Dodge 2008 –
3.6LC, 4.2LC, 4.7LC


6.4, 5.7, 6.1, 7.oL HEMI CHALLENGER, CHARGER, 300, MAGNUM



Chris Paskaruk’s 7.0L 4530lb Challenger is daily driven on E85 pump gas with a 20psi Kenne Bell 4.2 Liquid Cooled Mammoth Kit and 148MM throttle body. And plenty of boost and HP left to grow.


Don’t try this with a little 2.3 or front inlet

  • Kenne Bell Superchargers DODGE-08 & up
  • Kenne Bell Superchargers DODGE-08 & up
  • Kenne Bell Superchargers DODGE-08 & up
  • Kenne Bell Superchargers DODGE-08 & up
  • Kenne Bell Superchargers DODGE-08 & up

Karl Schello’s 1600HP Hemi began with a little bare bones front inlet 2.3 TVS kit in 2010, followed by an upgrade to a larger more efficient Kenne Bell 2.8 Mammoth Kit for 1000HP. Over the years, Karl has tested each of the Kenne Bell kits (3.6, 4.2 and 4.7 BIGUN) on his record breaking Dodge – all with the proven and dominating rear inlet concept (no jackshaft or extra “turn” to get to cool outside air) pioneered by Kenne Bell in the 90’s. The latest 10/30/15 Flying Mile run at a mere 1000HP (all the HP trans would hold) and 15 psi street boost was 206.4. Next time out with new trans, 24 psi and 1600HP should be 220+mph. And this is with the stock ECM. Tuned by A.J. Berge, Hemi Tuner on Kenne Bell temperature controlled dyno.


* 1200 HP Bill Sharing E85 9.56/147. KB 4.2LC Mammoth Kit. 202 mph
 • 650 HP Stock 2011 6.4L 91 Octane
 • 1000 HP Jenne Bell 6.4L Test Car

All Three Cars Use Standard Mammoth Rear Inlet Systems
*This car is driven daily to the drags- and the Flying Mile (202mph)


Bigger and more is better. 20% larger Kenne Bell Hi Density Intercooler concept uses 30% more cooling rows
and fins for increased cooling efficiency.


with ONLY supercharger kit

“Compared to some of the smaller blowers on the market, the Kenne Bell Twin screw 2.8L (mammoth Kit) offers an impressive combination of efficiency and airflow, making it equally affective on both stock and modified motors”

“Big Bell Boost” Mopar Muscle Magazine





Attractive proven top mount – forward facing retro design with real “ram tube” cool air system.
No long power robbing restrictive manifold runners to heat soak.
“Exposed” supercharged runs cooler. Not buried under manifolds, intercoolers, covers, etc.
Huge rear entry MAMMOTH Inlet Manifold (#1 in air flow & HP potential, Intercoolers, covers, etc.
Whisper quiet operation – standard rotation (no gear noise).

Rear inlet and short high flow manifold runners for highest big top end HP. (Still pulling hard at 6300). Note: The flat torque curve as compared to stock. A whopping +130 FT LBS at only 2500 RPM at 300 RPM.

  1. Standard Street Kits with pump gas.
  2.  RWHP divided .85 =ENGINE HP measured on Dynojet.
  3.  10 psi boost requires minimum 93 octane (see “Jim Bell’s Supercharged/Turbocharged performance Guide”).
  4.  ATI 7.35” 6 rib crank pulley only. Allows 15 psi with a 6 rib system and 3” SC pullet and “0” slippage.
  5. New 8 rib kit under development.
  6.  Stock 81mm throttle body is 924 cfm. Kenne Bell Big 148mm is 1880 cfm.
  7. Engine lived but forged internal engine recommended after 15 psi.
  8. Nitto NTO5 Drag Radials are required with 100% stock suspension at these power levels.
  9. Kenne Bell 2.8L Twin Screw can run a 6 rib system to 16 psi whereas others may require 8 ribs. Why? Because it’s lightweight low reciprocating weight components and ultra high efficiency uses less engine HP to drive.
  10. Use 8” pulley with Mezierre Electric Water Pump (+20HP).

