Mustang 5.0 '11 up

HERE’S WHY

If the “rear inlet” concept we pioneered on the 1990 5.0 Mustang wasn’t superior to the “front inlet,” then why do all those high HP and record breaking NMRA, Flying Mile, etc. Mustangs utilize Kenne Bell rear inlets. Unfortunately, the more complex lower HP front inlet designs require cramming BOTH the drive and inlet onto the same frontal area of a little 2.3L.

No wonder there aren’t any big 3L or 4L “front inlets.” 48 years of experience and testing taught us that the efficiency and HP potential of ANY supercharger or turbo is limited by the smallest most restrictive inlet component (filter, meter, inlet pipe, throttle body or manifold) and/or the discharge (intercooler and manifold).

The larger the system, the higher the HP output at any and all levels. So, we over engineered and oversized each individual component for maximum air flow/HP with minimum restriction so as to support at least 3X the stock HP leaving plenty of room to grow.

Even our entry level 10 psi 91-93 octane 50 State Legal MAMMOTH™ Kits feature the huge industry leading 1400HP rated 4.5” Inlet Pipe, 168mm Throttle Body with matching 168mm Rear Inlet Manifold, BIGUN Hi Density Intercooler, Balanced Flow Open Plenum Discharge Manifold, Patented Liquid Cooling and your choice of the largest most powerful 4x6 Lobe Billet Twin Screw 2L, 3L and 4L Superchargers. All fed by a REAL Cool Air Filter located under the front valance instead of the ever hot 200° engine bay. This alone can be a +30HP gain.

And you won’t ever be embarrassed to open the hood with a KB. No cheap plastic covers and⁄or just another little cast 2.3. Instead, a fully exposed and intimidating 2L, 3L or 4L Billet Twin Screw. Above 1400HP, we recommend our top 5.0 Mustang rear inlet system, the 2000HP rated BIGUN 237mm Manifold and Dual 106mm Throttle Body.

FIRST 5.0 SUPERCHARGED COBRA JET IN 7'S
7.91 / 175.8
Johnny Lightening • 1500 HP • NMRA Coyote Modified Class Winner
Kenne Bell 3.6L REAR INLET • BIGUN DUAL 106MM • BIGUN INTERCOOLER










Cool air kit included.
BIGUN Hi Density 1700HP intercooler.
Huge heat exchanger.

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

Highest HP potential (up to 1700HP).
Largest displacement (2.8L, 3.6L, 4.2L, 4.7L).
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 100° 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, 4.7L 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 inlet manifold accepts industry's largest 50 State Legal 168MM throttle body.
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.
Includes Billet Motor Mounts '13-'16 (optional '11-12). Replaces stock mushy mounts and stabilizes drive train.

* 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.


50 State Legal 2011 up.
Whisper quiet. No gear growl or clatter.
Flash Programmer (Kenne Bell calibrated).
Oil dipstick. No sight glass to discolor or stain.
26 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 and 10 rib system.
Bypass valve air is AFTER intercooler (cooler and denser air).
Big efficient Kenne Bell “BIGUN Hi Density 1700HP” 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 superchargers as all use same oversized inlet system, throttle body, intercooler etc.
“Exposed” supercharger runs cooler. Not buried under manifolds, intercooler and covers.



Larger cams, headers, exhaust, cat back exhaust or removing cats will improve engine air flow / breathing and lower boost. All above data is "stock" engine, headers, exhaust etc. so out of the gate customers know what gains to expect from our supercharger kits. 1501HP is a built motor with BIGUN manifold and Dual 106MM throttle body.

FUEL OCTANE
Fuel octane is the primary factor that limits boost and / or ignition. All data is bsed on octane requirements of (1.5 octane/1 psi boost) and (1 octane/1° spark) with Kenne Bell Superchargers only. Best and highest is Gulf Mach 116.
[Note: other Superchargers with higher air temps will demand higher octane fuel than a Kenne Bell 2.8]


THERE IS NO MAGIC IN TUNING
See "Dyno Testing Variables and Air Fuel Ratio Readings - The Pitfalls & Problems
"Tuning" is merely adjusting timing and boost for a specefic fuel octane to achieve max HP and T. The only "tricks: are the combinations tht will result in the most HP. Do not retard timing below 14°. Max recommended street boost is 18 psi regardless of timing.


CAM TIMING / TUNING
Keep in mind that when "re-tuning" or "tweaking" a Kenne Bell calibration, our "kit tunes" include some unique cam tuning which LOWERS boost but increases HP and allows our kits to utilize higher boost. Hundreds of runs were made to optimize the calibration.

