Stage 1, Stage 2 Upgraded Kits - Huge HP and torque gains at all RPM. Best HP value. More HP than stock Shelby GT 500 or KR. And a real cool air system (41° cooler). Stage 2 (KB 130mm throttle body) is 25-63HP over Stage 1 (stock throttle body).

MAMMOTH™- Simply outpowers the others. Latest inlet system technology (al Kenne Bell engineered components). Max HP for street or competition, stock or built motors. Lots of room to grow. Less cost and more HP than headers, heads, cams, etc.

   
  *See Stage 1, Stage 2 and MAMMOTH™ Kits for the Dyno Tests, Tech Info and Tuning/Building Tips. RWHP Dynojet SAE corrected gains over 100% stock 279RWHP - with ONLY Kenne Bell Kits. Fuel system (required above 540HP) and engine components were upgraded to handle higher HP but no power adders like headers, heads, cams, high CR pistons, etc. were added except where noted. See MAMMOTH™ 2.8H Kits, Dyno Tests and Tech Tips.     
 
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Here’s proof of the huge HP potential of the BIG BORE™ 2.6 and 2.8H Kenne Bell Kits. Designed to outpower other kits in the low, mid range and top end. Compare us to the competition., HP runs were all through the stock cats and manifolds. No headers, x pipe, hollowed out cats. Only a Bassani cat back and a Kenne Bell Kit. SAE corrected. Thousands of tests were run to accumulate the Dyno & Tech Data and Max Rating Recommendation (see list) to help our customers make better decisions on Kenne Bell and other related products.

STAGE 1 501-620 (8.5-19 psi) with only pulley/boost changes. Street-competition. 2.6. “Real” Cool Air Kit (-41° vs. underhood). BOOST-A-PUMP™.No extras. KB tune. See “Max Ratings Components.”

STAGE 2 522-675 (9-19 psi) with only pulley/boost changes. Max street-competition. Same as STAGE 1 but uses 130mm Kenne Bell “Angle Flow” Throttle Body and special calibration. +21-64HP at same boost (more HP than headers, x-pipe and cams combined). All the HP the stock engine will stand. See “Max Ratings Components.”

MAMMOTH™ 581-775HP (12-25 psi) with only pulley/boost changes. The secret is in the MAMMOTH™ inlet tract. Non bigger. Rated at 1200HP. Max HP tuner kit. Competition or street. Built forged motors only. Add heads and cams for more HP. Headers not recommended at time of printing. No HP gain. Outpowers even 3.3 kits. Fits under stock hood. Need 8 rib system, 60-70 lb injectors. See “Max Ratings Components.”
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QUOTES:

A magazine writer who recently test drove our new supercharged ‘05 stock Mustang had this to say: “The Kenne Bell 8 psi kit is a ghostly quiet wickedly powerful over the top 500HP torque monster that runs on 91 octane. Like any good supercharger kit, it makes great peak power, but what’s really unique about the Twin Screw is all that seat pinning low and mid range power it generates. There is no feeling of supercharger boost lag at any rpm. Then they installed their 600HP 13 psi “max street” pulley with no other changes except the addition of 100 octane fuel. That almost doubled the HP to the rear tires. Ford and Kenne Bell did something right on this engine and car because this thing had stock exhaust and manifolds, throttle body, ignition etc. The only mods were the supercharger kit and Centerforce clutch. Will the engine hold up? I don’t know, but there’s another 11 psi left in pulleys. If what these guys claim is true (15HP per psi boost) . . . . !”

“What makes the kit so much fun to drive is the torque curve, which exceeded 400 ft. lbs. from 2500-5700 (9 psi kit).” Richard Holdener “Building 4.6/5.4L Ford Horsepower” SA Books

After installing the Kenne Bell supercharger on their ‘05 Mustang, dynoing it at 502RWHP and then test driving the car, this is what the Speed Channel’s Two Guys Garage had to say: “I never thought a Chevy guy would have so much fun in a Ford!”
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• Big increase in HP & torque - EVERYWHERE - not just at peak rpm.
• No boost drop off at higher rpm.
• Does not depend on engine rpm to generate more boost.
• Fat flat torque curve.
• Lower gears not necessary.
• Bar and plate intercooler.
• “Two pass” heat exchanger.
• Available intercooled (9-10 psi) or non-intercooled (5 psi).
• Upgradeable from non-intercooled to intercooled.
• Manual or auto trans.
• 39lb injectors (60lb optional). Cals available for both.
• Cooler air charge temperature.
• 60°-80° cooler air charge temp and requires 10-16 less HP to drive than Roots type*
• Looks factory. Mounts on top of engine.
• Forward facing. Drive and pulleys are in front of engine.
• All necessary hardware included.
• All major components are assembled and tested.
• Available in black/satin or polished.
• Serviceable. Supercharger can be rebuilt in U.S.
• Best step by step instructions in the industry.

