WHY KENNE BELL? Since 1990, Kenne Bell has been number 1 in PD (positive displacement) supercharging. And we’re still on top. Today, new Patent Pending Kenne Bell innovations leave the competition hot and gasping for air. In the end, it is the supercharger kit that makes the HP and not pet theories, rhetoric, hype and misleading tests. The Kenne Bell hi-tech 4x6 rotor lobe superchargers require up to 100 LESS engine HP to drive (less parasitic loss) with measurably cooler air charge, cooler oil temps - and unsurpassed HP potential for room to grow. Kenne Bell simply out powers the competition with all new technology - 1. Liquid Cooling (LC) 2. Advanced 4x6 rotor profiles 3. Seal Pressure Equalization (SPE) and 4. CNC ported inlet and discharge. And the higher the HP the greater the Kenne Bell difference. Check out our product features, dyno tests and tech and you will see why Kenne Bell is the “go to supercharger website.”.

HP POTENTIAL Twin Screw superchargers MUST RELY ON LARGE FREE FLOWING INLET SYSTEM TO PRODUCE MAXIMUM PERFORMANCE. The 2.8, 3.6LC and 4.2LC Kits all use a huge air guzzling 4.5” filter, 4.5” MAF meter and 4.5”x4’ long Ram Air Pipe feeding the MAMMOTH™ inlet manifold (accepts up to 115mm throttle body). Compare that to the competition. Kenne Bell “0” restriction - short runner discharge manifold, intercooler and heat exchanger are designed to support 1000+HP on a 100% stock motor. Forged pistons and rods are necessary at some point but the kit components including the 2.8L will support it, so there’s no upgrading of basic components necessary with the 2.8, 3.6 or 4.2 kits. Just upgrade the stock 90mm throttle body to our 110/115mm. See Tech Tips for dyno tests. It fits the oversized Kenne Bell MAMMOTH™ inlet manifold and 4.5” inlet system.

Note: The ideal supercharger (2.8, 3.6 or 4.2) choice will depend on 1. engine and size 2. modifications 3. boost and 4. HP goals.

But rest assured Kenne Bell 2.8, 3.6 and 4.2 superchargers are able to support 650-1400HP with the LOWEST power consumption/parasitic losses, the coolest air temps and highest cfm. And we can prove it. If 650HP (+164-200HP gain) from the 2.8 on pump gas isn’t enough, step up to a 3.6 or 4.2 kit or higher octane fuel on the 2.8.

RETRO TOP MOUNT - REAR INLET Why hide a supercharger? We believe superchargers should be exposed (run cooler), right side up, pull air from the rear and face forward with the drive pulley on the front of the supercharger and not in the back. “Front entry” designs require the air make ONE right turn into the front inlet manifold. The KB air flow does ONE left turn into the inlet manifold so WHY the complexity and “backwards” look of the front inlet? A “front inlet” concept requires a power robbing jackshaft system with additional gears or pulleys, bearings, brackets, etc. Kenne Bell Ford, Dodge and GM kits can all pull 1200HP of air through the MAMMOTH™ Rear Inlet Systems. Can a front inlet really top this?

A Kenne Bell “blow down” design means no hot intercooler or manifold runners to restrict air flow, heat soak and heat up the supercharger itself. Short runners with a “top mount” supercharger produce the most top end HP. Granted “long” runners increase torque at low rpm but who needs just a few more ft. lbs. of torque with a Twin Screw while sacrificing all that top end HP? Check out those big, flat, fat torque curves the Kenne Bell kits make. Does it get any better than this? Also, the Kenne Bell “blow down” kit eliminates the stock plastic intake manifold which was never designed for high boost or 50-300% more air flow. Oops. Finally, by mounting the supercharger on top of the engine instead of on the side frees up the “sides” for our big Ram Air Pipe and “external” filter (worth 30HP) vs. air filter in the hot engine compartment. Ever wonder why everyone dyno tests with the hood OPEN? You don’t drive around that way, do you? Wake up. It’s tested OPEN to allow more cool air into the engine compartment. That is bogus HP.

(See Tech General Information: FORWARD vs. REARWARD FACE SUPERCHARGERS)

AF (AIR FUEL) RATIO Your kit is factory tuned and calibrated at Kenne Bell at 11-11.5 AFR, the ideal ratio for street use. No expensive custom tuning is necessary. If you still choose to have your car “retuned” NEVER USE A DYNO THAT DOES NOT TUNE WITH AN OEM GRADE AFM1000, HORIBA or ETAS AFR SYSTEM. And there’s only 10HP between 11.5 and 12.5 (max power but requires higher octane fuel).

HOOD UP vs HOOD CLOSED DYNO TESTS Any Camaro should be dyno tested with the hood closed - like the car is driven. 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.
One would have to be lying under a rock to not understand the benefits of cooler air.

(See Tech General Information: HOOD OPEN VS. HOOD CLOSED KIT)

KENNE BELL TESTING PHILOSOPHY At Kenne Bell, our philosophy is simple. We don’t believe it unless we test it. For 42+ years, we have spent the time and resources necessary 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 “hood open” testing, 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 its 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.