*MAX ENGINE THRU CATS, STOCK ENGINE, NO HEADS, CAMS, HEADERS, NOS, ETC. JUST MAMMOTH.
A engine simply cannot operate at peak efficiency and make max HP if an undersized inlet system is restricting vital air flow to the supercharger. It kills HP and causes boost drop off. If we’ve learned one thing in all our years of supercharger experience, it is the Twin Screw LOVES a big, big unrestricted inlet system. The bigger the better. A straw is a straw. Regardless of how big your mouth is, flow is always limited to the size of the straw. So we stepped up and engineered all new ultra low restriction Mammoth™Manifolds and Inlet Systems for the 4V, 3V and 2V Mustang, Cobra, Shelby, Camaro and Dodge Kits. The new Inlet Systems flow 50-100% more air than the competition. These things are capable of sucking in little kids. The Mammoths™ are designed to produce substantially more HP than the competition with the industry’s largest inlet system and most powerful 2L 3L and 4L Series supercharger. Then there's the industry dominating BIGUN and Dual 106MM 3800 cfm Throttle Body. We’ve raised the bar to the top notch and left the competition gasping for air. That should keep Kenne Bell on top for years to come. Note: The Mammoth™concept was first introduced on the Shelby GT 500 (801RWHP with a 100% stock engine). Shelby selected the Mammoth™over all other kits for their 725HP, 805HP and 1000HP '07-'14. Super Snake, “The Most Powerful Production Musclecar” ever. We realize that you have other choices in supercharging, so we’ve taken the time and expense of sharing the information (Dyno Tests, Air Flow Tests, Tech Tips and Article Reprints, FAQ’s) you will need in making good decisions on supercharging.
*Max engine HP with stock engine and cats. No x-pipe, cams, headers, heads, Nitrous, etc. Only MAMMOTH™ Kit, Multiply by .85 for chasis dyno HP.
• Fits under stock hood
• Supports power up to +1000HP (No NOS)
• Highest air flow filter available (cfm)
• Billet engraved “Mammoth™”logo plates.
• Flows 50-100% more air to the supercharger.
• Largest throttle body Dual 75 (1850 cfm) - 168mm (2150-2350 cfm).
• Largest MAMMOTHFOLD™ (1400HP rated inlet manifold)
• Reduces “boost drop off” from inlet restrictions.
• Excellent driveability throughout 450-1400HP range of Kits.
• Obsoletes the other "smaller" supercharger manifolds & inlet systems.
• 100% Kenne Bell engineered parts. Not a vendor “grab bag” system.
• Huge 4-1/2” or 5" powder coated or chromed aluminum ram tube w/ integral meter.
• Complete tested and proven system (filter, meter, tube, throttle body and manifold).
• Reduces pumping/parasitic losses so consumes less engine HP to drive supercharger.
• Available for Shelby GT 500, KR, Super Snake, ‘05 up Mustang 3V, Mustang 2V, '11 up 5.0 Mustang, ‘03-’04 Cobra, '10 up Camaro and '03 up Challenger, Charger, Chrysler.
• For high HP applications with maximum inlet air flow. King of the inlet systems. Originally developed for the Shelby GT 500 / Super Snakes “The Most Powerful Production Car Ever.”
An inlet loss of 1psi/2" Hg is apprx 30HP
These tests are intended to give an overview of the relationship between 1. HP, 2. Kit Inlet Component Restriction (VAC”HG) Note how upgrading the stock Shelby filter, meter, tube and throttle body increase HP
"For more specific info see GM, Chrysler, Ford and General Tech."
HP - See why supercharger size is NOT the only factor that determines engine HP. It’s the COMBINATION that excells. Look at what the more efficient Mammoth™ Inlet System offers with it’s ultra low inlet losses - 137HP (801-664).
VACUUM / INLET RESTRICTION - 1” of vacuum restriction can reduce engine power up to 32HP. Note how inlet system upgrades continued to make more HP from 664-801. That’s 81HP for 5.3”Hg. And the Mammoth™ Inlet System is MINIMUM restriction even at 801HP.
