The Mammoth 2.8 and 3.6 kits offer huge HP gains at any and all boost levels for 302 GT Boss owners. Preliminary testing indicates a KB Mammoth 3.6LC Supercharged 302 GT/Boss 302 motor with cams, headers, x pipe, higher boost and revved to 8000 rpm (note how HP is still climbing at 7500) hits 1000 + HP – without the NOS “crutch.” 1000 + HP tests will be published at later date. Note: 302 GT HP output would be very close to Boss 302 as Boss heads would be the only HP difference.

Cool air kit included.
Huge heat exchanger.

Higher capacity injectors.
Fits under stock hood (see Tech Info).

Highest HP potential (up to 1400HP).
Largest displacement (2.8L, 3.6L, 4.2L).
Hard black anodized or polished bulletproof billet.
Tuner Kits, Off Road Kits and Street Rod Kits also available.
Up to 100HP lower parasitic losses = more engine HP at same boost.
Most powerful, efficient and technically advanced kits.
Mammoth™ 4.5”x4’ long “Ram Air Pipe” to maximize air flow and ram effect.
Patented Liquid Cooling. Cooler air charge. Up to 220° cooler oil temps.
4.5” MAF meter built into Ram Air Pipe. No more restrictive, small factory MAFs.
Patented Seal Pressure Equalizer reduces seal friction, wear and HP drag.
Billet 2.8L, 3.6L, 4.2L Twin Screw vs. others 2.3L Roots style rotors and cast case.
More low and mid range boost/HP than centrifugals with unsurpassed high RPM HP.
Chassis dyno tested with the hood CLOSED - the way it’s driven - not OPEN as with others.
Show quality polished. No off color paint or coatings to crack, peel, chip, discolor or seal in heat.
Proven KB crank drive concept. No grinding of front cover reg'd.

Lower parasitic loss and cooler air charge at the same cfm and boost – than competitions 2.9 3x5 rotors.
Mammoth™ rear induction manifold accepts stock 80mm - 168mm round throttle bodies for maximum air flow.
New more efficient 4x6 rotor profiles. Others use 2x2, 3x3, 4x4 or less efficient twin screw 3x5 lobe rotors.
Eliminates power robbing jackshaft, extra bearings, gears, pulleys, and small restictive front inlet manifold.
Retro “External” 60’s style Cool Air Kit w/ filter behind front bumper (no underhood hot air filter to rob 30HP).
Exposed top mount supercharger runs cooler. Not entombed in intake runners, intercooler and engine covers.
Developed and test proven on “one of a kind” high HP supercharger dyno, engine chassis dyno and flow bench.

* 2.8 vs. 2.9 tests run at same cfm clearly prove 2.8 superior. PC (power consumption or parasitic loss) and DT (discharge temps) were lower with 2.8 and we can prove it.


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50 State Legal '11-'14. '15 Pending
Whisper quiet. No gear growl or clatter.
Flash Programmer (Kenne Bell calibrated).
Oil dipstick. No sight glass to discolor or stain.
20+ years experience in Twin Screw supercharging.
INSTANT BOOST. Optimum acceleration at any RPM.
Integral Intercooler (no exposed pipes, hoses and fittings).
Proven 6 rib belt system to 15 psi. Optional 8 rib for 8-24 psi.
Bypass valve air is AFTER intercooler (cooler and denser air).
Big efficient Kenne Bell “Dual Pass” intercooler and heat exchanger.
The industry’s most complete and best illustrated Installation Instructions.
Twin Screw supercharger. Lower power consumption and cooler air charge temps.
Easy to upgrade supercharger and throttle body for higher HP (Kenne Bell 168mm).
“Exposed” supercharger runs cooler. Not buried under manifolds, intercooler and covers.




