INTRODUCTION The ‘13-’14 Kenne Bell Upgrade Kits are basically the same as the popular ‘07-’12. All sport the larger 5” “Gimme 5” inlet system and 168mm throttle body option that further widens the HP gap between Kenne Bell and our competition. All kits (3.2, 3.6 and 4.2) provide BIG HP increases over the smaller 2.3. Besides having lower PC (less engine HP to drive supercharger), these kits all utilize the tried and proven minimum restriction Mammoth™ Inlet Systems with Dual 75 or 168mm Throttle Body. The same Mammoth™ System that made 1412RWHP on Mark Duber’s Shelby (no NOS). The factory 2.3 is a good little supercharger, but it’s maxed out. Boost can be increased a couple of psi and the entire inlet system and throttle body replaced, but it is IMPOSSIBLE to match a 3.2, let alone a 3.6 or 4.2. In a recent Muscle Mustangs & Fast Fords magazine test, the 2013 Shelby Super Snake ran 10.6/137 and made 770RWHP with a 3.6LC kit on pump gas and street tires. Editor Evan Smith said it was the fastest production Mustang he ever drove. Just upgrading to a KB is 96-306RWHP (+417 with E85). And then there’s more room to grow with bolt ons. Mark Meiering’s Shelby made 1800HP with the new 4.7 and BIGUN/Dual 106.If adding headers, H-pipe, headers and cam, there is always a 2 psi boost drop that must be compensated for - if you expect the HP those products offer. This further taxes the little 2.3 and exceeding the manufacturer recommended rpm limit can result in scuffed or seized rotors. Every supercharger has a max rpm rating. Since the KB kits are not maxed out, it is easy and inexpensive to just bolt on a smaller higher boost $125 pulley (included free with all kits) for higher octane fuel, E85 or weekend racing. You end up with more HP, the easy way - a complete intimidating Twin Screw Kit, pre-tuned with fuel system. Compare our $5999 3.2LC Liquid Cooled Kit to the parts, labor and tunes for headers, cat back, CAK, throttle body, crank pulley and supercharger pulleys, belt, tensioner and idlers etc necessary to even get close to the 3.2LC performance. And it remains the same relatively small over revved and inefficient 2.3 TVS rotors used by 8 other manufacturers.

3.2LC Our latest and most popular kits for the Shelby. Fits under stock hood. 24 psi potential. Uses less engine HP to drive than others, so there are “built in” HP gains. LC (Liquid Cooled) standard. Matches the 3.6L to 24 psi. The new 3.2 is a larger bore 2.8 case with new profile 4x6 lobe rotors. 3.6LC Lower PC than 3.2LC at higher 26-28 psi boost levels.LC standard. Needs KB Engine Lowering Mounts and Shelby Super Snake hood or engine lowering kit and springs. The industry’s largest 3L. 4.2LC +5 psi over 3.6LC with same PC advantage. The 4x6 rotor 4.2 will more than match a 4.5 3x5 rotor. 4.7LC +4 psi more boost than the 4.2LC with same PC and temp advantage over 3x5 rotor Twin Screws. The new 4x6 rotor 4.7 out boosts and out revs ANY other 4L. Minimum boost is 24 psi.

SHELBY GT500 5.8 TECH There are a lot of players with varying opinions and/or agendas. There are 2 basic choices. 1. upgrade to a larger more efficient Kenne Bell Kit or 2. stay with the undersized less efficient 2.3 and speed it up with a pulley change and/or buy the bolt ons and tune(s) to increase HP. The saying on our dyno given to us by an old Ford engineer reads “One of the real dangers in running tests is, you are bound to get data.” At Kenne Bell, we historically spend the extra time and money to furnish our customers with the test data and tech info necessary to make an intelligent decision. We believe the Kenne Bell Upgrade Kits offer more HP, efficiency, reliability and image with lots of room to grow for less money and the cost is LESS than the combined 2.3 mods and bolt ons. EXCLUSIVE FEATURES • Big 3.2, 3.6, 4.2L, 4.7L vs. 2.3L. • Liquid Cooled (cooler air charge and oil temps). • Billet vs. cast aluminum construction. • 4x6 lobe rotors vs. 4x4 Roots style or 3x5 Twin Screw. • Hard anodized vs. coated rotors. • *Cooler air charge temps (75° @ 20 psi). • *Lower PC (power consumption) 85HP @ 20 psi. • Mammoth™ 5” Inlet (flows more air than ANY system tested). • Huge Kenne Bell Dual 75mm (1850 cfm) or 168mm (2150-2350 cfm) throttle bodies vs. stock 60mm (1128 cfm). • Equally large 168mm inlet manifold (others accept only small stock throttle body pattern). • Optional BIGUN Intercooler Upgrade. *Mammoth™ Inlet System and best upgrade for Eaton tested on superchargers with same boost and cfm.