PARASITIC LOSS - The Kenne Bell High Pressure Ratio “H” Series increased power by 56HP and reduced air charge temp 30° AT THE SAME BOOST. The Liquid Cooled 3.2LC, 3.6LC, 4.2LC and 4.7LC are even more efficient at higher boost levels. Only the supercharger was changed.
All Shelby tests used a stock 7.1” crank pulley and a 2.5” supercharger pulley. The “tune” (AFR and timing) were the same for all tests. SAE corrected.
How important Is the Mammoth™ manifold?
The MAMMOTHFOLD™ is definitely the most important component because it cost the most to develop and produce. The concept is not “just a manifold.” It’s a complete system - inlet and discharge. Early in the R&D air flow testing, we determined that both the inlet manifold opening and plenum size (height and depth) must be HUGE to avoid starving the supercharger. A monstrous dual 75mm and 168mm throttle body, 4-1/2” inline meter and inlet tube and filter were also designed to feed the necessary air to the manifold. The Mammoth™ Kit design also required the supercharger be moved forward to accommodate the “deep” and “tall” Mammoth™ manifold - and a complete re-design of all kit components. Without an entire inlet system like the Mammoth™, no supercharger - regardless of how “big” it is - has a chance at making maximum HP.
What is included in the Mammoth™ Inlet Kit?
Everything necessary to install a supercharger kit AND a complete inlet system. Works and fits with stock fuel rails. All components are Kenne Bell engineered. Some are available as "tuner kits" only.
KB PARTS DESCRIPTION:
2000 cfm Filter - Why 2000 cfm when manifold is 1800 cfm? We purposely over designed the filter to compensate for the inevitable restriction from contaminants.
Meter/Ram Tube - Huge 4-1/2”. Meter is built into 4-1/2” ram tube to completely eliminate hose/coupler restrictions. KB coupler or Ford GT Hose - (4-1/2” internally reinforced) flexes with engine movement.
Dual 75mm or 168mm Throttle Body - 1800+ cfm dual 75mm or 2150-2350 168mm drive by wire or manual depending on kit (Shelby GT500, ‘05 up Mustang is DBW - ‘99-’04 GT, ‘03-’04 Cobra is M).
Mammoth™ Inlet Manifold - Matches dual 75mm throttle body or 168mm oval. Full “size 168mm.” Manifold is an extension of the largest throttle body.
Does the Mammoth™ reduce air charge temps?
Absolutely. Our tests clearly prove the Mammoths™ lower restriction actually increases boost and HP while lowering supercharger inlet and discharge temps. Here’s proof. ‘07 Shelby OEM system vs. Mammoth™with same pulley: + 82HP, -10 °F.
How does the Mammoth™differ from other kits?
The difference is obvious. As the name implies, the Inlet Kit and MAMMOTHFOLD™ are both HUGE and maxed out for air flow and HP. No other kit - or any “grab bag” of aftermarket parts cobbled together - can match the flow of the Mammoth™combo. And only Kenne Bell offers the MAMMOTHFOLD™ Dual 75MM or 168MM Throttle Bodies. Without it, the size/air flow of any filter, meter and throttle body would be always limited to the air flow rating of the manifold itself. Remember that it is the last piece in the inlet tract.
"Any supercharger's efficiency (air flow, boost & temps) is unarguably limited by the air flow rating of it's inlet manifold and inlet tract." Jim Bell President, Kenne Bell
Where does the Mammoth™ get it’s cool air supply?
It sure doesn’t suck in hot air from a “hot air” underhood filter. Ford engineers and independent Magazine tests all concur with Kenne Bell. Underhood filters - with or without shrouds - are at least 30° hotter than the cooler under the front valance or fenderwell filter locations like those used on the Kenne Bell Cobra and Mustang GT kits. All Kenne Bell filters are isolated completely so as to inhale ONLY cool dense outside air. See underhood photos.