                                                                       SUPERCHARGER KIT HP VARIABLES
Selecting the best supercharger kit for your vehicle can be confusing and misleading. One can’t make the best decision without all the facts. Be aware that there are numerous variables that affect the REAL HP ratings of an ‘11 up 5.0 Mustang. How you apply the numbers (+ or -) depends on your application, but should be considered when selecting a kit based on the manufacturers HP ratings.
1. OEM HP RATINGS: ‘11-’12 412HP. ‘13-’14 420HP. ‘15 435HP. A 23HP variance in EHP is 20RWHP.
2. AUTO vs. MANUAL TRANS: The automatic trans cars are 25-30HP less. It takes that amount of HP to turn the transmission pump.
3. DIFFERENTIAL GEARS: Our back to back dyno tests say a 3.73 registers 18HP less than a 3.3. 3.3 vs. 3.05 is -8HP.
4. IRS: The ‘15 up and ‘03-’04 Cobra use an IRS rear end which loses 3% over the ‘11-’14. We figure 13-15HP.
5. IGNITION TIMING: That should get your attention. The #1 tuning tool. You’ve all heard about the “tune” - conservative, aggressive, etc. 21° vs. 27° (optimum) is -27HP and the increment/degree gets higher with retarded timing. See Kenne Bell “Timing vs. HP 13°-27°” which is a staggering 108HP.
6. AFR: We set gasoline AFR at 11:1 on all our kits. 13:1 is +20HP but you are playing with fire.
7. STD vs. SAE: Like the overwhelming majority of the industry, we use the SAE (Society of Automotive Engineers) calibration. STD is a bloated 2%/14HP higher. Example: 734 vs. 720. STD is often used to make the dyno numbers look better than they really are.
8. RWHP vs. EHP: Our engine vs. chassis dyno comparisons indicate there is a 15% difference. EHP is, of course, higher as there are no driveline losses and all accessories are connected. Just be sure you are comparing the same.
9. THROTTLE BODY: Inlet system air flow (cfm/boost/HP) is limited by the smallest, most restrictive component. Example: The Kenne Bell 108mm (2150 cfm) vs. the popular Shelby dual 60 (1128 cfm) will increase power from 21-59RWHP in a range of 610-718RWHP (see test data). The higher the HP/cfm, the greater the restriction and boost loss.
10. 93 OCTANE: 2 additional octane will support another 1-1.5 psi (20-30HP).


                                                                               BIGGER IS ALWAYS BETTER
If it weren’t - smaller would be better. Just look at the tests and the records. As with our Superchargers, the Kenne Bell “Bigger is Better” philosophy applies to our Mammoth® and BIGUN Inlet Systems and throttle bodies.
Check out the size difference between the Shelby dual 60mm (1180 cfm) and our standard 5.0 kit 168x79 (2150 cfm). Fact: ANY restriction whatsoever in the inlet system (CAK, throttle body or manifold) will result in a corresponding boost pressure/HP loss. And the HP losses increase incrementally with your engines HP/air flow (21-59HP from 8-15 psi).
See FAQ’s “Supercharger boost vs. inlet: and HP loss”
and Tech Articles (Throttle Bodies):

Nothing is more crucial to supercharger efficiency than the inlet system (filter, pipe, meter and throttle body). Starve the supercharger and it develops less boost, heats the air charge and consumes more engine HP to drive. Not good. It is also well known that the air flow and HP potential of any inlet tract is limited by the smallest component - usually the throttle body. To guarantee our kits produce more HP, we offer only proven superior rear inlet kits - the standard industry leading 4.5” Mammoth® with 168mm/2350 cfm throttle body and optional BIGUN Dual 106mm/3800 cfm. These big inlet systems coupled to the largest and/or most efficient 2L, 3L and 4L superchargers is why Kenne Bell is so dominant in Ford supercharging.

Which throttle body? Hi Flo 80 or 168mm?
The Kenne Bell “HiFlo 80” and “168mm ‘11-’14 kits are identical except for the throttle body upgrade and HP (+25HP @ 10 psi and 59HP @ 15 psi) and price ($599 more for 168mm).
25HP is more than you would get from cat back, headers and x pipe, so the HP/$ value (25-59HP) is hard to beat, especially if your goals include 93, E85, cams, built motor or boost switching for weekend racing.