2.3 vs. 2.8, 3.2, 3.6, 4.2 COMPARISON 2.3 (With Bolt Ons) - 3.2, 3.6 (100% Stock 5.8)

TVS 2.3 BOOST

HP GAIN

HP

OCTANE

15.0 15.0 15.0 15.0

-

583 583 604 604

91 91 91 91

KENNE BELL 3.2LC, 3.6LC TEST Stock ‘13 Shelby GT500 Tuner Initial Jon Lund Email Tune Dyno tune & tuner

BOLT ON 2.3 PARTS $ $250 $200 $850

Note: Unless tune is for ALL mods (CAK, TB, headers, boost, etc) shown below, car must be re-tuned ($250 per Jon Lund Email Tune).

14.5 14.5 15.5 14.0 14.0 17.0 17.0

16 6 30 17 20 -

620 626 656 673 673 693 693

91 91 91 91 91 93 93

Exhaust & MBPR H-pipe/no cats CAK Mono throttle body Long tube headers BOOST-A-PUMP® SC pulley 2.4” (93 required) Needs tensioner, idler & belt

$1300 $549 $659 $1385 $459 $200 $630

BOOST

3.2LC 3.6LC OCTANE

15.0 -

679 702 -

91 -

16.5 17.5

721 765** 742 785

91 93

20.0 20.0

774 820 814 860

RACE E85

KIT COST 3.2LC 3.6LC

SC DISCHARGE TEMP Kenne Bell Kits can run 1-3 psi more boost because of lower SC discharge temps (63° @ 20 psi).

This is max boost for pump gas. 93 octane now required. Re-tuning (timing retard of 6° @ 5HP/degree=-30HP) not recommended. See “Timing.”

20.0

37

730

RACE

15% ATI crank pulley

$650

Now race fuel or E85 is necessary to support +3.0 psi (max boost for 2.3) and higher SC discharge temps. See “Boost” in Tech Tips. No charge 20 psi KB pulley (included in kit).

730HP 2.3 PARTS (if tuned once on Dyno ($850) or Jon Lund $450) . . . . $7132* *2.3 labor and tuning will be more expensive than the KB supercharger kit install. 2.3 is not capable of high HP/boost levels. No room to grow. Compared to KB, needs headers, throttle body, inlet system, mid pipe, exhaust, sc pulley, crank pulley, upgraded tensioner system, BOOST-A-PUMP® and retuning to make 673HP on 91 octane, 693HP/93 octane and only 730HP on expensive Race Fuel @ 20 psi. Also, 2.3 unable to take advantage of E85 because boost is maxed out. And it’s still a “little” supercharger compared to a Kenne Bell.

814HP 860HP $6999 3.2LC, 3.6LC COST . . . . . . . . .$5999 $6999 22.0 22.0 24.0 26.0 28.0

822 860 860 923 -

862 902 903 940 973

RACE E85 RACE RACE RACE (3.6LC)