IGNITION TIMING
See Jim Bell's Supercharger/Turbocharged Performance Guide for recommendations.
No company tests like Kenne Bell. Our customers can easily see how the HP available from timing changes.
Gain depends on Where change is made (see chart). 13-27 (optimum) = 14° = 108HP (420-528)

TIMING vs HP 13°-27°

NO OTHER CHANGES

There's 10-20HP between 11 and 13.0 AFR but the real HP gain in "tuning" is from ignition timing - 108HP in 14°! These tests were run to illustrate the HP gains from timing alone on a 5.0 Mustang. It's big! The amount of timing will vary depending on boost, charge temps, octane, and air fuel ratio (AFR). See Supercharger Tech Info "Jim Bell's Supercharged/Turbocharged Performance Guide." The "TUNE" (TIMING) ONLY COUTNS ONCE. THe gains from timing advance "count" ONLY ONCE - not with every cat back, header, throttle body, x pipe, cool air kit, ignition etc. That would be 6 products x 30HP = 180HP? Wrong. 30HP. Example: A product makes "0" HP but "with a tune" (that one is grossly overused) it magically makes 30 MORE HP. It was the tune, not the product.

5.0 SUPERCHARGER KIT HP VARIABLES

"My car doesn't make the HP it is supposed to. A supercharger kit is a big investment. Selecting the best supercharger kit for your vehicle can be confusing and misleading. One can’t make the best decision without all the facts. Naturally, you want the most HP for your money. Be aware that there are numerous variables - besides tuning (AFR and timing). NOS, hood up vs hood down, 50 State Legal, boost etc. 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. We have done our best to clairify the basic variables that apply to rating and determining the actual true HP. For more info check out our "Dyno Testing Variables in TECH INFO.
 
20HP
1. OEM HP RATINGS: ‘11-’12 412HP. ‘13-’14 420HP. ‘15 435HP. '13 BOSS 444HP. A 23HP variance in EHP is 20RWHP.
 
30HP
2. AUTO vs. MANUAL TRANS: The automatic trans cars are 25-30HP less. It takes that amount of HP to turn the transmission pump.
 
18HP
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.
 
15HP
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.
 
108HP
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.
 
20HP
6. AFR: We set gasoline AFR at 11:1 on all our kits. 13:1 is +20HP but you are playing with fire.
 
12HP
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.
 
15%
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.
 
21-59HP
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.
 
20HP

10. 93 OCTANE: 2 additional octane will support another 1-1.5 psi (20-30HP).

40HP
11. HIGHER RPM DYNO TEST (8000 RPM). MammothInlet and 168MM Throttle Body do not choke off Supercharger at higher rpm. Engine will keep pulling past redline.

50-60HP
12. SPEED LIMITER (150 MPH/6400 RPM). Difference between 6400 and 7300 in 5th gear (manual trans and 3.31 gears) is 57HP. If engine can't rev to 7300 before hitting speed limiter at 6400 RPM, then max/advertised HP cannot be attained.

25HP
13. 5th gear (1:00 ratio) is +25HP vs. 4th gear (1:32) with manual trans. Ideal Trans ratio is 1:00:1. Auto trans is 1.14 4th gear and .87 5th gear, neither of which is optimal for RWHP. The lower 2nd and 3rd gears burn up a LOT more HP. Then there is the differential gears and automatic trans losses.



MAMMOTH HEAT EXCHANGER
BIGUN INTERCOOLER
(STANDARD ON ALL 5.0 KITS)




INLET DISCHARGE MANIFOLD

Developing maximum HP not only requires a more efficient supercharger and intercooler but also a high flow discharge manifold, the last component in the air flow path to the cylinder heads.

To minimize restriction and resultant boost/HP loss between the intercooler and engine head parts, we completely eliminated the 8 long 180° restrictive intake manifold runners.
In their place are "open no runner plenums" that dump unrestricted and balanced air flow to all ports.

Our complete 5.0 manifold and intercooler assembly out flowed the competitions "180° long bend" design by 15% Simple: No runners - no restrictions.


INTERCOOLER FLOW BENCH
At Kenne Bell, we don’t just throw an off the shelf intercooler in a manifold and guess at where the air goes. During the design stage, each intercooler is first flow tested in special flow box fixtures to optimize air flow. Length, width, depth, fin and cooling passages are evaluated and optimized for max air flow, as are the discharge manifold ports. To guarantee equal air flow to all cylinders and minimize rich and lean conditions, the intercooler is mounted inside the now flow balanced manifold and tested as a combination.

SUPERCHARGER DYNO
However, since pressurized air flow is affected by both boost and temperature, the entire supercharger assembly is evaluated further on the KB Supercharger Dyno, complete with all components that alter system efficiency (meter, piping, throttle body, inlet manifold, intercooler and discharge manifold). Flow is again measured in each of the 8 ports and collectively with the supercharger(s). This guarantees even air distribution to all cylinders under any boost condition (10-40 psi). Note the unique air collector plenum boxes under the manifold ports. The dyno datalogs pressure loss, boost, temps, flow and air velocity throughout the entire flow path to the engine along with supercharger discharge temp, rpm and power consumption (engine HP required to drive supercharger).

