• 4x6 lobe rotors for max HP
• Lowers oil temps up to 200°
• #1 Upgrade for smaller 2.3 TVS.
• Cooler air charge temps increase HP.
• Largest displacement (2.8L, 3.6L, 4.2L).
• Lowest parasitic losses = up to 100HP*
• SPE reduces seal friction, heat and wear.
• Accepts stock 90mm and 115mm throttle body.
• Maximum air flow/HP rear inlet (Mammoth™ 4.5).
• Bulletproof billet construction. Less case distortion.
• Liquid Cooled, Cooler air charge, oil & supercharger.
• Retro “blow down” - front facing - rear inlet for max HP & air flow.
• More low & mid range boost/HP than centrifugals with unsurpassed top end HP.
NEW HI DENSITY CORE (LEFT) VS. STANDARD CORE (RIGHT)
EXCLUSIVE HI DENSITY INTERCOOLER
Bigger and more is better. 20% larger Kenne Bell Hi Density Intercooler concept uses 30% more cooling rows and fins for increased cooling efficiency.
• + 174HP and 133 FT LBS TORQUE.
* 2.8 vs. 2.9 tests run with same pulley size. PC (power consumption) and DC (discharge temps) were lower with 2.8.
THE KENNE BELL CAMARO 2.8, 3.6, 4.2L MAMMOTH™ KITS
These kits push Camaro performance over the top. And they compliment the rich Camaro performance heritage with a 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 and intimidating Kenne Bell Billet Twin Screw MAMMOTH™ Kit.We incorporated all the industry leading Kenne Bell Twin Screw MAMMOTH™ technology into our new Camaro Kits. And we built in plenty of room to grow. This resulted in the most powerful, highest HP potential kits available for the Camaro - the same basic 2.8 and 3.6 kit design chosen by Shelby for their 725HP, 800HP and 1000HP Super Snakes, Mr. Norm for his 650HP Cuda Challenger and the RPO 650, 825 and 1000HP Camaros, the three most powerful production musclecars ever. With a Kenne Bell Kit, your LS3 engine will suck in ONY cool, dense, power enhancing air from the unique Kenne Bell inlet filter located behind the front bumper. Just like the bumper, cowl and hood scoops of the ‘60’s and ‘70’s. Cooler air means more O2, HP and boost with less engine detonation. 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.
THE BIG FEATURE - 45 to 100HP reduction in supercharger parasitic loss means more HP to the rear wheels with a Kenne Bell.
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.”
KENNE BELL TESTING PHILOSOPHY At Kenne Bell, our philosophy is simple. We don’t believe it unless we test it. For since 1968, 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 or 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.
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 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 647-1400HP with the LOWEST power consumption/parasitic losses, the coolest air temps and highest cfm. And we can prove it. If 647HP, a gain of 174HP from the 2.8 on 91 octane pump gas isn’t enough, 94 octane is even more HP or 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 also requires a power robbing jackshaft system with additional gears or pulleys, bearings, brackets, etc. or worse yet, a restrictive drive shaft in the inlet manifold! 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? And it will support 1200HP. Wouldn't you think it might do exceptionally well at 500, 600 and 800HP?
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, as with centrifugals, 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 General Tech Information: FORWARD vs. BACKWARD FACING SUPERCHARGERS) click here
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).
(See General Tech Information: DYNO TEST VARIABLES and AIR FUEL RATIO READINGS - THE PITFALLS & PROBLEMS) click here
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 ingested by underhood filters and overrates dyno HP numbers (1% power loss for every 10° above ambient). One would have to be living under a rock to not understand the benefits of cooler air.
(See General Tech Information: HOOD OPEN VS. HOOD CLOSED KIT) click here
HEADERS & CAT BACK The American Racing system (2" headers and 3" cat back) made the most HP on our test car. Hard to beat this one. Be sure you have an experienced and reputable tuner for the headers.
CLUTCH Our test car clutch began slipping at 650RWHP. The Centerforce Dual Disc assembly is our recommendation.
It will hold 1000RWHP yet is easy on the leg (low pedal pressure).
FUEL SYSTEM The stock Camaro Fuel System, coupled to the Kenne Bell BOOST-A-PUMP can supply a lot of fuel and HP. With stock fuel system and larger injectors, the 17.5V BOOST-A-PUMP is O.K. to 600RWHP (L53) and 614HP (L99). For higher HP, use the Competition BOOST-A-PUMP and 60lb injectors, which will support up to 750RWHP (L53) and 689RWHP (L99) with a safety margin. A dual pump system with BOOST-A-PUMP is recommended after 750RWHP.
IGNITION TIMING vs HP We receive a lot of calls from Camaro owners regarding dyno HP. Rather than lose everyone here, there’s a thorough analysis on our website. Check out http://kennebell.net/KBWebsite/Common/pdfs/DynoTestVariables.pdf Dyno Testing Variables at KB, we have this fetish about testing. I can’t help myself. For example: It’s standard practice for us to test HP at various spark settings. Look up your timing, where you want to go, or have been and then read the HP gain or loss. It works on any supercharged car.
Note: How only 10° can vary dyno readings by 68HP. See why there’s so much controversy over dyno testing and “tuning.” Always check the data logged nos. when comparing. "Conservative" and "aggressive" merely refer to timing.
These tests were run on our '11 test car. Timing per HP varies from 3 – 11.5HP/degree.
