 2.5” supercharger pulley. The “tune” (AFR and timing) were the same for all tests. SAE corrected.
What is the Mammoth™ Kit?
NOTHING is more important to Twin Screw efficiency than inlet tract air flow. ANY restriction in the inlet system has a drastic negative effect on a supercharger’s air flow, boost and temperature. Kenne Bell designed all new ultra high flow supercharger inlet manifolds AND inlet systems (filter, meter, ram tube, dual 75mm throttle body) for the ‘05 up mustang, ‘99-’04 Mustang, ‘03-’04 Cobra and ‘07 up Shelby GT500/KR/Super Snake. The new kits are appropriately dubbed “Mammoth™” and can be easily identified by the billet Mammoth™ badging. Other current supercharger manifolds by Kenne Bell and others flow only 850-1050 cfm and work very well in the 400HP range. But they weren’t designed for maximum air flow at the higher HP levels (450-1200HP). The huge Mammoth™ manifolds will flow up to 1800 cfm with minimal restriction. There’s no boost drop off or HP loss at 500, 600, 700, 800, 900 or 1000HP. How then will a 1200 or 1500 cfm supercharger perform if the intake manifold only flows 1000 cfm? Not all that well, of course. So we stepped up and designed a brand new innovative line of inlet manifolds. These monster “MAMMOTHFOLDS™” guarantee the unrestricted air flow necessary to make the big HP numbers with Kenne Bell superchargers - and leave the others gasping for air.
This is the same basic system used on the 725HP “World’s Most Powerful Production Musclecar” Shelby Super Snake. The stock Shelby GT500 uses a big dual 60mm throttle body and a 130mm meter, generous sizing by most standards. Bolting the Mammoth™ Inlet system on our Shelby test car - one change at a time, back to back ala Kenne Bell style testing with the SAME 2-1/2” pulley increased RWHP from 664 to 801. That’s a gain of 137HP with ONLY the Mammoth™ Inlet System. The MAMMOTHFOLD™ was already part of the Shelby Kit. With a larger 3-1/2” pulley, HP jumped from 576-658=82HP. 82-117HP gain says it works. Let the data speak for itself. See Shelby “Dyno Test Summary.” Our ‘06 Mustang GT test car “maxed out” at 565 peak HP. The inlet had choked off the supercharger at high rpm. Raising boost didn’t result in more peak HP. The 2.8H Mammoth™ Kit upped power to over 800HP - a 235HP gain -with the same size pulley.
How important Is the Mammoth™ manifold?
The MAMMOTHFOLD™ is definitely the most important component because it cost the most to develop and produce. The concept is not “just a manifold.” It’s a complete system - inlet and discharge. Early in the R&D air flow testing, we determined that both the inlet manifold opening and plenum size (height and depth) must be HUGE to avoid starving the supercharger. A monstrous dual 75mm throttle body, 4-1/2” inline meter and inlet tube and filter were also designed to feed the necessary air to the manifold. The Mammoth™ Kit design also required the supercharger be moved forward to accommodate the “deep” and “tall” Mammoth™ manifold - and a complete re-design of all kit components. Without an entire inlet system like the Mammoth™, no supercharger - regardless of how “big” it is - has a chance at making maximum HP.
What is included in the Mammoth™ Inlet Kit?
Everything necessary to install a supercharger kit AND a complete inlet system. Works and fits with stock fuel rails. All components are Kenne Bell engineered.
KB PARTS DESCRIPTION:
2000 cfm Filter - Why 2000 cfm when manifold is 1800 cfm? We purposely over designed the filter to compensate for the inevitable restriction from contaminants.
Meter/Ram Tube - Huge 4-1/2”. Meter is built into 4-1/2” ram tube to completely eliminate hose/coupler restrictions. Note: The Shelby meter is “internally coupled” and flow matched to the filter and Ford GT hose to eliminate any restrictions.
Ford GT Hose - 4-1/2” internally reinforced. Flexes with engine movement. Used on all kits.
Dual 75mm Throttle Body - 1800+ cfm dual 75mm drive by wire or manual depending on kit (Shelby GT500, ‘05 up Mustang is DBW - ‘99-’04 GT, ‘03-’04 Cobra is M).
Mammoth™ Inlet Manifold - Matches dual 75mm throttle body. Full “dual 75.” Manifold is an extension of the throttle body.
Can the discharge manifold and intercooler support these huge HP increases?