‘03-’04 Cobra - Filter in left side fenderwell with bottom panel opening for max air flow (”0” underhood hot air). Right side intercooler plumbing in fenderwell limits filter size and clearance and ram pipe size.
• ‘05 up Mustang Right side external (”0” underhood hot air) location - out of the engine compartment and under the front valance.
• ‘96-’04 Mustang Right side fenderwell isolated cool air supply. Similar to ‘05 up Mustang kit.
• Camaro, '11 up 5.0 Mustang and Dodge - left side external ("o" underhood hot air) location out of the engine compartment and under the front valance.
Why the odd shaped Kenne Bell oval filter? (4.5" pipe flows 1568 cfm with KB 4.5" filter)
After testing all the currently available filters, we determined that none could flow the cfm numbers we needed, so we designed our own. The secret is the internal radius of the filter flange and absence of an exit lip transition to the 4-1/2” Ram Air Tube - and the added filter surface area of the oval shape. The “oval” shape also gave more hood and fenderwell clearance than the commonly used “round” designs. The 2000 cfm filter is actually overkill for the other Mammoth™components. We allowed for filter clogging without affecting overall system flow at max HP rating.
Why is the mass air meter located in the 4-1/2” ram air pipe?
The innovative Kenne Bell “inline” meter is an integral part of the Ram Air Tube. The MAF sensor if used, is located so there is additional pipe to straighten the air flow in and out of the meter. This makes for improved MAF signal strength and driveability. HP is great but the car must also have good driveability.
What is the cfm rating of the complete Mammoth™Inlet System including the MAMMOTHFOLD™?
All Mammoth™Kits are all very close in cfm. Figure 60-250% more cfm depending on whether we’re comparing an OEM or aftermarket system and/or manifold only. Hundreds of tests were run on OEM and aftermarket supercharger manifolds and inlet systems.
Manifolds - The OEM and competition manifolds are in the 650-1000 range. Kenne Bell Mammoths™ are 1700-1800 range.
Inlet Systems - OEM and competition manifolds with inlet system are 519-850 range. Kenne Bell MAMMOTHFOLD™with complete inlet systems are in the 1650 range. Those numbers are an indication of just how advanced the Mammoth™ really is. Example:
‘03-’04 Cobra - Stock Eaton manifold and inlet system - 650 cfm.
‘03-’04 Cobra - KB Mammoth™ Manifold/Inlet System - 1650 cfm.
No one can deny Kenne Bell ‘03-’04 Cobra Kits ALL make great power. But the Mammoth™Inlet System alone flows up to 200% more air to the supercharger than our earlier systems and a whopping 250% more than the OEM ‘03 Cobra. This is fact and not guesses, estimates or misleading advertising.
Can a larger higher cfm throttle body compensate for a smaller lower cfm manifold?
The most frequently asked and least understood question. If it could, we wouldn’t have re-designed and cast new Mammoth™ manifolds for the higher HP levels. Any inlet system has it’s air flow limitations. If a manifold flows 1000 cfm and a throttle body flows 890 cfm, the combination flows 890 cfm. Initially, a larger 1000 cfm throttle body will increase HP (1000 vs 890 cfm). But mount a larger 1400 or 1800 cfm throttle body on the 1000 cfm manifold and - you guessed right - max flow will only be 1000 cfm. You can’t magically “force” 1500 cfm through a 1000 cfm manifold. The lowest cfm component dictates the final air flow into the supercharger.
And if the supercharger and engine can flow 1500 cfm? Too bad. The 1000 cfm manifold becomes the “straw.” A B.B. passes through a straw, but a golf ball will not. So that big bad 1500 cfm supercharger will be limited to only 1000 cfm - REGARDLESS OR WHETHER IT’S A 2.2, 2.8, 3.6 or 4.2. And yes, once the manifold capacity is also at least 1500 (matches 1500 cfm supercharger), then the remaining inlet system (throttle body, tube, meter & filter), combined MUST flow 1500 cfm. Get the picture?