Note: As timing reaches the best HP 24°, the HP/ degree gains are progressively less. And as timing is retarded, the HP/degree is higher.
There are basically 2 ways to increase HP by "tuning"( disregarding component changes)- timing and AFR. That’s it. 13.5 is optimum AFR but very lean and good for 20HP in an all out tune. We set our kits at a safe 11-11.5.
Octane to support boost or timing? 3/4 octane per degree and 1.5 octane per PSI. More data on Jim Bell’s Supercharged/ Turbocharged Performance Guide http://kennebell.net/KBWebsite/Common/pdfs/DynoTestVariables.pdf
At KB , we set timing at 18° and boost at 9psi for 91 octane. 93 octane allows another 2psi or 2 – 3° spark but NOT both. Higher ECT, IAT and ambient temps will retard spark via the ECM and protect the engine from harmful detonation.
Any elevated air temps from underhood vs under bumper or ambient will affect HP and performance on supercharged or NA applications. You car simply will not run as well on hotter days.
These temps then combine to determine HOW MUCH SPARK YOUR ENGINE WILL TOLERATE AND THE HP IT CAN PRODUCE.
Keep this in mind when dyno tuning your car. There is no “magic” to tuning for HP – just spark and AFR.
WHAT TO BELIEVE?
Have you ever wondered why the competition would use the proven rear inlet design for 20 years and then switch to the more complex front inlet power robbing jackshaft concept used by others and claim their “new” front inlet is suddenly better than the rear inlet concept. Why not use their supposedly superior front inlet on ALL their kits. Wonder how all their old and new “rear inlet” kit customers feel about THAT? OOPS! What is one to believe? Believe this: HP is all about AIR FLOW –not turns- from filter to supercharger. Proof? All KB rear inlet kits have made 1100 + HP. They can dance, run and spin but they can’t hide from the proven data. We test inlet systems (KB, competition and stock) piece by piece and collectively. We’ll stick with what keeps Kenne Bell on top - the rear inlet concept. Just like the Kenne Bell kit that Shelby chose for their 1000HP car. Now what does that tell you?
1147 CFM/90MM “reduction plate” for stock throttle body std. on kit. Larger 1800 - 2350 CFM KB throttle bodies are adapted or bolted direct to big 168MM manifold opening.That’s 1200 + HP. Can a front inlet match THIS?
Note: All Kenne Bell Camaro, Hemi and Ford Mammoth Kits (8-26psi) utilize the same huge 1400 HP rated “rear inlet” manifolds fed by equally large 4.5” Ram Air Pipes.
• Increase stock 580HP (466RWHP) to 710 (570RWHP) with automatic trans. HP nos. higher with manual trans car.
• Higher HP, low restriction 168mm rear inlet. No restrictive manifold driveshaft or jackshaft as with front inlets.
• 2.8 vs. 1.9L (47% larger displacement). 3.6, 4.2 optional (90-120% larger displacement).
• Optional LC (Liquid Cooled).
• Larger intercooler/cooler air charge.
• Standard MAMMOTH® Cool Air System (1200HP rated) =30-50HP over stock Zl1 with hot air.
• Eliminates stock hot air underhood snorkel (stock air box air flow is limited, so snorkel is punched in air box.
• 2.8 fits under stock hood (strut tower brace must be removed).
• 3.6, 4.2 require aftermarket hood.
• BOOST-A-PUMP® included.
• No cheap plastic engine covers to hide supercharger.
• KB factory tuned with MAMMOTH® Inlet. No expensive inlet upgrading or re-tuning required.
Copyright © 2011 Kenne Bell, Inc. All Rights Reserved
The new Kenne Bell 2.8L Mammoth® upgrade increases the performance of the little cast 1.9L OEM supercharger by 125HP (100RWHP) on 91 pump gas, more with 93, and lots of room to grow. The ZL1 is equipped with a tiny 1.9 8 psi supercharger as compared to the also undersized OEM 2.1 and 2.3 Shelby GT500's and 2.3 Corvette. Even Ford Racing sells Twin Screw upgrade kits for all their Eaton equipped 2.1 and 2.3 cars and trucks.
Since 1999, a huge part of our business has been upgrading the smaller displacement Eaton's on the Shelby GT500, '03-'04 Cobra, Lighting and other aftermarket kits. The HP alternative is pulleys, cool air kit and throttle body. Headers, cam and heads all lower boost, requiring the already marginal 1.9 be pullied up and spun faster. All these mods are expensive and create driveability issues that demand re-tuning. And good luck getting 100 factual streetable HP from these mods.
The 2.8 kit is Kenne Bell factory engineered and tuned for 13 psi with pump gas. Bolt on a proven product and feel the difference. Kit retains ZL1 heat exchanger and pump. Same basic 2.8 Kenne Bell Kit used on the Camaro, Dodge, Shelby, Mustang and Cobra Musclecars. And there's no cheap plastic covers to hide the supercharger. You won't be embarrassed to open the hood with this intimidating rear inlet monster.
Then there's the no extra cost 1200HP rated polished Mammoth® 4.5" Inlet System which locates the filter OUTSIDE the hot engine bay (no heat soaking) under the front valance where it inhales only cool dense air (+30-50HP over stock inlets). And no expensive inlet system "upgrade" and dyno re-tune is needed.