It is ideally suited for built higher rpm larger displacement engines and/or higher boost applications, yet works equally well on mildly modified or 100% stock engines. This kit will make 1 psi with our largest 3.75” pulley. Compare that to the stock Eaton or “ported” Eaton’s that require a tiny 2.75” pulley and almost 40% more supercharger rpm (15,125 Eaton vs. 11,000 Kenne Bell) to make the same 10 psi boost. “How much will it make with the same pulley?” To give you some idea of the new 2.6’s huge air flow and boost potential, a 2.75” pulley and 7.5” stock crank pulley will make 19 psi and 507HP on a 100% stock Lightning vs. 10 psi for the Eatons. That’s almost TWICE the boost (19 vs. 10) with identical 2.75” pulleys, tune and accessories. And it’ll make 455HP at only 15 psi on pump gas. A 9-1/2” crank and 3” pulley raises boost to 23 psi. That’s 554HP with a stock Lightning. And it makes 4.5-5.5 psi more than the Kenne Bell 2.3L BLOWZILLA.

As with larger engines, the BIG BORE 2.6L supercharger simply pumps more air - and boost - at a lower supercharger rpm than the competition. This equates to less friction, reduced temperature and lower parasitic losses (engine HP to drive supercharger) - at ANY boost.

WHY THE 2.6L VS. 2.8L OR 3.3L
We tested them all. The 2.6L is lighter, more compact (approx. 1.3” less L, W and H) leaving more plenum area for the inlet - and is not rpm limited to 13-14000 range. According to our data, the higher revving KB 2.6L will make the same boost and HP at 17000 as the 3.3’s at 13000. The 2.3 was proving too small for the higher boost levels on cammed and built engines. The 2.8L Kenne Bell is .72” longer than the 2.6L. The 2.6L is positioned as far forward as possible with a “Direct Drive” (no drive). This maximized the inlet plenum size (area between the supercharger and firewall). The Twin Screw loved this big plenum. The longer 2.8L coupled to a .72” reduced plenum did not perform as well as the 2.6L with the larger plenum, so we went with the 2.6L. It gave us the desired 24 psi and 950HP rating we needed. Extending the pulley farther forward was an option, but necessitated the crank pulley also be extended .72”. The crank would not tolerate the increased stress loads.

SPARK PLUG SERVICEABILITY
The kit features a unique 2 piece big plenum inlet manifold that allows the spark plugs to be removed WITHOUT REMOVING THE SUPERCHARGER. A kit without this feature was never an option for us. Early market research told us that removing the supercharger would not be acceptable.

INLET SYSTEM
We recognized that most Lightning owners replace their factory inlet box - unfortunately more often than not - with one of those ridiculous underhood “hot air” filters. Lose them and suck in ONLY cold air unless you believe “hot underhood air” is really better for your supercharger and engine. Some owners prefer to run the stock Ford “cool air” box so the Standard Kit includes fittings that connect nicely to it. They are not included in the tuner kit. Note: Our 4” Bazooka Tube sucking 100% cool air from outside the engine compartment was good for 15HP. That gives you something to shoot for.

*First 2 tests were with stock inlet system. All other tests with 4” Kenne Bell Bazooka Dyno Tube (no filter) using dyno room air. SAE corrected. A big oval throttle body was also used to negate any HP losses from inlet restriction at high rpm. Throttle body made “0” HP gain up to 450HP.

AIR CHARGE TEMP
At only 10 psi, Kenne Bell air charge was 41° cooler than Eaton. Difference was much greater at higher boost levels.

POWER CONSUMPTION
Kenne Bell 409HP vs. 385HP (-14HP). Eaton at same 10 psi boost. HP difference will be much greater at higher boost levels.

KENNE BELL FRICTION DRIVE
• Warranty void if using any aluminum non-Kenne Bell pulley.
• Always clean pulley friction surface with carb cleaner to remove any oil.
• Torque pulley bolt to 75 lbs. Use Kenne Bell Pulley Wrench.
• For stock 7.5” crank pulley, we use K080710 belt with 4”, 3-3/4”, 3-1/2”, 3-1/4” and K080720 with 3”, 2-3/4”.

NITROUS - First of all, we don’t like Nitrous. In addition to all the inconvenience, Nitrous makes comparing the performance of products and vehicle very difficult. To us, it’s a “crutch.”

PERFORMANCE PRODUCTS - There are many sources for parts, and far more theories, philosophies, combinations, biases - and non credible dyno tests and comparisons. Here’s our recommendations. When deciding, one should only consider accurate unbiased back to back dyno comparisons like the Kenne Bell tests performed with OEM grade AFM1000 or Horiba air fuel meters. Johnny Lightning (JLP) 610-476-5724 is the most highly regarded and reputable Lightning source for performance parts and engines. They also do some R&D testing for us. After we finished our tests with Ford Performance Trucks Magazine, JLP tested the exact same 2.6H supercharger kit on his Maximum Performance Street Beast at the same 23 psi boost. It was the Fastest Street truck at the Muscle Mustangs & Fast Fords Lightning Shoot Out. The truck ran a 10.42/132, the third run off the dyno. Drove it to the track. 672HP/811 FT LBS vs. 538/678 with a stock truck WITHOUT NITROUS!