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• Proven design concept. Rear inlet / highest HP.
• Billet Twin Screw Supercharger (lower power consumption & coolest air charge temp).
• 4x6 lobe male-female rotors. Others use 3x5 rotors.
• Whisper quiet. No gear growl or clatter.
• Bypass valve air is AFTER intercooler (cooler & denser air).
• Street Legal or Competition Kits.
• INSTANT BOOST (optimum acceleration at ANY rpm).
• 610HP @ 8 psi. Up to 1500HP @ 23 psi.*
• Huge HP potentioal. 2.8L (1200HP), 3.5L (1500HP).*
• Big efficient Kenne Bell “Dual Pass” intercooler and heat exchangers.
• Clean OEM look. No underhood exposed intercooler, piping or “hot air” filters.
• Integral intercooler (no external pipes, fittings, etc.).
• Big 4.5” (112mm) “ram tube” with MAMMOTH™ Inlet components. 1200HP rated.
• MAMMOTH™ Inlet Manifold accepts stock, 90mm, KB Dual 75 or KB Big Oval Throttle Body.
• “Rear” induction for maximum air flow to supercharger (BOTH rotors open to manifold).
• Optional Dual 75mm or Big Oval Throttle Body (fits same manifold).
• External Cool Air Filter behind front bumper (no underhood hot air filter, baffle, etc. to rob HP).
• Exposed retro/OEM top mount - front facing design (supercharger runs cooler).
• Billet polished or black hard anodized.
• Easy & economical to upgrade supercharger and/or throttle body.
• Kenne Bell BOOST-A-PUMP™, fuel system & 50lb injectors supports up to 700RWHP/823EHP.
• Oil dipstick. No sight glass to discolor or stain.
• Kenne Bell designed, tested & tuned on supercharger dyno, chassis dyno & flow bench.
• Flash Programmer.
• Proven 6 rib belt system to 16 psi with 7.5" crank pulley. Optional 8 rib required on 16-23 psi.
• Step by step easy to read installation instructions.
• 50 State Legal pending.

*See Tech Tips available 6/’09. Depends on engine size, components (cast or forged), modifications, boost, fuel octane, etc.

NOTE: ANY DODGE SHOULD BE DYNO TESTED WITH THE HOOD CLOSED - LIKE THE CAR IS DRIVEN.

ALL KENNE BELL DYNO TESTS WERE WITH HOOD “CLOSED.” “OPEN” HOOD TESTING ELIMINATES THE HOT AIR TO UNDERHOOD FILTERS AND OVER RATES DYNO HP NUMBERS (1% POWER LOSS FOR EVERY 10° ABOVE AMBIENT) UP TO 30HP.

  
     
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KENNE BELL TESTING PHILOSOPHY
      At Kenne Bell, our philosophy is simple. For 40+ years, we have spent the time and resources to supply our customers with honest, accurate, repeatable test results and tech info on our products. We don’t skew or camouflage our test data or advertising by relying on Nitrous, headers, cams, heads, strokers, built motors and other “not mentioned” modifications to enhance the performance of our supercharger kits. That’s misleading. Instead, we test the supercharger kits on STOCK engines and cars just like the ones 90% of our customers drive. The “Kit” HP and HP potential (room to grow) should stand on it’s own merit. And if we “add other products” or make modifications, we duly note it and/or publish the test results. We are not a “one test - so buy it” company. This way, Kenne Bell customers can see exactly how much HP - and where - our kits produce WITHOUT and WITH other bolt ons or modifications and then intelligently compare it to the competition. Isn’t that the way it should be? We think so. Our customers think so. So, read the info and tech and give us a call if you have any questions or suggestions.
     
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          These kits push Dodge performance to a new level unsurpassed by the competition. And they compliment the rich Dodge performance heritage with a real fully exposed top mount - front facing retro style supercharger kit. We’re proud of our billet supercharger so there are no supercharger “covers” or restrictive external runners that hide the supercharger. And no underhood exposed intercoolers, piping and “hot air” sucking filters to clutter up the engine bay. Just that clean, visible an intimidating Kenne Bell Billet Twin Screw MAMMOTH™ Kit.