*Eaton 90 (1.5L) vs. Twin Screw (1.5L) test.
   

Note: All larger drive by wire throttle bodies are very sensitive and require a special calibration/tune which we can supply no charge when ordering the kit. This tune was developed on our test car. We DO NOT offer tunes for headers, larger injectors, cams, etc. That requires a custom tune. This new Kenne Bell Stage 2 Kit requires a special “Stage 2” tune accompany the throttle body ($399)*

*If you have already purchased a Kenne Bell Kit with stock throttle body, then the tune can be flashed onto your of flash tuner for $99. If your car is modified with cams, heads, headers, injectors, etc. you will have to get it custom tuned. Kenne Bell tune OK with cat back exhaust.
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BUY FACTORY DIRECT
Kenne Bell is a family owned hi-tech supercharger company rich in high performance engineering heritage and well experienced in factory direct sales and service. In 1991, when we introduced our new Twin Screw kits to the Ford market, we adopted the policy of selling factory direct to our customers. It’s worked very well for us over the years. Eliminating the “middleman” (Auto Dealer, Distributor, Web Sellers, etc.) profit allowed us to keep our supercharger prices more competitive. Since all engineering, calibration, testing, marketing, assembly, warehousing, direct sales, tech support, warranties, etc. are handled in house at Kenne Bell - we have no use whatsoever for any other middleman services. Who knows Kenne Bell superchargers, the applications and the technical issues better than us? For those who require installation service, we have a network of Authorized Kenne Bell Installers. Check with us for locations.

KIT PHILOSOPHY & COST
The Kenne Bell ‘05 up Mustang kits may cost more than other kits, but it is the largest displacement billet twin screw available - the BIG BORE 2.6L. Equally important is Kenne Bell kits are COMPLETE. We even inlclude the tune (calibration) for the supercharger kit. No costly custom re-tuning is necessary. No extra parts. All kits include a mass air meter, cool air kit, BOOST-A-PUMP™, 39lb injectors and a Kenne Bell optimum calibration (up to 540RWHP) that DOES NOT require expensive custom tuning. Just install smaller pulleys to increase the boost/HP and add octane. The tune is Kenne Bell in house tuned to 11-11.5 AFR and 25° for any HP level from 401-540RWHP (5-12 psi) so there’s no “re-tuning” necessary when increasing HP with our kits.

INTRODUCTION
At Kenne Bell, we believe that decisions are best made when all the facts are known - and the more you look, the better we look. We try to cover any foreseeable question, and therefore, go to great lengths to supply our customers with all the information (tests, tuning, comparisons, related products, tech info, etc.) necessary to understand our products and related components. The kit concept, it’s features and components are all thoroughly explained, followed by our Mustang 3V Tech Tips. The Kenne Bell Twin Screw Kit may cost a little more, but if offers more - much more. The best of everything. Uncompromising Kenne Bell engineering heritage and tuning. No “upgrading,” or “porting” or “re-tuning” etc. is necessary. This is no wimpy OEM grade Eaton 90 (1.5L/415HP max), Eaton 112 (1.84L/453HP max) - or Eaton 122 (2.0L). These are numbers published in Eaton literature. Boost range is 6-25 psi with no boost drop off. And you won’t get sleepy or hungry waiting for the boost and HP to build up as with centrifugals or turbos. All kits feature gobs of boost (HP & torque) at ANY rpm, not just “peak” rpm.

The 93mm genuine cool air inlet system picks up dense cool air from under the front bumper instead of the power robbing hot underhood air as others do. A new 90mm Lightning meter replaces the restrictive meter/filter box combo. The Kenne Bell BOOST-A-PUMP™ and 39lb injectors can support 540RWHP whereas 60lb injectors can make 800+RWHP depending on boost, fuel pump, etc. The restrictive and relatively weak stock composite inlet manifold is replaced with a high rpm - low restriction cast aluminum manifold and intercooler assembly that mounts the supercharger on top of the engine and pointing forward. The inlet manifold features a unique anti-reversion plenum that enhances air flow while silencing the incoming air at idle and cruise. And, as with all Kenne Bell kits, we don’t use the engine's oil to lubricate the supercharger. The oil system is self contained in the supercharger. No drilling holes in the oil pan. No oil feed and drain lines and no heating or contaminating engine oil. There’s even a valet mode on the billet bypass valve.