**765HP / 16.5 psi 3.6LC is same kit used by Shelby on their 91 octane 50 State Legal 850HP ‘13-’14 Super Snakes.

KENNE BELL UPGRADE OR BOLT ONS Since 1999, a huge part of Kenne Bell’s supercharger sales has been upgrading the smaller less efficient 1.9, 2.1 and 2.3L OEM Eatons with the larger more efficient higher HP Twin Screw 2.6, 2.8, 3.2, 3.6, 4.2 and 4.7. Examples are the ‘99-’04 Lightning, ‘03-’04 Cobra, ‘07-’12 Shelby GT500, the ‘13-’14 Shelby Gt500 and the Cobra Jet 2.9 and 4.0.. Then there is Carroll Shelby, who has been successfully upgrading OEM Eaton Shelby GT500’s since 2007 with the Kenne Bell 2.8 and 3.6 Kits for their 750, 800, 850 and 1000HP cars. And we haven’t ever heard of anyone who regretted installing or upgrading to KB or any other Twin Screw. Bolts ons may increase HP, but the HP gains (air flow) cannot be supported by a supercharger that is undersized for the application. Also consider the additional labor and tuning costs of individual bolt ons. “To make big HP, you need a big blower.” Muscle Mustangs and Fast Fords Magazine “All the Bells & Whistles.” HOW DOES THE KENNE BELL 3.2, 3.6, 4.2 COMPARE TO THE STOCK ‘13-’14 GT500 2.3 TVS? There is no lack of opinions, theories, tests, agendas or variables on this subject. To accurately measure and compare supercharger efficiency (PC/parasitic loss and temperature), superchargers must be tested independently on a Supercharger Dyno where all variables are eliminated. That means no filter, meter, plumbing, throttle body, manifolds, intercooler, etc. to affect the air flow in or out of the supercharger to skew the test data. The dyno then measures the engine HP required to turn the supercharger and the air discharge temps. There is another test procedure we use on our Supercharger Dyno - we bolt the entire inlet system onto the supercharger. In the case of the 2.3 TVS ‘13-’14 up Shelby GT500, we mounted the best aftermarket inlet system upgrade components available on the 2.3 so there would be no appreciable air flow restriction to the supercharger at 750RWHP. As can be seen from the Dynojet tests, the stock inlet tract was very restrictive, even at 583RWHP. The Supercharger Dyno indicates the true PC (parasitic HP loss) your engine sees without the variables. As part of our R&D, the various inlet systems, including throttle bodies, are also pre-tested on our 1200HP Air Flow Bench. It simulates actual engine air flow. The 3.2, 3.6, 4.2 were tested with their standard 5” Mammoth™.

‘13 UP SHELBY 60MM - 917 CFM COBRA JET OVAL - 1290 CFM

KB 168MM 2150-2350 CFM

KB MAMMOTH™ 168MM - 2073 CFM

SUPERCHARGER PC (POWER CONSUMPTION) So, why does the Kenne Bell Supercharger Kit produce more HP with the same boost and octane? Because it requires less engine HP to drive/turn the supercharger. And the gap between the 2.3 and the KB 3.2, 3.6, 4.2 becomes exponentially higher with HP, boost and supercharger RPM. That isn’t to say the 2.3 is an inferior product. On the contrary, it is a good reliable supercharger for it’s size and boost. For example: The 2.3 TVS with an inlet upgrade uses 85 MORE HP @ 20 PSI as compared to our 3.2 kit at the same 20 psi. And the 2.3 air charge temp is 75° HIGHER. Enough said? The Kenne Bell 4x6 lobe Twin Screw rotors are simply more efficient at the higher HP levels than the 4x4, 2.3 or the competitions Twin Screw 3x5 - and we can prove it. SUPERCHARGER AIR DISCHARGE TEMPS Who doesn’t know cooler air charge temps are better i.e. more HP, boost & torque with a lower detonation threshold. A 10° change in external air charge temp is 1% in engine HP. And 20° charge temp rise needs 1 octane to support it. And 1 octane supports approx. 13HP. The Kenne Bell charge temps are cooler and the differential increases with supercharger rpm and boost. Therefore, the KB is able to run higher boost on a given fuel octane. LIQUID COOLED RECORD HOLDERS Then there’s the exclusive Patented LC (Liquid Cooled) option that further cools the air charge. Just look at the 1/4 mile and flying mile record holders like Mark Meiering’s 7.4/188 mph World’s Most Powerful Shelby. Revan Racing;s World’s Fastest Shelby (230.4 Flying Mile)and the NMRA Kenne Bell 4.0 powered 5.4 and 5.0 Cobra Jets.