*To illustrate the HP potential of the Kenne Bell Kit HP, Drag Strip Tests were rune with the ST Performance 100% stock Dodge 6.1 Challenger with automatic trans. Manual trans cars like the Kenne Bell 6.1 Challenger make even more HP and run faster in the ¼ mile. The only mod was off the shelf Kenne Bell 2.8 AMMOTH Supercharger Kit and slicks for Consistent test results. Nitto Drag Street Radials also work well. Ignition timing was the same 22 degree for all runs, AFR was 11.5.
No headers, exhaust, NOS, gears, chassis mods etc -100% stock!


50 State Legal 9 psi
2.8 Twin Screw (optional 3.6, 4.2) vs. little 2.3 TVS.
 • +30HP ìstandardî MAMMOTH 4.5″ Inlet System.* No boost loss.
Saves $800. Others retain boost robbing stock filter box with a K&N).
Huge rear inlet design (1850 cfm) vs. smaller more restrictive front inlet (744 cfm).
Short high flow – high rpm manifold runners vs. long power robbing runners.
 • Accepts larger throttle body without machining manifold.
No driveshaft in inlet manifold to restrict flow.
 • Cooler exposed supercharger. They won’t mistake it for an intake manifold.
Patented LC (Liquid Cooled) optional.
Patented External Spring Bypass Valve.
Patented Seal Pressure Equalizer.
More room to grow.

 * The higher the engine HP, the greater the inlet restriction. Expect 50+ HP difference at elevated HP level.

 6.1 vs. 5.7 – The only drawback is the factory 5700 rpm rev limiter with the VCT cam. 6.1 is 6300 and can therefore make more peak HP.    09 5.7 has better flowing Eagle heads.
 6.1 vs. 5.7 KB HP COMPARISONS – We compared our standard 8 psi 5.7 and 6.1 kit HP. The stock HP difference between the new 6.1    (425) and 5.7 (379) is 46HP.


*9.95/ 142.No NOS. 23 PSI 903RWHP

Owner: Albert Hernandez


To illustrate the HP potential of the Kenne Bell 2.8 Mammoth Kit on a 100% stock 6.1L Challenger, we supplied a kit to st. Motorsports for testing. 130 Dynojet and Drag Strip tests were run. NO OTHER BOLT ON’S (cat back hi-flo cats, headers, fuel pump, rails, line etc.) were allowed. So all gains were from the supercharger kit only. 765RWHP/900HP. Best ET 1/8 mile was 6.62/107 and 10.34/132 ¼ mile.
No suspension mods or gear changes either. NOTHING but the 2.8 kit, a 20V competition BOOST A PUMP, 80lb fuel injectors and 100% stock Hemi engine. Higher octane fuel was used compensate for increased boost levels. The automotive trans received a beefed valve body at 650RWHP and let go at 950RWHP. Since the beef up, all is well.
After 102 dyno and drag strip runs, 100% stock Challenger drove the LX Nationals in Ohio where he ran a 10.62/131 on the DOT drag radials. The car average 20 mpg for the trip.
That made believers of all in attendance, including the Mopar engineers. For the many non believers in attendance, Adam offered to bet $5000 the Hemi had never been apart. The car was awarded “Mopar Action Magazines Editors Choice” for most impressive vehicle.
Today the car has exceeded 1000RWHO (1180 engine HP) with the new 3.6LC (liquid cooled) Kit, a built 6.9L, and NO NITROUS. The entire Kenne Belle Mammoth Rear Inlet System and intercooler is the same as the “standard” 8psi kit with the exception of the Kenne Bell 1880 CFM Throttle Body upgrade. Now who says a front inlet system/backward drive or upside down design is better?


The car was tested with the hood CLOSED not OPEN

650HP Dodge Challenger Text Car KENNE BELL SUPERCHARGED 2.8kit. 765RWHP. 100% stock 6.1, 10.32/132 3.6lc kit.

9.93/ 139,940RWHP, 6.4L, E85 PUMP GAS, 18PSI, LEGAL WEIGHT, NO NOS
Car is daily driver. Drives to and from drag strip. 18mpg.

The Kenne Bell Mr. Norm’s Cuda Test Car

This car has logged over 2000 dyno runs. 725RWHP (852EHP) at 18psi with only the 2.8 Kit, on a 100% stock 6.1 engine – manual trans car. 820RWHP (964EHP) at 21 psi clearly illustrates the performance superiority and huge HP potential of the 2.8 Kit on the Hemi.