THE KENNE BELL BIG BORE 2.6, 2.8H TWIN SCREW SUPERCHARGER
The ultimate supercharger kit for the Mustang 3V. Bulletproof billet construction, max HP and torque at ANY rpm. 5-25 psi boost range with no “boost drop off,” huge potential for future upgrades or higher boost weekend or competition racing, quiet operation, intercooled - and Kenne Bell engineered and calibrated. No other supercharger produces more boost (HP & torque) throughout the engine’s rpm band. Any knowledgeable automotive engineer knows the Twin Screw has proven to be the most overall efficient supercharger. Although the Eaton/Roots style is an excellent OEM style cast aluminum case supercharger with a great reputation for reliability, the Twin Screw will always make more HP and torque simply because it requires less engine HP to drive, has a cooler air discharge temp and a higher volumetric efficiency (air in vs. air out). That is why the Twin Screw has become the choice for both OEM and aftermarket vehicles where maximum peak HP is desired without sacrificing low and mid range boost. There is a trend. Ford selected the Twin Screw for it’s most prestigious and expensive car ever - the Ford GT. Mercedes also switched to a Twin Screw in lieu of the Eaton on their high HP vehicles. Then there’s all those factory supercharged Cobras and Lightnings that upgraded - and continue to replace - their Eatons with the Kenne Bell Twin Screw superchargers.

It’s also important to understand that the Twin Screw does not depend on engine rpm to generate more boost/air flow as do the centrifugals or turbos. Instead, the Kenne Bell “stores” it’s air supply (boost) much like a huge air tank. Boost (zero, partial or full) is always there and is regulated by your foot. The farther down the gas pedal, the more boost it makes. Nitrous also makes good power, but unlike the Kenne Bell, it’s either “all on” or “all off.”

BILLET CONSTRUCTION
Besides it’s hi-tech, intimidating and expensive appearance, the billet Kenne Bell supercharger is stronger - at any boost and rpm level. Any engineer, engine builder or hot rodder prefers billet. Consider this. If billet wasn’t a superior concept, then billions of consumers hard earned dollars has been wasted on upgrading from lower cost less durable cast to stronger billet components e.g. rods, cranks, gears, cams, rocker arms, pumps, shafts, etc., etc. These are not lower cost mass production OEM cast Roots type superchargers and drives “adapted” to the aftermarket. Both are, instead, limited production CNC machined 100% billet aluminum and steel. Even the bypass valve is billet. The inlet and discharge openings are precision machined for optimum and consistent air flow. Only the front cover is cast as it merely stores the supercharger oil. The drive is also 100% billet.

SUPERCHARGER POTENTIAL (BIG BORE 2.6L)
We crammed in the biggest, baddest, most efficient positive displacement 50 State Legal* (pending)* supercharger that would fit under the hood - one that’s just loafing around 550RWHP. Most of our customers will be more than satisfied with our standard 9-10 psi kits, which are easily capable of exceeding the “safe” rating of the pistons (approx. 520RWHP). The 2.6L is rated at 950HP and the 2.8H at 1050HP. Yet the driveability and factory feel is not sacrificed - except your 4.6 feels like a 7.0-10.L at ANY rpm when the pedal is pushed down far enough to kick in the boost.

Yes, Kenne Bell kits are overdesigned or overkill, but our big supercharger won’t leave you hanging with your supercharger gasping for air - and boost - unable to keep up with the increasing engine HP/air flow from heads, cams etc. (see “Boost Drop Off Comparison”). If the boost drops with a Kenne Bell, you won’t have to spring for a supercharger upgrade. Instead, simply install a smaller pulley on your Kenne Bell to bring back or increase boost. The Big Bore Kenne Bell reflects the absolute latest in Twin Screw rotor profile technology. 520-775HP is easy with our kits on stock spec engine. All else equal, at a given boost, a larger supercharger can enjoy some advantages over a smaller faster spinning supercharger:

1. A larger displacement supercharger obviously offers more HP potential.
2. It runs cooler because it spins slower.
3. Bearing speed friction and oil temperature are reduced.
4. Cooler air charge temperature.
5. Lower parasitic loss (less engine HP to spin).
6. Larger pulleys have more surface area for less belt slippage and wear.