CHASSIS DYNO
We use an ultra hi-tech above ground Dynojet “rack dyno” with dual hi speed fans (one for the intercooler and the other for the radiator). To guarantee accuracy without temperature correction factors, the entre dyno room is climate controlled. A huge air conditioner and evacuation system maintains the same test temps regardless of ambient temperature.



MAMMOTH INLET SYSTEMS
AIR FLOW

Anyone knowledgeable in high performance knows that "air flow is everything." You won't need a better "Cool Air Kit and a Tune" with this monster. Stock type air filter boxes are designed for lower HP and are restrictive on superchargered high HP engines. The higher the HP te greater the restriction/HP loss.


MUSTANG 2011 UP 5.0

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 Throttle Bodies, Intercoolers and Manifolds.
 
Check out the size difference between the Shelby dual 60mm (1128 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: http://www.kennebell.net/KBWebsite/FAQ_pg/layouts/Nfaq-answers42.htm and HP loss”
and Tech Articles (Throttle Bodies): http://www.kennebell.net/KBWebsite/Tech_Articless_pg/layouts/techarticles.htm.

Check out the size and cfm of Kenne Bell Mammoth manifolds and throttle bodies as compared to front inlet systems.

The Kenne Bell Mammoth Rear Inlet Systems are the largest highest HP potential systems available. They flow more air at ANY HP and boost level up to 26psi and 1400 HP. Only an easy bolt on throttle body upgrade is recommended at higher HP. No new manifolds, machining, tubes, meter or filter required

AIR FLOW
MORE IS BETTER

The huge Kenne Bell Rear inlet systems flow 1850 cfm vs. the stock Mustang at 772 cfm. Our favorite sign at Kenne Bell reads: "Air flow isn't the only thing... it's everything." Kenne Bell Kits have less restriction, flow more air and cooler air. so they make more HP than front inlets.



Who doesn't know that choking off the inlet of the supercharger kills HP? 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.

These back to back tests were run to illustrate the big HP advantage of a larher throttle body. In this casem our industry leading 168mm (2150 cfm) vs the Shelby dual 60mm (1128 cfm at various boost/HP/cfm levels.

The higher the engine HP level the greater the HP gains.
Using the little stock 80mm in place of the SHelby dual 60mm will drop yet another 15HP. A smaller filter, meter, inlet pipe and manifold will further restrict air flow to the throttle body. Bigger is better.



168MM

   • 168 (2150 cfm), dual 60mm (1128), stock (967 cfm)
   • 168mm standard on all 5.0 kits
   • + 39HP @ 10PSI vs 80mm. + 24HP vs dual 60mm
   • No expensive retuning and dyno testing
   • Matching 4.5" Mammoth Cool Air Kit
   • Same 168mm used on 3.2, 3.6, 4.2, 4.7 kits
   • 50 State Legal

REAR INLET MANIFOLD
•110MM x 168MM OPENING





FUEL SYSTEM - The KB BOOST A PUMP and ID1000 injectors supported 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 ID1000 injectors.
The 2.8 Kenne Bell Kit with it's ID1000 injectors, stock pump and NO BAP will support max 664RWHP manual trans at 11:1 AFR.


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

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

SPARK PLUGS - Use NGK 6510 gapped at .035.

INJECTORS -
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 larger inhectors 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 1400HP. 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.

CAT BACK EXHAUST - Magnaflow 3” worked best lowering back pressure from 6psi to 0psi at 610RWHP. Louder than stock but not objectionable.

8/10 RIB KIT - See "Accessories." 6 rib good to 15 PSI. Use 8 rib for 15-20psi 2.8,3.2 with ATI 7.88" or Ford 6.6". 10 rib available with ATI 7.88" only.

ATI O.S. DAMPENER - Our 8 and 10 rib systems use the ATI damper. Stock is 6.6" vs. 7.24”, 7.55” and 7.88” (+ 3PSI, + 4PSI and + 6PSI). ATI 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” Kenne Bell 8-10 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 5PSI more boost with the same size pullies (ratio). See what larger 2.8L superchargers do for you – 16PSI with the stock 6.6” dampener and 3.25” SC pulley vs. 11PSI for a 2.3.

CALIBRATION & CUSTOM TUNING - All Kenne Bell kits are calibrated in house except for competition “tuner kits.” Our 50 State Legal 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 non 50 State Legal product(s) that may affect driveability, emissions and/or performance.

RWHP* Man Trans HP. Deduct 30HP for auto trans numbers.
Add 40HP for E85, all else equal.

1/4 MILE TESTS
2011-2012
(See "SUPERCHARGER KIT HP VARIABLES")

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