Discharge Manifolds - Yes. Both Kenne Bell and Ford (Cobra, Lightning, Ford GT, Shelby GT500) use open plenum high HP discharge manifold designs. We’ve tested them all. They work great! These low restriction “runnerless” manifold designs DO NOT restrict air flow to the heads as do manifolds with longer runners. Not rocket science. Just fact. Longer runners can produce slightly more low end torque - who needs THAT with a Twin Screw - but these runners choke off air flow/HP at high rpm. So even if your kit has a “big” inlet, the discharge manifold may be restrictive. Not good. Gotta get the air in and OUT.
Intercoolers - There is some pressure (boost) drop across any intercooler but, again, both the Ford and Kenne Bell are adequate. We are one of the select few who data log pressure drop, air temp and water temp in and out of the intercooler when dyno testing at all HP levels. We use our own computer program for basic intercooler core design. It uses surface area, depth and fin spacing to calculate air flow, cooling and pressure loss. If the surface area (top dimension) of an intercooler is doubled, the pressure loss would drop from 2 psi to 1 psi. Not a big gain. But it’s greater physical size won’t fit the engine valley. So, raise the supercharger boost 1 psi. No big deal. How much psi loss do you think there is in an air to air system with all those elbows and tubes?
Can I use the Mammoth™ on my stock lower boost engine until I upgrade to a built high boost engine?
Absolutely. It allows you to grow into new HP levels without penalties. Saves the expense of buying the Mammoth™ later. The Mammoth™ works GREAT on the street with either a low or high boost application. Meanwhile, you’ll have the added HP benefit of the Mammoth™ even at lower boost/HP levels. Just dial the boost down to 9-10 psi - and then back up with the built motor. Note: Heads, cams, headers and strokers will lower boost. Inlet restriction also lowers boost but for a different reason. It chokes off boost/air flow. In any event, the Mammoth™ will make more HP and provides almost unlimited boost and HP growth potential - typically much more than exhaust, headers, cams, heads etc. And it costs less.
Will using a smaller pulley and increasing the boost give the same benefits as the Mammoth™?
No. Since the Mammoth™ has minimum restriction, boost and HP will rise incrementally up to the rpm limit of the supercharger.
Other systems? If the inlet tract is undersized and air flow is restrictive, boost will drop off or level out. We’ve seen boost increases of 1, 2, 3 and 4 psi make more HP at lower rpm, but levels off at higher rpm. A sure sign the inlet tract is now maxed out. Only so much air can be sucked through it so the HP peaks or plateaus. Other negative side effects is any and all restriction raises the inlet air temps 15-20° per psi - and the supercharger consumption also rises exponentially. To compensate for the “lost boost” in the inlet tract, the supercharger must be pullied up. Each pound of boost heats the air charge 10°. And since the supercharger is working harder to develop the “lost boost,” it uses more engine HP to drive it. Inlet restriction has many drawbacks, all of which reduce engine HP.
Several ways.
1. The same way your engine makes more HP at sea level than it does in Denver at 5000’. There’s more air pressure (boost) at sea level - approx. 3 psi at sea level. By eliminating the restriction, more “pressure” is available at the supercharger inlet.
2. The larger Mammoth™eliminates inlet frictional pressure losses to the supercharger - up to 4 psi. This is better than “elevation boost.” HP skyrockets.
3. If the supercharger is no longer “sucking through a straw”
A - It processes more air and raises boost and
B - It isn’t working as hard to “suck” the air, so it consumes less engine HP to drive it. Your engine loves it and RWHP goes up.
C - Since the inlet air flow is more laminar instead of turbulent, the air temperature drops, becomes DENSER and occupies less space. Boost goes up and supercharger power consumption drops. Engine HP then increases.
The Mammoth™will raise boost and engine HP and reduce parasitic losses while lowering air charge temp. That’s all good.
Does the Mammoth™ reduce air charge temps?
Absolutely. Our tests clearly prove the Mammoths™ lower restriction actually increases boost and HP while lowering supercharger inlet and discharge temps. Here’s proof. ‘07 Shelby OEM system vs. Mammoth™with same pulley: + 82HP, -10 °F.
How does the Mammoth™differ from other kits?
The difference is obvious. As the name implies, the Inlet Kit and MAMMOTHFOLD™ are both HUGE and maxed out for air flow and HP. No other kit - or any “grab bag” of aftermarket parts cobbled together - can match the flow of the Mammoth™combo. And only Kenne Bell offers the MAMMOTHFOLD™. Without it, the size/air flow of any filter, meter and throttle body would be always limited to the air flow rating of the manifold itself. Remember that it is the last piece in the inlet tract.