  • Kenne Bell Superchargers DODGE-08 & up
  • Kenne Bell Superchargers DODGE-08 & up
  • Kenne Bell Superchargers DODGE-08 & up

Mr. Norm’s Garage built this incredibly powerful Kenne Bell 3.6LC Supercharged street beast for James Wrobbel. This 6.9 Hemi develops 1207EHP/1177 FT LBS (engine dyno) and 1206RWHP/1001 FT LBS on Mr. Norm’s Dynojet. Both kits are the same basic off the shelf 8PSI 2.8/3.6 Kit. Only the supercharger assembly varies as the inlet system, manifolds and intercooler are the same “over designed” pieces that provide al that room to grow (650-1400HP). No upgrading is necessary except for the Kenne Bell 1880 CFM throttle body (stock is 924 CFM and only 425HP rated). Chief engine and car builder, Tim Barth, races his own Mr. Norm1400HP Challenger test car.

Retro Cool Air. No Hot Power Robbing Underhood Air Allowed

These kits push Dodge performance to a new level unsurpassed by the competition. And they compliment the rich Dodge performance heritage with a real 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 an intimidating Kenne Bell Billet Twin Screw MAMMOTH™ Kit.

We incorporated all the industry leading Kenne Bell Twin Screw MAMMOTH™ technology into our new Hemi Kits. And we built in plenty of room to grow. This resulted in the most powerful, highest HP potential kits available for the Hemi – the same basic 2.8L kit design chosen by Shelby for their 650HP 5.0 Super Snake, 725HP, 800HP, 850HP and 1000HP Super Snake, Mr. Norm for his 650HP Cuda Challenger, and RPO for their 650, 850 and 1000HP Camaros. The three most powerful production musclecars ever. With a Kenne Bell Kit, your Hemi engine will suck in ONLY cool, dense, power enhancing air from the unique Kenne Bell inlet filter located behind the front bumper vs. “under the hot hood” filters. Just like the Hemi’s scoops of the ‘60’s and ‘70’s and the ’14-’15 Hellcats. No hot underhood air allowed here. 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

Dodge Chose the 650HP Kenne Bell Supercharger Mr. Norm Dodge Challenger for their exhibit at the ’09 Chicago Automobile Show


This info is intended to help our customers make more intelligent decisions and avoid common mistakes. All dyno tests on Kenne Bell Dynojet. These are not estimates or heresay numbers “bloated” by headers, strokers etc. Note: Actual RWHP on other dynos will depend on many factors (see Dyno Test Variables and Air Fuel Ratio Readings – The Pitfalls & Problems).

1. 11.5 AFR and optimum spark (22°) was used so as to eliminate variables. 1° spark = 4 HP.

2. 93 octane allows boost to be increased 1 psi (+20HP) via a 1/8” smaller supercharger pulley (3-3/8” vs. 3-1/2”).

3. Manual trans cars make 15 more RWHP than the automatics at 500RWHP level. Manual trans makes most HP in 4th. Auto      trans 3rd gear.

4. To determine engine HP, divide RWHP by .85. Example: 520RWHP ÷ .85 = 611.

5. Kenne Bell Kits are factory tuned with OEM grade equipment. Custom tuning not necessary or recommended unless kit is     altered or modified.

6. NEVER have your car’s air fuel ratio checked with any device other than the AFM1000, HORIBA or ETAS. Other devices     can be off by 1-2 points. Sorry, we cannot accept data from any other AF devices.

7. Competition pulleys are available in 3-3/8” (9 psi), 3-1/4” (10 psi), 3-1/8” (11 psi) and 3” (12 psi). Standard is 3-1/2” (8 psi).     7.5” crank pulley with 3” is 15 psi.

8. 8 rib system available for higher boost (+15 psi) applications.

19. Recommended spark plugs – NGK+6510 (6.1, 6.4). Heat range “7” (5.7).

10. Recommended octane booster. See “Jim Bell’s Supercharged/Turbocharged Performance Guide.

11. Our dyno tests indicated “0” HP gain with cat backs. Even removing entire cat back was “0” HP. Dodge exhaust is very efficient.

12. Yea, yea, we know. The stock pistons are weak. But they DO hold 16+ psi for drag strip use IF YOU DON’T DETONATE        the engine. Forged pistons will also fail under detonation. As with any engine, JUST DON’T LET IT KNOCK! Know your        tuner if you play with boost.

