Kenne Bell 05-10 Mustang GT 3V Intercooled Supercharger Kit-Stage 2

Kenne Bell 05-10 Mustang GT 3V Intercooled Supercharger Kit-Stage 2

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The ultimate supercharger kit for the Mustang 3V. Bulletproof billet construction, max HP and torque at ANY rpm
Our Price: $6,299.99 $6,299.99

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Kenne Bell

SKU: TS1000-05/10-Stage2

Condition: New, Availability: In stock.

Shipping: Free Shipping

Waranty: 1 Year

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•Big increase in HP & torque - EVERYWHERE - not just at peak rpm.
• No boost drop off at higher rpm.
• High HP Potential (450-900+)
• Quick Pulley Change

• Does not depend on engine rpm to generate more boost.
• Fat flat torque curve.
• Low Restriction Lower Aluminum Intake
• Lower gears not necessary.
• Bar and plate intercooler.
• “Two pass” heat exchanger.
• Internally Lubricated-No tapping of oil pan or using engine's oil
• 39lb injectors (60lb optional).
• Cooler air charge temperature.
• 60°-80° cooler air charge temp and requires 10-16 less HP to drive than Roots type*
• Looks factory. Mounts on top of engine.
• Forward facing. Drive and pulleys are in front of engine.
• All necessary hardware included.
• All major components are assembled and tested.
• Available in black/satin or polished.
• Serviceable. Supercharger can be rebuilt in U.S.
• Best step by step instructions in the industry.

Stage 1 Kit Includes-Supercharger, Stock Air Box or Cone Filter, 39:B Injectors, Kenne Bell Tune, Boost A pump, 90MM Mass Air Meter w/ Cone Filter
Stage 2 Kit Includes-Supercharger, Stock Air Box or Cone Filter, 39:B Injectors, Kenne Bell Tune, Boost A pump, 90MM Mass Air Meter w/ Cone Filter, 130MM Throttle Body
Mammoth Kit Includes-Dual 75mm Throttle Body, 4-1/2" Filter & Meter, Ford GT Flex Tube,  (No injectors, BAP, or Tune)

At Kenne Bell, we believe that decisions are best made when all the facts are known - and the more you look, the better we look. We try to cover any foreseeable question, and therefore, go to great lengths to supply our customers with all the information (tests, tuning, comparisons, related products, tech info, etc.) necessary to understand our products and related components. The kit concept, it’s features and components are all thoroughly explained, followed by our Mustang 3V Tech Tips. The Kenne Bell Twin Screw Kit may cost a little more, but if offers more - much more. The best of everything. Uncompromising Kenne Bell engineering heritage and tuning. No “upgrading,” or “porting” or “re-tuning” etc. is necessary. This is no wimpy OEM grade Eaton 90 (1.5L/415HP max) or Eaton 112 (1.84L/453HP max). These are numbers published in Eaton literature. Boost range is 6-25 psi with no boost drop off. And you won’t get sleepy or hungry waiting for the boost and HP to build up as with centrifugals or turbos. All kits feature gobs of boost (HP & torque) at ANY rpm, not just “peak” rpm.

The 93mm genuine cool air inlet system picks up dense cool air from under the front bumper instead of the power robbing hot underhood air as others do. A new 90mm Lightning meter replaces the restrictive meter/filter box combo. The Kenne Bell BOOST-A-PUMP™ and 39lb injectors can support 525RWHP whereas 60lb injectors can make 700+RWHP depending on boost, fuel pump, etc. The restrictive and relatively weak stock composite inlet manifold is replaced with a high rpm - low restriction cast aluminum manifold and intercooler assembly that mounts the supercharger on top of the engine and pointing forward. The inlet manifold features a unique anti-reversion plenum that enhances air flow while silencing the incoming air at idle and cruise. And, as with all Kenne Bell kits, we don’t use the engine's oil to lubricate the supercharger. The oil system is self contained in the supercharger. No drilling holes in the oil pan. No oil feed and drain lines. There’s even a valet mode on the billet bypass valve.