In the case of an Eaton 112 vs. the Kenne Bell Twin Screw, the Kenne Bell pulley is up to a full 1” larger in diameter that equates to 33% more belt contact area, less potential belt slippage and HP loss. At 9 psi, the 2.6L spins 33% slower than an Eaton 112 and 66% slower than the Eaton 90.

FORWARD FACE - TOP MOUNT SUPERCHARGER
Since 1991, the Kenne Bell trade mark has been a top mount forward facing billet aluminum Twin Screw with that classic and intimidating retro - drag race look. When the hood goes up, no one can ever mistake a billet Kenne Bell Twin Screw for a low cost OEM style cast aluminum case Eaton/Roots or twin screw. And you’ll never see a cover over one of our superchargers. We may be biased, but we believe the billet Twin Screw just looks more impressive than a front, side or under engine mounted centrifugal or turbo - or a backwards facing positive displacement supercharger. At one time, we considered a rear drive backward facing Twin Screw, but the complexity, reliability, cost and HP loss of the jackshaft, bearings, brackets, pulleys, belt, tensioner, etc. was shelved in favor of our proven conventional forward mount design.

INTAKE MANIFOLD (LOW RESTRICTION ALUMINUM vs. STOCK COMPOSITE)
Using the stock Ford plastic composite inlet manifold would have reduced the cost of our kit about $600, but it was never an option for 3 reasons: 1.reliability, 2. HP and 3. appearance.

1. According to Ford, the 4.6 long runner manifolds were not designed to handle the added pressure (boost) heat, surges and increased air flow of a high HP supercharger. Instead of mounting the supercharger and intercooler externally and blowing into the weak restrictive composite stock manifold, we instead placed the supercharger on top of a new cast aluminum bulletproof manifold and intercooler. This is the same basic proven design concept used by Ford engineers on their supercharged Cobra, Lightning and GT - and on the Kenne Bell ‘96-’04 Mustang.
2. The long restrictive stock manifold runners hurt mid range and top end HP. No secret here. We were not willing to sacrifice these power and torque losses, so chose to instead design a new low restriction short runner aluminum manifold. The forward facing supercharger blows “down” directly into the head ports. The Kenne Bell manifold guarantees the best of all worlds - maximum boost and HP throughout the rpm range with no top end boost drop off.
3. We believe that if one spends the money for the king of power makers, the Kenne Bell billet aluminum supercharger, then it should be visible with the hood up. Why hide it? The new manifold allowed us the front facing - forward mount traditional supercharger look.

Finally, we preferred the enclosed vs. external intercooler concept.
 
 
  COOL AIR INLET SYSTEM
You don’t race your car on the dyno and you can’t drive around with the hood up. Everyone dyno tests with the hood open because closing the hood would allow the engine to suck in all that hot underhood air and reduce the HP numbers. Oops! The Twin Screw likes LOTS of cool unrestricted inlet air flow. Note: At 400HP, an engine consumes about 600 cu. ft. of air per minute or 10 cu. ft./sec. That’s a big 2.15 cube of air every second. If you would calculate the TOTAL air space under the hood of the ‘05 Mustang, you can easily see it doesn’t take very long for the engine to inhale all that power robbing hot underhood air. Needless to say, the radiator, headers and engine heat will continue to replenish the hot air thereby diluting or heating any cool air flowing through those small openings next to the radiator and ultimately out the rear of the engine compartment. At 89° ambient, the air temp at the Kenne Bell filter is, of course, also 89°, but the idle temp is 130° at the stock filter location. That’s 41° or 46% hotter than ambient. Even Ford engineers agree that the ‘05 Mustang is starved for air - especially cool air - on the driver side where the stock inlet opening is located (behind the radiator). Unlike all the older ‘86-’04 Mustangs, there is NO fenderwell cavity to pull air from. Check it out. Poke a hole in an ‘05 up fenderwell and you hit the tire. There is no cavity. Others merely “stick” a filter in the corner and/or try to suck in enough air through the small holes next to the radiator or they stick a baffle next to the filter as if that would magically create a cool air supply. Our testing indicated insufficient volume and higher air temperature on the driver side. So Kenne Bell engineered a unique reverse (passenger side) 93mm cool air system that mounts a huge 9” long 93mm filter outside the hot engine compartment and under the front bumper where it can pull in an unlimited supply of cool dense air. The bumper shields the filter from direct rain puddles and water. The concept is not new. Nearly all factory muscle cars and race cars capture cool air from hood, bumper and cowl scoops. To minimize inlet restriction between the filter and throttle body, we replaced the stock meter with a big 90mm Lightning all fed by a huge 93mm plastic ram air tube.
 