“Any supercharger’s efficiency (air flow, boost & temp) is unarguably limited by the air flow rating of it’s inlet manifold and inlet tract.” Jim Bell President, Kenne Bell
It sure doesn’t suck in hot air from a “hot air” underhood filter. Ford engineers and independent Magazine tests all concur with Kenne Bell. Underhood filters - with or without shrouds - are at least 30° hotter than the cooler under the front valance or fenderwell filter locations like those used on the Kenne Bell Cobra and Mustang GT kits. All Kenne Bell filters are isolated completely so as to inhale ONLY cool dense outside air. See underhood photos.
‘03-’04 Cobra - Filter in left side fenderwell with bottom panel opening for max air flow (”0” underhood hot air). Right side intercooler plumbing in fenderwell limits filter size and clearance and ram pipe size.
‘05 up Mustang - Right side external (”0” underhood hot air) location - out of the engine compartment and under the front valance.
‘96-’04 Mustang - Right side fenderwell isolated cool air supply. Similar to ‘05 up Mustang kit.
Why the odd shaped Kenne Bell oval filter?
After testing all the currently available filters, we determined that none could flow the cfm numbers we needed, so we designed our own. The secret is the internal radius of the filter flange and absence of an exit lip transition to the 4-1/2” Ram Air Tube - and the added filter surface area of the oval shape. The “oval” shape also gave more hood and fenderwell clearance than the commonly used “round” designs. The 2000 cfm filter is actually overkill for the other Mammoth™components. We allowed for 10% filter clogging without affecting overall system flow at max HP rating.
Why is the mass air meter located in the 4-1/2” ram air pipe?
The innovative Kenne Bell “inline” meter is an integral part of the Ram Air Tube. The MAF sensor is located so there is additional pipe to straighten the air flow in and out of the meter. This makes for improved MAF signal strength and driveability. HP is great but the car must also have good driveability.
Why does the ‘03-’04 Cobra Mammoth™pull air from the left instead of the OEM right side?
It was not possible to achieve our air flow criteria on the right side. We had no choice.
1. The intercooler pump limited our filter size, shape and location.
2. The right fenderwell cavity is smaller and is sealed off from moisture - and air. We’ve seen a filter lose 40HP when placed in the sealed cavity. At 600HP, the fender begins to “suck in.”
3. A 4-1/2” ram tube was required for sufficient air flow. It wouldn’t fit on the right side. The 4-1/2” flows 33% more air than a 4”.
What is the cfm rating of the complete Mammoth™Inlet System including the MAMMOTHFOLD™?
The Shelby, ‘03-’04 Cobra, ‘05 up Mustang and ‘99-’04 Mammoth™Kits are all very close in cfm. Figure 60-250% more cfm depending on whether we’re comparing an OEM or aftermarket system and/or manifold only. Hundreds of tests were run on OEM and aftermarket supercharger manifolds and inlet systems.
Manifolds - The OEM and competition manifolds are in the 650-1000 range. Kenne Bell Mammoths™ are 1700-1800 range.
Inlet Systems - OEM and competition manifolds with inlet system are 519-850 range. Kenne Bell MAMMOTHFOLD™with complete inlet systems are in the 1650 range. Those numbers are an indication of just how advanced the Mammoth™ really is. Example:
‘03-’04 Cobra - Stock Eaton manifold and inlet system - 650 cfm.
‘03-’04 Cobra - KB Mammoth™ Manifold/Inlet System - 1650 cfm.
No one can deny Kenne Bell ‘03-’04 Cobra Kits ALL make great power. But the Mammoth™Inlet System alone flows up to 200% more air to the supercharger than our earlier systems and a whopping 250% more than the OEM ‘03 Cobra. This is fact and not guesses, estimates or misleading advertising.
For starters, “hot air” kits are not good for ANY supercharger or engine. One would have to be living in a cave not to agree with this. There are more than enough cobbled together or homemade inlet systems made up of Brand “A”, “B”, “C”, “D” etc. 1. filters and so called “cool air kits” (many are “hot” air underhood kits that kill HP with the hood closed), 2. meters, 3. ducts/hoses and 4. throttle bodies. All must be assembled and custom tuned - always with the hood UP because that allows cool air to the filter. Isn’t that the way we all drive our cars around - with the hood UP? Check out the Kenne Bell ‘05 up Mustang GT and ‘03-’04 Cobra Kits and see where the filter is located. It’s NOT in that hot engine compartment. Ever notice how many times the suppliers of these components furnish you actual flow tests and/or dyno comparison tests? Or the air flow when connected to the various other components? And the big important one - what is the air flow with a manifold - or into the supercharger? We flow test Kenne Bell and our competition’s supercharger manifolds with the inlet systems. We remove one piece at a time, which we again test individually to determine the flow potential of each and every part. That’s one way Kenne Bell stays on top. We spend the necessary time and money to flow test and dyno test. And we posses the equipment, experience (40 years) and expertise to do so.