The ultimate supercharger kit for the Mustang 3V. Bulletproof billet construction, max HP and torque at ANY rpm. 5-25 psi boost range with no “boost drop off,” big potential for future upgrades or higher boost weekend or competition racing, quiet operation, intercooled - and Kenne Bell engineered and calibrated. No other supercharger produces more boost (HP & torque) throughout the engine’s rpm band. Any knowledgeable automotive engineer knows the Twin Screw has proven to be the most overall efficient supercharger. Although the Eaton/Roots style is an excellent OEM style cast aluminum case supercharger with a great reputation for reliability, the Twin Screw will always make more HP and torque simply because it requires less engine HP to drive, has a cooler air discharge temp and a higher volumetric efficiency (air in vs. air out). That is why the Twin Screw has become the choice for both OEM and aftermarket vehicles where maximum peak HP is desired without sacrificing low and mid range boost. There is a trend. Ford selected the Twin Screw for it’s most prestigious and expensive car ever - the Ford GT. Mercedes and Cadillac switched to a Twin Screw in lieu of the Eaton on their high HP vehicles. Then there’s all those factory supercharged Cobras and Lightnings that upgraded - and continue to replace - their Eatons with the Kenne Bell Twin Screw superchargers.

It’s also important to understand that the Twin Screw does not depend on engine rpm to generate more boost/air flow as do the centrifugals or turbos. Instead, the Kenne Bell “stores” it’s air supply (boost) much like a huge air tank. Boost (zero, partial or full) is always there and is regulated by your foot. The farther down the gas pedal, the more boost it makes. Nitrous also makes good power, but unlike the Kenne Bell, it’s either “all on” or “all off.”

Besides it’s hi-tech, intimidating and expensive appearance, the billet Kenne Bell supercharger is stronger - at any boost and rpm level. Any engineer, engine builder or hot rodder prefers billet. Consider this. If billet wasn’t a superior concept, then billions of consumers hard earned dollars has been wasted on upgrading from lower cost less durable cast to stronger billet components e.g. rods, cranks, gears, cams, rocker arms, pumps, shafts, etc., etc. These are not lower cost mass production OEM cast Roots type superchargers and drives “adapted” to the aftermarket. Both are, instead, limited production CNC machined 100% billet aluminum and steel. Even the bypass valve is billet. The inlet and discharge openings are precision machined for optimum and consistent air flow. Only the front cover is cast as it merely stores the supercharger oil. The drive is also 100% billet. And it uses huge bearings and shafts that are 47% larger than the competition.

We crammed in the biggest, baddest, most efficient positive displacement 50 State Legal* (pending)* supercharger that would fit under the hood - one that’s just loafing around 550RWHP. Most of our customers will be more than satisfied with our standard 8-9 psi kits, which are easily capable of exceeding the “safe” rating of the pistons (approx. 450RWHP). The 8 psi Kenne Bell is 445RWHP with a +700RWHP potential. Yet the driveability and factory feel is not sacrificed - except your 4.6 feels like a 7.0L at ANY rpm when the pedal is pushed down far enough to kick in the boost.

Yes, Kenne Bell kits are overdesigned or overkill, but our big supercharger won’t leave you hanging and your supercharger gasping for air - and boost - unable to keep up with the increasing engine HP/air flow from heads, cams etc. (see “Boost Drop Off Comparison”). If the boost drops with a Kenne Bell, you won’t have to spring for a supercharger upgrade. Instead, simply install a smaller pulley on your Kenne Bell to bring back or increase boost. And unlike the Eaton, our drive does not limit pulley size and boost. The “Big Bore” Kenne Bell reflects the absolute latest in Twin Screw rotor profile technology. It is capable of 800+ engine HP, yet works equally well at lower power levels. 600HP is easy. All else equal at a given boost, a larger supercharger can enjoy some advantages over a smaller faster spinning supercharger:

1. A larger displacement supercharger obviously offers more HP potential.
2. It runs cooler because it spins slower. 
3. Bearing speed friction and oil temperature are reduced.
4. Cooler air charge temperature.
5. Lower parasitic loss (less engine HP to spin).
6. Larger pulleys have more surface area for less belt slippage and wear.

In the case of an Eaton 112 vs. the Kenne Bell Twin Screw, the Kenne Bell pulley is typically at least a full 1” larger in diameter which equates to 33% more belt contact area and less potential belt slippage. At 9 psi, the 2.4 spins 23% slower than an Eaton 112 and 60% slower than the Eaton 90.

Since 1991, the Kenne Bell trade mark has been a top mount forward facing billet aluminum Twin Screw with that classic and intimidating retro - drag race look. When the hood goes up, no one can ever mistake a billet Kenne Bell Twin Screw for a low cost OEM style cast aluminum case Eaton/Roots or twin screw. And you’ll never see a cover over one of our superchargers. We may be biased, but we believe the billet Twin Screw just looks more impressive than a front, side or under engine mounted centrifugal or turbo - or a backwards facing positive displacement supercharger. At one time, we considered a rear drive backward facing Twin Screw, but the complexity, reliability, cost and HP loss of the jackshaft, bearings, brackets, pulleys, belt, tensioner, etc. was shelved in favor of our proven conventional forward mount design.



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