   
    PULLEYS? WE GOT PULLEYS
5-25 psi boost in 1-2 psi increments. The biggest selection of billet steel 6 and 8 rib (4-1/8”-2-1/2”) supercharger pulleys available for the Twin Screw.
     
 
BILLET BYPASS WITH "EXCLUSIVE" VALET MODE
Billet aluminum bypass valve with valet mode. A simple screw locks out boost.
RECOMMENDED OPTIONAL PERFORMANCE PRODUCTS (See catalog & website)
Kenne Bell BOOST-A-SPARK™ (Best Ford 4.6 ignition. Recommended after 10 psi)

Recommended at approx. 550RWHP:
Kenne Bell 8 Rib System
8 Rib Belt

Kenne Bell Serpentine Belt*
*This is a special 6 rib belt made specifically for this kit. It may be available only from Kenne Bell.

MAJOR KENNE BELL KIT COMPONENTS STAGE 1
Billet Twin Screw 2.6L BIG BORE Supercharger
Hi-Flo Aluminum Inlet Manifolds
Billet Bypass Valve Assembly with Valet Mode
Bar and Plate Intercooler (”Intercooled” kit only)
Intercooler Pump (”Intercooled” kit only)
Water Fill Reservoir (”Intercooled” kit only)
93mm Cool Air Kit
90mm Lightning Mass Air Meter
Kenne Belll Calibration (Optional Dual Calibration ”Power” & “Shoot Out”)
39lb Injectors
BOOST-A-PUMP™
160° Calibrated Thermostat


MAJOR KENNE BELL KIT COMPONENTS STAGE 2
Same as STAGE 1 except 130mm Throttle Body and Tune

MAJOR KENNE BELL KIT COMPONENTS MAMMOTH™
Same as STAGE 1 except . . .
130mm Filter (under front valance)
130mm MAF Meter
4.5” Ram Tube
Ford GT Inlet Flex Tube
Dual 75mm Throttle Body
MAMMOTH™ Inlet Manifold
2.8H Twin Screw
     
   

‘05 UP MUSTANG GT KENNE BELL SUPERCHARGED vs. ‘03 COBRA EATON SUPERCHARGED 8.5 BOOST
First the media compared a Kenne Bell Twin Screw to the factory Eaton/Roots on a 4.6 2V GT Mustang. Then the superchargers were compared on a 5.4 2V Lightning. Next on a 4.6 4V Cobra (see website for media reprints). With all those 3V Mustang HP numbers being thrown around, it might help your perspective to see a real back to back comparison with a vehicle we are all familiar with - the ‘03 Cobra.

Since the ‘03 Eaton supercharged Cobra appears to be the benchmark for new Musclecar performance, we compared the stock ‘03 Eaton supercharged 4.6 Cobra to our Kenne Bell supercharged 4.6 ‘05 GT Mustang at the same 8-9 psi boost (9 psi street/8.5 psi dyno). Note: Peak “street boost” is typically .5 psi higher than “dyno boost.” The two primary power variables, AF ratio and timing, were the same (11:1 and timing was optimized at 25° and 23° respectively). The Cobra made a respectable 366HP, but the Kenne Bell Supercharged GT topped it with 501HP (+135HP) at 8.5 psi. The Kenne Bell difference at higher peak boost levels was even moreimpressive.

The 4.6 3V is a truly impressive engine. Ford did their homework on this one. It is very responsive to the Kenne Bell Twin Screw concept. They are the perfect match. A free breathing highly efficient Ford engine with all the seat pinning low and mid range performance that only a Kenne Bell engineered Twin Screw kit can provide. And there’s no power or boost drop off at high rpm.

The comparisons below were made with 100% stock vehicles with equal tunes. No exhaust, headers, x pipe, throttle body, etc. The GT had a Kenne Bell 8 psi kit and the Cobra ran the stock Eaton with 8 psi. Both had a peak boost of approx. 8.5 psi. This should give you an idea of just how well Ford’s new Mustang 3V compares to the Cobra.
       
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