SUPERCHARGER KIT *POWER CONSUMPTION / HP & DISCHARGE TEMP 2.3 vs 3.2, 3.6, 4.2, 4.7 Kits Tested on Kenne Bell Supercharger Dyno to eliminate variables from dyno, vehicle, weather, tuning, engine temp, bolt ons, NOS etc.

SC 2.3 3.2 3.6 4.2

BOOST 14 14 14 14

CFM 1367 1367 1367 1367

PC/HP 146 130 (-16HP) 129 (-17HP) 123 (-23HP)

DISCHARGE TEMP F° 266 255 (-11°) 251 (-15°) 249 (-17°)

SC RPM 19000 13700 12000 10500

2.3 3.2 3.6 4.2

16 16 16 16

1427 1427 1427 1427

177 149 (-28HP) 147 (-30HP) 145 (-32HP)

320 278 (-42°) 269 (-51°) 257 (-62°)

20500 14600 12800 11000

2.3 3.2 3.6 4.2

18 18 18 18

1473 1473 1473 1473

204 161 (-44HP) 159 (-45HP) 160 (-44HP)

341 281 (-60°) 276 (-66°) 284 (-57°)

22000 15080 13400 11500

2.3 3.2 3.6 4.2

20 20 20 20

1501 1501 1501 1501

279 184 (-95HP) 184 (-95HP) 186 (-93HP)

386 316 (-81°) 302 (-84°) 298 (-88°)

23500 13350 13700 11800

Note how the undersized and less efficient 2.3 uses up to 95 MORE engine HP to drive the supercharger. That extra drive power also requires tensioner belt and pulley considerations. Note: The higher the boost, the greater the PC/HD gap between the 2.3 and 3.2 (16-95HP). That’s more HP than headers, cat back, cams, x pipe, heads, etc. which, while improving HP, further reduces the supercharger boost. These engine HP enhancers actually rob boost from an already undersized 2.3. That’s why there are bigger superchargers like the Kenne Bell capable of 35 psi boost. Then there’s up to 88° hotter supercharger discharge temp at only 20psi. Who doesn’t know that hot air kills HP, limits boost and promotes engine damaging detonation? The Kenne Bell upgrade Kit simply offers more HP and boost potential, with plenty of room to grow, without expensive bolt ons. And you will never be intimidated or embarrassed to lift the hood of your Shelby - or worry about a 2.3 out powering your KB. Ever hear of ANYONE “upgrading” a KB with an Eaton?

As tested on KB Supercharger Dyno Mammoth™ and Cobra Jet / Accufab Mono Throttle Body

KB 3.6LC “Kit” on Supercharger Dyno Measures SC temps, boost, CFM, RPM and PC/HP

BOOST (1PSI=1.5 OCTANE) Boost is always good and more is better - IF fuel octane is available to support it (approx. 1.5 octane per psi). So, it’s OK to raise the TVS or KB boost from 15 (stock) to 17 and pick up 40HP. BUT the fuel must be 3 octane higher (2 psi=3 octane). MORE boost needs MORE octane. Now we could play the “tuner game” and retard the timing 6° (-3 octane) and lose 30HP. Typically overlooked is the supercharger discharge temp (10°/psi) which remains the same when timing is retarded. So, yes, it’s always better to lower boost than timing which again, DOES NOT reduce air charge temps.