Cost vs Heads & Cams?
The Mammoth™ Kits do, of course, cost more. But they offer more. HP per dollar is far above headers, cams, heads, etc. Compare the cost vs HP of the bolt on Mammoth™Kits to the more expensive headers, cams, heads, etc. Cams? 25HP on a street car. The Mammoth™wins hands down, especially if factual back to back HP tests are used in lieu of the advertised claims. Also, 3V and 4V heads do not offer the same HP gains - if any at all - as the 2V heads because they are so much better to start with (see “Tech Tips”). And the Mammoth™ Kits are far easier to install so labor costs are considerably lower. Heads and cams are not cheap. Finally, don’t be duped into believing heads and cams will solve inlet restriction issues. They WILL NOT. Actually, the additional air flow/HP demands make it WORSE. The old inlet components couldn’t handle the lower HP demands let alone the increased air flow of heads and cams. We’ve seen engines choke off and produce the exact same peak HP at 15, 16, 17, 18, 19 and 20 psi boost. There was more HP and torque in the low and mid range but the engine could not utilize the additional air flow of the heads and cams - and boost at high or “peak” rpm.
Fuel requirements for the Mammoth™?
The Mammoth™Inlet System has the highest HP potential of any kit we ever tested. More fuel is needed. See BOOST-A-PUMP™ “Fuel Pump Tech” for Ford fuel info. Many shops prefer larger or multiple larger pumps because they make more money on pump installs than the BOOST-A-PUMP™. The BOOST-A-PUMP™ is the tried and proven approach to add up to 100% more fuel. It’ll support up to 850RWHP. The BOOST-A-PUMP™ is standard equipment on the 800HP “Most Powerful Musclecar Ever” - the Shelby Super Snake. Then there’s the 1000HP Koenigsegg CCR and the 1000HP '13 Shelby GT500. Kenne Bell uses one on every mod motor kit we sell. So what’s there to argue about. And ever hear of one failing? Of course not. Whether it be “Single” or “Dual” Ford pumps, install the BOOST-A-PUMP™ is the way to go.
How can I check the efficiency of my inlet tract?
To determine overall inlet efficiencies, tap the center of the inlet manifold at the supercharger entrance and connect to a good 0-30” Hg vacuum gauge. Note the peak vacuum reading at WOT. The reading will increase with engine rpm/HP you will see the needle moving. We use a more sophisticated series of calibrated pressure sensors, one behind each component, and data log the entire dyno run. If your reading is 0” Hg, don’t upgrade any inlet component IF you’re satisfied with the HP number. However, if it’s 1-9”Hg, there’s HP to be gained. 1.0” Hg is often 35-40HP. .1” Hg is 3.5-4HP. This isn’t opinions or theory, but fact. A NASCAR Cup engine makes 850HP. With a restrictor plate, the same engine is 450HP but has approx. 12” Hg vacuum. That’s 8.7 psi or about 6 psi short of God’s 14.7 psi. It’s all about inlet restriction whether it’s supercharged or naturally aspirated. In the ‘60’s, I used a vacuum gauge under the carburetor. Didn’t have throttle bodies then. If the gauge read 0” Hg, the carburetor was large enough. But if it read 2” Hg (13.7 psi) instead of 0” Hg (14.7 psi), I knew that I was “short” 1 psi of God’s Boost or about 7% in HP. 1 ÷ 14.7 = 7%. Same holds true years later with supercharging. The more things change, the more they stay the same.
How does the Mammoth™ 2.8H compare to the other supercharger kits? Centrifugals? Roots type?
Instead of comparison, let’s look at the basic reasons one supercharger concept is superior to another. All supercharger kits make good power. Some make more peak HP, some enjoy more low and mid range power, and still others have a cooler air charge, use less engine HP or benefit from higher efficiency inlet systems. Obviously the trick is to be the best in all areas. Try to view these simple basics of supercharging without prior opinions, theories, agendas, prejudices, bogus test data, etc.