13. Octane? “It never hurts to run more.”

FUEL SYSTEM – Kenne Bell 17.5V BOOST-A-PUMP™ and 60lb injectors included in all kits. Good for 650RWHP with stock pump. Use 21V BOOST-A-PUMP™ with 70-80lb injectors and stock pump for up to 765RWHP. ST Motorsports test car made 765RWHP (900 engine HP) @ 20 psi with 100% stock motor and car using 21V BOOST-A-PUMP™ and 80lb injectors. Still believe you need 2 pumps, bigger pumps and larger lines on your Dodge?

EXHAUST – The Magnaflow cat back came out on top in our dyno testing. Even our 7.0L 1200HP test car uses the Magnaflow with 2″ American Racing headers.

HEADERS – The highest quality and most powerful long tube headers we’ve tested are the American Racing 1 3/4″ and 2″. The 1 3/4 headers made 40HP on the engine dyno. Be sure you have an experienced and reputable tuner re-tune the car.

IGNITION – Stock works just fine to 20psi. Above 20psi, we recommend the Kenne Bell BOOST-A-SPARK.

CLUTCH – Centerforce dual disk for high HP applications. Their new clutch system was developed on our Mr. Norm Challenger. Handles 1000HP and pedal is easy to depress.

TRANSMISSION – After 550HP, automatic trans needs the shifts firmed up with a valve body kit. HP begins to overpower the trans. At 950HP, it failed and was upgraded by Paramount Performance. It’s now working well at 1000HP.

TORQUE CONVERTER – Keep the lock up unless you choose to give up 50HP. We use only Precision Industries lock up converters with stock stall speed on the Dodges.

TECH SUPPORT- All our people are knowledgeable and experienced. They tell it like it is. There’s no B.S. And they’ll NEVER recommend something you don’t need.
BREATHERS – Valve cover breathers required at high HP levels to avoid gasket damage/leakage and oil flow by into inlet system.

DO NOT . . .

DO NOT use any underhood filter, shrouded or un-shrouded. Voids your KB warranty. Hot underhood air heats the air, reduces HP and increases detonation and the possibility of engine damage. Note: “Shrouds” allow hot air to be sucked in around the gaps. And the filter runs “hotter” under the hood. And never assume 100% outside air magically finds it’s way through the front end openings and into the filter.

DO NOT install covers or shrouds over supercharger.

DO NOT modify knock sensor calibration.

DO NOT use a “tail pipe sniffer” AFR device under any circumstances.

DO NOT change rear end gear ratio.

DO NOT change, modify or replace any kit components including throttle body.

DO NOT re-tune kit – unless modifying the kit with larger injectors, throttle body, gears, headers, cams, etc. Kenne Bell offers NO custom tuning.

DO NOT change stock cam unless assured it can be re-tuned. Dodge’s Speed Density system relies on vacuum and rpm for engine operation. Cams LOWER vacuum. Your WORST nightmare. Cams are for all out racing only. Very difficult to calibrate for street use.






ANY restriction (undersized filter, box, tube, bends, throttle body etc.) in the inlet system will have a negative impact on your supercharged engine and will….

Reduce HP
Lower boost/HP
Increase air charge temps
Cause the superchargers to work harder and use more engine HP to drive it
Incraese detonation potential
Be expensive to upgrade and re-tune for the lost HP.

KB Mammoth Systems are all about supplying maximum HP at the lowest air charge temps for a given boost. So the next time someone says “Oh, the stock restrictive air box I have is O.K.”, think about the above negatives. And you could always buy a set of headers to make up for the stock box HP loss.


The competition claims “LESS turns are more efficient” with their front inlet design. They dump a little restrictive 4” pipe into the supercharger front 4” PLENUM manifold. By contrast, the Kenne Bell dumps a LARGER LESS RESTRCTIVE 4.5” pipe into the superchargers huge 6.7” PLENUM manifold which BTW can support 1200HP! Their theory is that eliminating one turn into the supercharger “AKA front entry” is more efficient. Really? ISn’t that big 90 degree “turn” at A into the front inlet throttle body?
Now what about the OTHER “turn” B in the restrictive stock filter box (see comparison)?
No matter. Anyone knows it’s not “just turns” it’s AIR FLOW. And Kenne Bell Mammoth Systems flow plenty of it.
Also, the Kenne Bell features a huge 1400HP Plenum Mammoth Manifold, accepts a 110168mm throttle body upgrade coupled to a huge 114mm/4.5” Ram Air Pipe and Filter. Think that might flow enough air? Stock Dodge throttle body is only 81mm/3.2”. And the Kenne Bell is located outside the hot engine compartment in cool fresh air (+30HP).