On the other hand, the Hi Flo 80 Kit has been around since 2011 and makes a LOT of power over stock - 200HP. The “168mm” is 225HP. Upgrading at a later date is %499 plus a $249 E-tune. Note: The ‘15 up kit is only available with the “168” throttle body.

FUEL SYSTEM - The KB BOOST A PUMP and 72lb injectors made 737RWHP on the automatic and 755RWHP on manual cars. That was max HP. Both will run low 10’s @ 16psi with 100% stock engines and suspension. And no headers, cams, heads, NOS etc. – just a 2.8 kit. The Boss 302 3.6L car tested for MM & FF Magazine made 845RWHP @ 21psi with a 100% stock fuel system and only a competition BOOST A PUMP and 80lb injectors.

Note: Stock fuel lines and rails are adequate, so save your money on expensive dual pump and plumbing upgrades.

IGNITION – Firing fine with stock ignition so far. BOOST A SPARK will probably not be necessary until 25 + psi.

SPARK PLUGS - Do not use BRISK spark plugs with Kenne Bell kits. Use Motorcraft SP 524 (2.0L FOCUS).

The stock 5.0 uses a new style “short” EV14 injector in lieu of the popular and longer EV6 style. We chose the 47lb EV6 long style injectors on our 9-11 PSI 2.8 kits to make upgrading to a 60, 80, 120, 200lb etc. quick, easy and economical. Upgrading on a Kenne Bell Kit does not require raising fuel rails with spacer kits, injector adaptors or new fuel rails.

Note: Stock fuel rails will-and do- support 1200HP. At least they do on the Kenne Bell and Accufab dyno engines we’ve tested.

CLUTCH - The Centerforce Dual Disk will hold 1000HP yet has the same smooth low pedal pressure and driveability as stock.

TORQUE CONVERTER - PI (Performance Industries) dual clutch converter for high HP applications Prototype worked great.

SUSPENSION - The Eibach lowering kit is just right for height and ride quality. Just add the Nittos and hang on.

TIRES - Nitto NTO5R’s are hard to beat. We also use them on our Hemi’s, Camaros, and Shelby’ street test cars.

8 RIB KIT - See "Accessories." 6 rib good to 15 PSI. Use 8 rib above 15 PSI on 2.8 and 3.6 kits.

CAT BACK EXHAUST - Magnaflow 3” worked best lowering back pressure from 6psi to 0psi at 550RWHP, and + 10HP. Louder than stock but not objectionable.

ATI O.S. DAMPENER - We are working with ATI on 5.0 10,15 and 20% overdrive crank pulleys. Stock is 6.6" vs. 7.24”, 7.55” and 7.88” (+ 3PSI, + 4PSI and + 6PSI). We don’t sell ATI but it is the ONLY O.S. damper we’ve used that works reliably with the 5.0 and the ONLY damper we recommend. When using O.S. dampeners, use the correct 5.0” or 4.5” Kenne Bell 8 rib kit water pump pulley for clearance. Stock is 5.5” (6” with flange) leaving “O” clearance with an 8” lower.

Note: Since the Kenne Bell 2.8 is over 20% larger capacity than a 2.3, it will produce 5-7PSI more boost with the same size pullies (ratio). See what larger 2.8L superchargers do for you – 15PSI with the stock 6.6” dampener and 3.25” SC pulley vs. 8PSI for a 2.3.

CALIBRATION & CUSTOM TUNING - All Kenne Bell kits are calibrated in house except for “tuner kits.” Our kits do not require “custom tuning” unless modified, so save your money. We do not offer any custom tuning for headers, cams, throttle bodies, injectors etc. Check with us for a Kenne Bell Dealer Installer in your area if modifying our kits or adding product(s) that may affect driveability, emissions and/or performance. Also, Jon Lund Racing (610) 500-9545 is a “master tuner” who specializes in mail order calibration (tunes). We highly recommend Jon for any 5.0 custom tuning.

Click Here for Mammoth System Tech

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.