Can a larger higher cfm throttle body compensate for a smaller lower cfm manifold?
The most frequently asked and least understood question. If it could, we wouldn’t have re-designed and cast new Mammoth™ manifolds for the higher HP levels. Any inlet system has it’s air flow limitations. If a manifold flows 1000 cfm and a throttle body flows 890 cfm, the combination flows 890 cfm. Initially, a larger 1000 cfm throttle body will increase HP (1000 vs 890 cfm). But mount a larger 1400 or 1800 cfm throttle body on the 1000 cfm manifold and - you guessed right - max flow will only be 1000 cfm. You can’t magically “force” 1500 cfm through a 1000 cfm manifold. The lowest cfm component dictates the final air flow into the supercharger.
And if the supercharger and engine can flow 1500 cfm? Too bad. The 1000 cfm manifold becomes the “straw.” A B.B. passes through a straw, but a golf ball will not. So that big bad 1500 cfm supercharger will be limited to only 1000 cfm - REGARDLESS OR WHETHER IT’S A 2.2, 2.8, 3.3 or 6.0. And yes, once the manifold capacity is also at least 1500 (matches 1500 cfm supercharger), then the remaining inlet system (throttle body, tube, meter & filter), combined MUST flow 1500 cfm. Get the picture?
We understand that there may be “other” parts that may claim to be better. DO NOT “substitute” any part in a Mammoth™ Kit. Ask to see their back to back flow bench and dyno comparisons. Or better yet, a test on the complete inlet system they are suggesting you piece together. When is the last time you saw that number printed? Most of these companies don’t even own test cars, a dyno, flow bench, data acquisition system, etc. They leave the testing and tuning to “others.” That’s O.K. But the Mammoth™ is a matched component system engineered by Kenne Bell for maximum air flow. Any part, combination or connection can reduce air flow. Leave it AS IS.
(KENNE BELL MAMMOTH™ FILTER vs STRAIGHT PIPE)
Can I buy Mammoth™ components separately?
No. The Mammoth™ Inlet Kits are engineered as complete systems. Mixing and matching or substituting even one part of the kit can significantly affect air flow efficiency - and the tune. We choose not to deal with these issues.
Can I upgrade my Kenne Bell Kit to a Mammoth™ 2.8H?
First, the MAMMOTHFOLD™ (inlet manifold) size was needed to flow the additional air of the larger 2.8H and Dual 75mm Throttle Body. The larger and deeper MAMMOTHFOLD™and longer 2.8H supercharger drastically decreased firewall clearance. This required the supercharger be moved forward and the use of a shorter drive, redesigned lower manifold and bypass system. The Mammoth™Inlet System replaces everything from the filter to the MAMMOTHFOLD™so you would be upgrading everything but the pulley. The lone exception and only kit that is upgradable is the 2.6 ‘05 up Mustang.
How much more HP can I expect from a Mammoth™Kit vs a “Standard” Kit?
We’ve seen 136HP - 200+HP with the Inlet System only - and 256 with the complete 2.8H Kit. HP gains will depend on the actual air flow/restriction in your existing Kenne Bell, OEM or aftermarket combination of filter, meter, ducting and throttle body. Hundreds of tests were run so our customers would have the data necessary to make sound decisions. The higher the loss in Hg”, the greater the HP gain realized with a Mammoth™Kit. See actual test comparisons for your particular vehicle. The Mammoth™Kit uses all ultra low restriction inlet components so as to not restrict the key component - the inlet manifold. Losses, even at 1000HP are minimal with the Mammoth™Kit. After some point (min. restriction) bigger inlets are not better. But “bigger” or “too big” will NEVER hurt power. Won’t happen. The Mammoth™is intended to be the ultimate combination. It leaves plenty of room to grow.
Is all the HP increase attributed to the Mammoth™Inlet System?
Technically, no. From 9-15 psi it’s all inlet tract HP. The 2.8 and 2.8H make the exact same HP and boost. At 19 psi the 2.8H accounts for 28HP and 56HP at 23 psi. See “H” Series Tech. That’s why we use the 2.8H Series on all high boost applications. As of this printing, no one else has yet copied or equaled our “H” concept.