Every 10 degrees increase in air temp reduces HP by 1% .i.e. + 80 degrees = -8% HP

More is better.

The huge Kenne Bell Hemi Rear Inlet System flow 1859 cfm vs. the stock Dodge Challenger/Charger 774 cfm air box. 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.

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 and ANY HP and boost level up to 26psi and 1200HP. Only an easy bolt on throttle body upgrade is recommended at higher HP. No new manifolds, machining, tubes, meter, and filter required. And they make fewer “turns” than front inlet systems.


It is the size and cfm/flow and HP- not a “turn”

•Can a “front inlet” kit match THIS size CFM?

•Who else supplies kits with over engineered “one turn in 4.5” inlet components and all this room to grow.


•All tests with Kenne Bell Big Oval Throttle Body.
•15 psi is max for 6 rib system. Use 8 rib Mr. Norm 7.35 system after 15 psi 8.0” (competition only) crank pulley spins accessories excessively fast and requires the Mezierre electric water pump.

1. Boost was measure with Kenne Bell Mammoth Kit and Throttle Body. (hood closed)

1. Boost will be higher above 6300 RPM.

1. Cams, headers, exhaust and heads can each lower boost 1 psi depending on how efficient they are.

1. Maximum street boost is 18 psi. Regardless of ignition timing retard.

2. Crank Shaft Pully ÷ Supercharger Pully = Ratio. X Engine RPM = Supercharger RPM

3. Stock crank OD is 6.25”. ATI offers 7.5” and 8”.

4. Maximum Supercharger RPM – 1800 RPM

Subtract 3-4 psi for 5.5” underdrive ATI crank pulley with 6.1L vs. stock 6.25”
(4” is largest SC pulley that fits under stock hood.”

Maximum recommended boost for street is 18 psi regardless of fuel octane or tune! 19-23 psi for competition use only with higher octane fuel.



  • Keeps Bypass “Full Open” Until Boost
  • Reduces “Throttle Surge”
  • Lowers Supercharger Temps
  • Cooler Air Charge Temps
  • Improves Fuel Economy
  • Can Control Launch Tire Spin
  • Externally Spring Loaded

Another unique Kenne Bell feature for the Hemi Kits is the Patented External Spring Bypass Valve which prevents premature throttle opening, surge and runaway acceleration. One would have to be living in a Village not to have heard of the annoying low and mid range throttle “surge” and “runaway” so common on the supercharged Hemi’s with drive by wire throttle body. All efforts to “tune away” this problem via re-calibration and new software has been unsuccessful as of this writing. This Bypass Valve has several other benefits over conventional valves e.g. 1.) reduced supercharger heat, 2.) improved fuel economy and 3.) valve is “full open” at 0” Hg so non-stock lower vacuum cams do not keep the bypass valve closed or partially closed in the 1”-10” Hg range and burn up the supercharger and 4.) spring tension can be varied to reduce tire spin at launch.



  • More HP
  • Reduced Detonation
  • Lower Oil Consumption
  • Longer Spark Plug Life

Engine oil has the exact opposite effect as higher fuel octane. It drastically reduces fuel octane, increases detonation and can seriously damage the pistons, rings and rods. Engine oil flows into the inlet tract via the PCV valve. Unless CONTROLLED and CONTAINED, this oil and crankcase debris settle and pool in the intake manifold where it is sucked into the combustion chamber. Stock Hemi’s utilize an elaborate oil control system to avoid this problem. All Kenne Bell Hemi Kits are supplied with a unique Kenne Bell designed valve that traps and eliminates this undesirable oil buildup. It raises our kit cost, but 18 years of experience has taught us that it is absolutely necessary on the Hemi’s. Otherwise, Chrysler would not have used one on all their production engines. And less oil in the inlet tract makes more HP.

Invented by Kenne Bell in 1996. Ultra reliable and time proven. Eliminates fuel pressure drop off. Included in all Hemi supercharger kits. Supports up to 765RWHP. All the fuel and HP stock Hemi can handle. Increases fuel pump delivery 84% (217L – 401L) with no other change.

590L (17.5V) vs. 340L (12.5V)