• Atmosphere is 14.7 psi of boost at sea level.
• Superchargers raise the 14.7 to 23.7 (9 psi + 14.7 = 23.7).
• If any and all superchargers develop 9 psi (23.7 absolute pressure), then they should all produce the exact same peak HP and air temp. Right? “Yes” - if the 9 psi was the only criteria that contributed to engine HP. But “No” - if there are 4 other factors that are seldom, if ever, discussed, but unquestionably contribute to HP.
1. One may require less engine HP to operate. Call it power consumption or parasitic loss, but it is DEDUCTED from the engine HP. The power consumption is influenced by basic supercharger design (twin screw, centrifugal or Roots).
2. Discharge air temps may vary (hotter or cooler) with supercharger type.
3. Rating (liters) allow one to produce more air which equates to higher boost potential than another.
4. Inlet system and inlet manifold efficiency are vital to ANY supercharger’s performance, all else equal.
To summarize, 3 entirely different superchargers developing 9 psi on a given engine produce identical HP numbers. There’s no reason they shouldn’t - UNLESS we choose to neglect the 4 proven basics listed above. So, in addition to boost, the above 4 considerations are what really determine the HP advantage one kit has over another. Keep them in mind when making a choice. This text is not intended to compare or judge which concept is best or what inlet system is adequate or inadequate. There are countless opinions, theories, agendas and spins on superchargers, but 1, 2, 3 and 4 ARE the proven factors that determine which supercharger kits will make the most HP & torque. Hopefully, we’ve been of some help in understanding the criteria.
Copyright © 2011 Kenne Bell, Inc. All Rights Reserved
Can the discharge manifold and intercooler support these huge HP increases?
Discharge Manifolds - Yes. Both Kenne Bell and Ford (Cobra, Lightning, Ford GT, Shelby GT500) use open plenum high HP discharge manifold designs. We’ve tested them all. They work great! These low restriction “runnerless” manifold designs DO NOT restrict air flow to the heads as do manifolds with longer runners. Who doesn't know that? Not rocket science. Just fact. Longer runners can produce slightly more low end torque - who needs THAT with a Twin Screw - but these runners choke off air flow/HP at high rpm. So even if your kit has a “big” inlet, the discharge manifold may be restrictive. Not good. Gotta get the air in and OUT.
Intercoolers - There is some pressure (boost) drop across any intercooler. We are one of the select few who data log pressure drop, air temp and water temp in and out of the intercooler when dyno testing at all HP levels. We use our own computer program for basic intercooler core design. It uses surface area, depth and fin spacing to calculate air flow, cooling and pressure loss. No big deal. How much psi loss do you think there is in an air to air system with all those elbows and tubes?
Can I use the Mammoth™ on my stock lower boost engine until I upgrade to a built high boost engine?
Absolutely. It allows you to grow into new HP levels without penalties. Saves the expense of buying the Mammoth™ later. The Mammoth™ works GREAT on the street with either a low or high boost application. Meanwhile, you’ll have the added HP benefit of the Mammoth™ even at lower boost/HP levels. Just dial the boost down to 9-10 psi - and then back up with the built motor. Note: Heads, cams, headers and strokers will lower boost. Inlet restriction also lowers boost but for a different reason. It chokes off boost/air flow. In any event, the Mammoth™ will make more HP and provides almost unlimited boost and HP growth potential - typically much more than exhaust, headers, cams, heads etc. And it costs less.
Will using a smaller pulley and increasing the boost give the same benefits as the Mammoth™?