TIMING (.5 OCTANE SUPPORTS 1° SPARK = 5HP) The “Tune?” Now the tuner claims he can tune it for the 91 with +2 psi (17 vs. 15). Sure can. But he will have to retard the timing 6° (6°x5=3 octane=30HP) to compensate for the 2 additional psi (3 octane). Net gain is +10HP (40HP boost -30HP timing=10HP. Tuning is often an expensive compromise if not performed by a knowledgeable Tuner. There is no substitute for octane. Boost needs 1.5 octane per psi and timing .5 octane per degree to prevent detonation - which must be avoided at any cost. See Tech Info, Supercharger Tech, “Jim Bell’s Supercharged/Turbocharged Performance Guide.” KB vs. 2.3 TUNING All KB Kits (3.2, 3.6, 4.2) include a Tuner with a “max” Kenne Bell tune installed for the specific boost level. The 2.3 is another story. Adding a throttle body, CAK, headers, H-pipe or boost (pulleys) each requires a new $250 Jon Lund email tune or a visit to the local Dynojet. That’s at least 5 tunes at $250 ($1250). If the car is tuned on a chassis dyno, plan on $450 a tune ($2250). The more the mods installed per session, the less the tuning costs. We’re not criticizing tuners. Just pointing out that there’s a lot of tuning involved when adding bolts ons in stages whether it be local tuner or email. HP All else equal, the supercharger with the lowest PC (power consumption) will produce the most HP. And if it is fed by the largest most efficient inlet system (Mammoth™), the combination is unbeatable. You merely select the desired supercharger size/HP rating (3.2, 3.6, 4.2, 4.7). If you are stuck with a 2.3, HP will always be limited. There are no larger Eatons. The only alternative is to install “other” engine HP adders to compensate for the superchargers inefficiency and size and/or upgrade it’s inlet system. DOES SUPERCHARGER SIZE MATTER? Common sense tells us that if you spin anything faster, it will create more air and bearing friction. And if spun beyond it’s optimum design capacity, PC increases - even in like design superchargers. Example: Mark Meiering’s Accufab built motor tested 1737 (4.7) and 1685 (4.2) at exactly the same 30 psi boost. The 42HP difference was due to the 4.7 using 42 less engine HP. But at 1550HP there was no PC advantage to the 4.7. So is the case with the 2.3. Even our 2.8 spins at least 20% slower than a 2.3 to produce the same boost. Reduced pulley OD removes much needed area in wall thickness to fit over drive. Pulley groove depth and belt contact area are severely compromised resulting in “floating belt” slippage and wear.

Kenne Bell deep high belt contact grooves with V bottom to allow full maximum belt contact.

AFTERMARKET EATON

KENNE BELL

2.3L vs. 2.8, 3.6, 4.2 PULLEY COMPARISON

2.5”

2.75”

2.87”

3.00”

3.25”

3.5”

3.75”

4.00”

2.8L 14-24 PSI 3.6L 14-28 PSI 4.2L 14-34 PSI 2.3L 2.44” PRESS ON PULLEY • Huge pulley selection 2.5”-4” (EATON) • Room to grow 10-20 psi (100-200HP) vs. 3 psi (45HP) • Larger OD pulleys provides more belt contact area to eliminate slippage and boost/HP losses • Supercharger RPM lower (higher efficiency and less heat)