What boost is best for Mammoth™Kits?
The kits are designed to run at 12-25 psi with minimum inlet restrictions up to 1000HP. Just change the pulley for the desired boost. As always, the objective is to run the highest boost possible on the street and even more for weekend racing. Allowable boost will depend on fuel octane, tune (ignition, timing and AF ratio) - and inlet system restriction. Mammoth™ Kits, with their lower inlet losses, increase HP at ANY boost. And the cooler air charge allows the engine to tolerate higher boost. See “Jim Bell’s Supercharger & Turbocharger Tuning Tips,” Kenne Bell Tech Tips” and “Dyno Tests” for your particular kit. Here’s an octane guide. 1.5 octane per 1 psi boost.
12-25 psi. Check out our boost tables and keep in mind that the Mammoth™virtually eliminates “inlet boost loss” so peak boost can be up to 4 psi higher depending on the efficiency of your current inlet system. The higher the boost, the better the 2.8H works - up to 56HP less parasitic loss than other twin screws, even the Kenne Bell 2.8. And 30° cooler air charge temp.
Cost vs Heads & Cams?
The Mammoth™ Kits do, of course, cost more. But they offer more. HP per dollar is far above headers, cams, heads, etc. Compare the cost vs HP of the bolt on Mammoth™Kits to the more expensive headers, cams, heads, etc. Cams? 25HP on a street car. The Mammoth™wins hands down, especially if factual back to back HP tests are used in lieu of the advertised claims. Also, 3V and 4V heads do not offer the same HP gains - if any at all - as the 2V heads because they are so much better to start with (see “Tech Tips”). And the Mammoth™ Kits are far easier to install so labor costs are considerably lower. Heads and cams are not cheap. Finally, don’t be duped into believing heads and cams will solve inlet restriction issues. They WILL NOT. Actually, the additional air flow/HP demands make it WORSE. The old inlet components couldn’t handle the lower HP demands let alone the increased air flow of heads and cams. We’ve seen engines choke off and produce the exact same peak HP at 15, 16, 17, 18, 19 and 20 psi boost. There was more HP and torque in the low and mid range but the engine could not utilize the additional air flow of the heads and cams - and boost at high or “peak” rpm.
Fuel requirements for the Mammoth™?
The Mammoth™Inlet System has the highest HP potential of any kit we ever tested. More fuel is needed. See BOOST-A-PUMP™ “Fuel Pump Tech” for Ford fuel info. Many shops prefer larger pumps because they make more money on pump installs than the BOOST-A-PUMP™.Then they install big injectors, fuel lines and rails but STILL LACK ENOUGH FUEL. Oops! Like it or not, the 233L (Shelby), 241L (Ford GT) and Walbro 255L rated pumps are the largest pumps available. When they peak - and they most certainly do - the BOOST-A-PUMP™ is the tried and proven approach to add 50% more fuel. It’ll support up to 850RWHP. The BOOST-A-PUMP™ is standard equipment on the 725HP “Most Powerful Musclecar Ever” - the Shelby Super Snake. Then there’s the 850HP Koenigsegg CCR. Kenne Bell uses one on every mod motor kit we sell. So what’s there to argue about. And ever hear of one failing? Of course not. Whether it be “Single” or “Dual” Ford pumps, install the BOOST-A-PUMP™.
How can I check the efficiency of my inlet tract?
To determine overall inlet efficiencies, tap the center of the inlet manifold at the supercharger entrance and connect to a good 0-30” Hg vacuum gauge. Note the peak vacuum reading at WOT. The reading will increase with engine rpm/HP. We use a more sophisticated series of calibrated pressure sensors, one behind each component, and data log the entire dyno run. If your reading is 0” Hg, don’t upgrade any inlet component IF you’re satisfied with the HP number. However, if it’s 1-9”Hg, there’s HP to be gained. 1.0” Hg is often 35-40HP. .1” Hg is 3.5-4HP. This isn’t opinions or theory, but fact. A NASCAR Cup engine makes 850HP. With a restrictor plate, the same engine is 450HP but has approx. 12” Hg vacuum. That’s 8.7 psi or about 6 psi short of God’s 14.7 psi. It’s all about inlet restriction whether it’s supercharged or naturally aspirated. In the ‘60’s, I used a vacuum gauge under the carburetor. Didn’t have throttle bodies then. If the gauge read 0” Hg, the carburetor was large enough. But if it read 2” Hg (13.7 psi) instead of 0” Hg (14.7 psi), I knew that I was “short” 1 psi of God’s Boost or about 7% in HP. 1 ÷ 14.7 = 7%. Same holds true 44 years later with supercharging. The more things change, the more they stay the same.