No. Since the Mammoth™ has minimum restriction, boost and HP will rise incrementally up to the rpm limit of the supercharger. Other systems? If the inlet tract is undersized and air flow is restrictive, boost will drop off or level out. We’ve seen boost increases of 1, 2, 3 and 4 psi make more HP at lower rpm, but levels off at higher rpm. Oops! A sure sign the inlet tract is now maxed out. Only so much air can be sucked through it so the HP peaks or plateaus. Other negative side effects is any and all restriction raises the inlet air temps 15-20° per psi - and the supercharger power consumption (parasitic loss) also rises exponentially. To compensate for the “lost boost” in the inlet tract, the supercharger must be pullied up. Each pound of boost heats the air charge apprx. 10°. And since the supercharger is working harder to develop the “lost boost,” it uses more engine HP to drive it. Inlet restriction has many drawbacks, all of which reduce engine HP and supercharger efficiency.
Can I buy Mammoth™ components separately?
No. The Mammoth™ Inlet Kits are engineered as complete systems except for the Kenne Bell throttle bodies which are upgrades to our kits. Mixing and matching or substituting even one part of the kit can significantly affect air flow efficiency - and the tune. We choose not to deal with these issues.
Can I upgrade my Kenne Bell Kit to a Mammoth™ 2.8, 3.6 or 4.2?
First, the MAMMOTHFOLD™ (inlet manifold) size was needed to flow the additional air of the larger superchargers and throttle bodies. The larger and deeper MAMMOTHFOLD™and longer 2.8H supercharger drastically decreased firewall clearance. This required the supercharger be moved forward and the use of a shorter drive, redesigned lower manifold and bypass system. The Mammoth™Inlet System replaces everything from the filter to the MAMMOTHFOLD™so you would be upgrading everything but the pulley. The lone exception and only kit that is upgradable is the 2.6 ‘05 up Mustang. All Dodge, Camaro and Shelby kits are available in Mammoth only.
How much more HP can I expect from a Mammoth™Kit vs a “Standard” Kit?
We’ve seen 136HP - 200+HP with the Inlet System only - and 256 with the complete 2.8H Kit. HP gains will depend on the actual air flow/restriction in your existing Kenne Bell, OEM or aftermarket combination of filter, meter, ducting and throttle body. Hundreds of tests were run so our customers would have the data necessary to make sound decisions. The higher the loss in Hg”, the greater the HP gain realized with a Mammoth™Kit. See actual test comparisons for your particular vehicle. The Mammoth™Kit uses all ultra low restriction inlet components so as to not restrict the key component - the inlet manifold. Losses, even at 1000HP are minimal with the Mammoth™Kit. After some point (min. restriction) bigger inlets are not better. But “bigger” or “too big” will NEVER hurt power. Won’t happen. The Mammoth™is intended to be the ultimate combination. It leaves plenty of room to grow. And if that isn't enough, there's a 3.6, 4.2 or 4.7 for the larger engine / higher HP Camaro, Hemi, Shelby and 5.0 Mustang.
Is all the HP increase attributed to the Mammoth™Inlet System?
Technically, no. From 9-15 psi it’s all inlet tract HP. The 2.8 and 2.8H make the exact same HP and boost. At 19 psi the 2.8H accounts for 28HP and 56HP at 23 psi. See “H” Series Tech. That’s why we use the 2.8H Series on all high boost applications. As of this printing, no one else has yet copied or equaled our “H” concept as it's most effective with the 4x6 lobe rotor concept.
What boost is best for Mammoth™Kits?
The kits are designed to run at 12-25 psi with minimum inlet restrictions up to 1400HP. Just change the pulley for the desired boost and upgrade the stock throttle body where recommended. As always, the objective is to run the highest boost possible on the street and even more for weekend racing. Allowable boost will depend on fuel octane, tune (ignition, timing and AF ratio) - and inlet system restriction. Mammoth™ Kits, with their lower inlet losses, increase HP at ANY boost. And the cooler air charge allows the engine to tolerate higher boost. See “Jim Bell’s Supercharger & Turbocharger Tuning Tips,” Kenne Bell Tech Tips” and “Dyno Tests” for your particular kit. Here’s an octane guide. 1.5 octane per 1 psi boost.