We incorporated all the industry leading Kenne Bell Twin Screw MAMMOTH™ technology into our new Hemi Kits. And we built in plenty of room to grow. This resulted in the most powerful, highest HP potential kits available for the Hemi - the same basic 2.8L kit design chosen by Shelby for their 725HP Super Snake and Mr. Norm for his 650HP Cuda Challenger, the two most powerful production musclecars ever. With a Kenne Bell Kit, your Hemi engine will suck in ONLY cool, dense, power enhancing air from the unique Kenne Bell inlet filter located behind the front bumper. Just like the Hemi’s scoops of the ‘60’s and ‘70’s. And you won’t get sleepy or hungry waiting for the boost to spool up as the supercharger doesn’t rely on engine speed to increase boost as with centrifugals and turbos.

         
         
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RAM HORN 1500HP DYNO TEST MANIFOLD ENGINE
          Kenne Bell is dedicated to providing our Hemi customers with the latest in Twin Screw street and competition supercharger kit technology. We purposely over engineered our base 8 psi kit to cover an unmatched HP range of 600-1200+HP with the SAME hi-flo components. Only a larger than stock throttle body is needed. That’s because of the huge 4-1/2” MAMMOTH™ Rear Inlet System which is standard equipment on all kits. No long heat soaking restrictive intake runners that rob peak HP and cover up your supercharger.

Note: At 700HP, the injectors and engine internals should be upgraded but no costly supercharger, manifolds, etc. replacement is necessary. Just add our larger 1880 cfm throttle body (stock is 924 cfm).

To illustrate the HP potential and just how efficient our MAMMOTH™ Rear Inlet System and 2.8H really is (no guesstimating, estimating or theorizing), we designed this gargantuan dual 4” pipe manifold with 100mm throttle bodies for off road, street rods and dyno testing. Results: The basic 8 psi kit MAMMOTH™ manifold with a single 4-1/2”/dual throttle body made near identical HP to the Ram Horn. Enough said about who’s inlet concept works best and flows the most air?
         
         
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HEMI TECH

This info is intended to help our customers make more intelligent decisions and avoid common mistakes. All dyno tests on Kenne Bell Dynojet. These are not estimates or heresay numbers “bloated” by headers, strokers etc. Note: Actual RWHP on other dynos will depend on many factors (see Dyno Test Variables and Air Fuel Ratio Readings - The Pitfalls & Problems).

1. 11.5 AFR and optimum spark (22°) was used so as to eliminate variables. 1° spark = 4 HP.

2. 94 octane allows boost to be increased 1 psi (+20HP) via a 1/8” smaller supercharger pulley (3-3/8” vs. 3-1/2”).

3. Manual trans cars make 15 more RWHP than the automatics at 500RWHP level. Manual trans makes most HP in 4th. Auto trans 3rd gear.

4. To determine engine HP, divide RWHP by .85. Example: 520RWHP ÷ .85 = 611.

5. Kenne Bell Kits are factory tuned with OEM grade equipment. Custom tuning not necessary or recommended unless kit is altered or modified.

7. NEVER have your car’s air fuel ratio checked with any device other than the AFM1000, HORIBA or ETAS. Other devices can be off by 1-2 points. Sorry, we cannot accept data from any other AF devices.

8. Competition pulleys are available in 3-3/8” (9 psi), 3-1/4” (10 psi), 3-1/8” (11 psi) and 3” (12 psi). Standard is 3-1/2” (8 psi). 7.5” crank pulley with 3” is 15 psi.

9. 8 rib system available for higher boost (+15 psi) applications.

10. Recommended spark plugs - Denso Part# ITL 16.

11. Recommended octane booster - Torco Accelerator. Good for +7 octane. See “Jim Bell’s Supercharged/Turbocharged Performance Guide.” Buy 5 gallon container ($135) for best value. $7 per 20 gallons or .35/gallon.

12. Our dyno tests indicated “0” HP gain with cat backs. Even removing entire cat back was “0” HP. Dodge exhaust is very efficient.

13. Yea, yea, we know. The stock pistons are weak. But they DO hole 16+ psi for drag strip use IF YOU DON’T DETONATE the engine. Forged pistons will also fail under detonation. As with any engine, JUST DON’T LET KNOCK! Know your tuner if you play with boost.