How does the Mammoth™ 2.8H compare to the other supercharger kits? Centrifugals? Roots type?
Instead of comparison, let’s look at the basic reasons one supercharger concept is superior to another. All supercharger kits make good power. Some make more peak HP, some enjoy more low and mid range power, and still others have a cooler air charge, use less engine HP or benefit from higher efficiency inlet systems. Obviously the trick is to be the best in all areas. Try to view these simple basics of supercharging without prior opinions, theories, agendas, prejudices, bogus test data, etc.
• Atmosphere is 14.7 psi of boost at sea level.
• Superchargers raise the 14.7 to 23.7 (9 psi + 14.7 = 23.7).
• If any and all superchargers develop 9 psi (23.7 absolute pressure), then they should all produce the exact same peak HP and air temp. Right? “Yes” - if the 9 psi was the only criteria that contributed to engine HP. But “No” - if there are 4 other factors that are seldom, if ever, discussed, but unquestionably contribute to HP.
1. One may require less engine HP to operate. Call it power consumption or parasitic loss, but it is DEDUCTED from the engine HP. The power consumption is influenced by basic supercharger design (twin screw, centrifugal or Roots).
2. Discharge air temps may vary (hotter or cooler) with supercharger type.
3. Rating (liters) allow one to produce more air which equates to higher boost potential than another.
4. Inlet system efficiency is vital to ANY supercharger’s performance, all else equal.
To summarize, 3 entirely different superchargers developing 9 psi on a given engine produce identical HP numbers. There’s no reason they shouldn’t - UNLESS we choose to neglect the 4 proven basics listed above. So, in addition to boost, the above 4 considerations are what really determine the HP advantage one kit has over another. Keep them in mind when making a choice. This text is not intended to compare or judge which concept is best or what inlet system is adequate or inadequate. There are countless opinions, theories, agendas and spins on superchargers, but 1, 2, 3 and 4 ARE the proven factors that determine which supercharger kits will make the most HP & torque. The company that fares best in 1 (power consumption), 2 (air charge temp), 3 (supercharger size for application) and 4 (inlet system efficiency) can offer the most efficient and best performing supercharger kit. Hopefully, we’ve been of some help in understanding the criteria.
Why not a larger supercharger like a 3.3?
Our number one concern was for our customers who would purchase our 3.3 kit because it was "bigger" and then be embarassed and upset because it wasn't as efficient and didn't make as much HP as the 2.8H. We tested the 3.3 and larger prototypes up to a 4.0. The 3.3 is better suited for larger engines (6.0-7.0L) with higher boost demands (25+ psi) - IF the inlet system is not restrictive. In this case, bigger is NOT better. The 2.8H was more than sufficient for the 1000HP 4.6, 5.0, 5.4 engine families our kits were designed for. The 3.3 is a great supercharger but we deemed it’s size overkill for production car underhood applications. Here’s a list of why we prefer the 2.8H for Mustangs.
• At 24 psi, BACK to BACK controlled dyno tests indicate 1. the 2.8H/Mammoth™ WILL make MORE peak HP than a 3.3 with “conventional” manifold and 2. the SAME HP with a comparable Mammoth™ style manifold - 875HP..
• The 3.3 lacks firewall clearance. Mammoth™ manifold won’t fit a 3.3.
• Lacks hood clearance. No body raising, engine lowering, new springs, hood, etc.
• Physical size creates more underhood heat.
• Places more weight on front end.
• 2.8H max rpm is higher so it can match the cfm and boost of larger displacement 3.3 and make same HP. “H” (high pressure ratio) is good for 56HP.
• 2.8H O.K. to 25 psi (1000HP) which is a LOT of HP for any engine or drivetrain.
• 3.3 requires new fuel rails.
• 3.3 must run a 1/2” larger supercharger pulley or a 1” smaller crank pulley for street/pump gas.
• 3.3 larger heavier rotors limited to 14000 rpm max - according to the manufacturers own literature.
Click here to go to '05 up 4.6 3V MAMMOTH™ Supercharger Information
Click here to go to '03 Cobra MAMMOTH™ Supercharger Information
Click here to go to '07 up Shelby GT 500 MAMMOTH™ Supercharger Information
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