14. Octane? “It never hurts to run more.”

FUEL SYSTEM - Kenne Bell 17V BOOST-A-PUMP™ and 50lb injectors included in all kits. Good for 650RWHP with stock pump. Use 20V BOOST-A-PUMP™ with 70-80lb injectors and stock pump for up to 800RWHP. ST Motorsports test car made 765RWHP (900 engine HP) @ 20 psi with 100% stock motor and car using 20V BOOST-A-PUMP™ and 80lb injectors and there was another 35HP or 801RWHP/914EHP, the exact same HP numbers the same MAMMOTH™ Kit made at 23 psi on the Shelby GT 500 car and engine dyno. Still believe you need 2 pumps, bigger pumps and larger lines on your Dodge?

IGNITION - Stock works just fine.

TRANSMISSION - After 550HP, automatic trans needs the shifts firmed up with a valve body kit. HP begins to overpower the trans.

DODGE 6.1 vs. SHELBY GT 5.4 - With the same cfm rated Kenne Bell 2.8H MAMMOTH™ Inlet System on both 100% stock engines with the same manual trans, boost, AFR and optimized timing (tune), the Dodge will outpower the 5.4 Ford by 65HP at all engine speeds.

The Probelm: Car shuts off when attempting any WOT chassis dyno runs. Before attempting WOT runs, be sure ABS, ESP, Brake and B A S lights are “ON.” Attempting to defeat ESP (traction control) will not solve problem.
The Solution: Drive car on dyno normally until all these (ABS, ESP, Brake and B A S lights are “ON.” Takes up to 10 minutes. Turning off ESP does NOT defeat system. The problem is NOT THE TUNE. It’s the Chrysler calibration.

Tech Support? All our people are knowledgeable and experienced. They tell it like it is. There’s no B.S. And they’ll NEVER recommend something you don’t need.

 

 

DO NOT . . .

DO NOT use any underhood filter, shrouded or un-shrouded. Voids your KB warranty. Hot underhood air heats the air, reduces HP and increases detonation and the possibility of engine damage. Note: “Shrouds” allow hot air to be sucked in around the gaps. And the filter runs “hotter” under the hood. And never assume 100% outside air magically finds it’s way through the front end openings and into the filter.

DO NOT install covers or shrouds over supercharger.

DO NOT modify knock sensor calibration.

DO NOT use a “tail pipe sniffer” AFR device under any circumstances.

DO NOT change rear end gear ratio.

DO NOT change, modify or replace any kit components including throttle body.

DO NOT re-tune kit - unless modifying the kit with larger injectors, throttle body, gears, headers, cams, etc. Kenne Bell offers NO custom tuning.

DO NOT change stock cam. Dodge’s Speed Density system relies on vacuum and rpm for engine operation. Cams LOWER vacuum. Your WORST nightmare. Cams are for all out racing only. Very difficult to calibrate for street use.

  
         
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          Another unique Kenne Bell feature for the Hemi Kits is the “Patent Pending” Bypass Valve which prevents premature throttle opening, surge and runaway acceleration. One would have to be living in a Village not to have heard of the annoying low and mid range throttle “surge” and “runaway” so common on the supercharged Hemi’s with drive by wire throttle body. All efforts to “tune away” this problem via re-calibration and new software has been unsuccessful as of this writing. The BOOST A VAC Bypass Valve has several other benefits over conventional valves e.g. 1.) reduced supercharger heat, 2.) improved fuel economy and 3.) valve is “full open” at 0” Hg so non-stock lower vacuum cams do not keep the bypass valve closed or partially closed in the 1”-10” Hg range and burn up the supercharger and 4.) spring tension can be varied to reduce tire spin at launch.
         
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          Engine oil has the exact opposite effect as higher fuel octane. It drastically reduces fuel octane, increases detonation and can seriously damage the pistons, rings and rods. Engine oil flows into the inlet tract via the PCV valve. Unless CONTROLLED and CONTAINED, this oil and crankcase debris settle and pool in the intake manifold where it is sucked into the combustion chamber. Stock Hemi’s utilize an elaborate oil control system to avoid this problem. All Kenne Bell Hemi Kits are supplied with a unique Kenne Bell designed valve that traps and eliminates this undesirable oil buildup. It raises our kit cost, but 18 years of experience has taught us that it is absolutely necessary on the Hemi’s. Otherwise, Chrysler would not have used one on all their production engines. And less oil in the inlet tract makes more HP.
         
Click Here for Independent KB Supercharged Dodge Challenger Test Drive
     

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