PULLEYS (BELT SLIPPAGE, BOOST/HP LOSS, REMOVAL) Your engine won’t develop peak HP if, for any reason, the belt slips. With pulleys, it’s all about belt contact area. The more the better. Larger OD and wider (more ribs) pulleys provide increased belt area which reduces slippage, belt wear and boost/HP losses. The Eaton 2.8” is 10 rib, but it’s relatively small diameter - necessary for 15 psi with a small supercharger - barely fits over the supercharger snout. Therefore, further reducing the 2.8” pulley diameter to 2.4” results in insufficient pulley wall strength. The only way to avoid breakage is to add wall thickness via the pulley grooves. NOT a good idea as the belt teeth are deprived of precious pulley groove surface wall contact. Worse yet, the belt teeth are unable to “bottom out” for max wall pressure. See photos. That’s why KB, Eaton, OEM and other supercharger manufacturers use full depth pulley industry standard grooves that allows the belt additional surface contact for less slip and HP loss. And why stronger tensioners, idlers and Diesel belts are recommended. But in this case, it’s a band aid. Finally, a $200 pulley and a lot of time is necessary to pull and press the supercharger pulley on and off whenever switching boost levels. The Kenne Bell can be replaced in 4 minutes with a simple wrench. DOES THE SUPERCHARGER PC AFFECT BELT GRIP? How can it not? The supercharger uses 10-85 more engine HP to drive it at the same boost and cfm, so the belt/pulley must be capable of handling the extra HP, or it slips. 10%-15% OVERDRIVE CRANK PULLEYS If you are set on increasing the RPM and boost of the 2.3, the more expensive but efficient 8.1” ATI crank pulley is preferred as it incorporates the industry standard “full depth” V grooves. And the larger diameter/surface area provides additional belt contact. Plan on a new billet tensioner, idler pulley and belt and some clearance grinding on the oil pump. Then there’s 3-4 hours labor to R&R the fan, tanks, shield, pulley etc. INLET SYSTEM UPGRADING Obviously, the stock inlet system is lacking and should be upgraded. No upgrading or cobbling together and tuning of various inlet components is necessary with the Kenne Bell Mammoth™ Kit. It’s all there. The filter, meter, 5” tube and 168mm throttle body will support 1500+HP. No other inlet tract or combination of parts can match it’s air flow. And if it did, the huge 78x168mm Mammoth™ supercharger inlet manifold dwarfs the little 2.3 and the competition (see photo). THROTTLE BODIES, INLET MANIFOLD If these 2 components are undersized, air flow to the supercharger will be restricted. It won’t matter how big the filter, meter and tube are. The Kenne Bell Kits are available with an industry exclusive and leading Dual 75 (1850 cfm) or 168mm Oval Throttle Body (2150-2350 cfm). Both are the biggest highest cfm type throttle bodies available for the 5.8 Shelby. THROTTLE BODY CFM RATINGS The cfm of a Kenne Bell throttle body is rated a 28” H2O pressure drop (approx. 1 psi). Be aware there are some “misleading” throttle body flow numbers floating around that use a non industry 28” standard. Example 1: Kenne Bell 168mm = 2150 cfm at 28” (-1 psi) Example 2: Kenne Bell 168mm = 3013 cfm at 55” (-2 psi) As you can see, the exact same throttle body can be rated 40% higher (3013 vs. 2015 cfm). We believe it is easy - but unethical - to mislead anyone into believing a throttle body flows more air than it really does at 28”. So always ask “at what pressure (boost) drop is your throttle body rated at?”

KB 1850 CFM DUAL 75MM 1128 CFM STOCK 60MM

1322 CFM DUAL 65MM

KB 2150 CFM 168x75MM

1701 AFTERMARKET OVAL 148x72MM KB 2350 CFM COMPETITION / EATON 148MM MANIFOLD

KENNE BELL MAMMOTH™ 168MM MANIFOLD

2.3 SHELBY 5.8 148x72MM

168x78MM

2.8 KENNE KENNE BELL BELL 3.2LC

5.8 TVS 2.3L, KB 3.2L 2013 up 5.8 Shelby incorporates a smaller inlet manifold that won’t accept larger throttle bodies

WILL A LARGER SUPERCHARGER COMPENSATE FOR A LOWER CFM INLET SYSTEM? Absolutely not. There is no substitute for higher inlet restriction. Regardless of the size and/or efficiency of the supercharger, it’s HP potential is ALWAYS limited by the AIR FLOW of the inlet system that feeds it (akin to squeezing the straw together when sipping a drink). See FAQ’s “Supercharger Boost on Inlet Loss.” HEADERS Look for only 10-15HP - IF YOU DON’T RAISE THE BOOST. Good long tube headers like the ARH, lower boost by 1.5 psi, so it’s ATI ($450) and tensioner kit time (another $450) or you DO NOT get the full benefit of the headers. KB pulleys are only $125 for boost gains of 1-15 psi, depending on size and kit. And there are 8-10 sizes available for each kit that requires 4 minutes to change. H-PIPE We like the MRP from Canada. If racing the car off road only, you will want to remove the cats. FUEL SYSTEM The stock fuel pumps are ultra reliable, but are maxed at 700HP. The KB Kit includes a Kenne Bell BOOST-A-PUMP® that increases the stock fuel pump capacity. The stock pumps, rails and lines with the BOOST-A-PUMP® will support 1000RWHP with room to spare (see “BOOST-A-PUMP® Tech”). Only consider larger pumps and an expensive return style system with all out E85 1200HP applications. E85 Here too, the 2.3 is too small to take advantage of the HP potential of the increasingly popular E85 which will support another 12 psi (+240HP) of boost. Unfortunately, the 2.3 size and efficiency limits it’s boost/cfm capacity. Also, the 2.3 PC (power consumption) and charge temp are increasing exponentially with boost and supercharger RPM. We have made 1000+HP on our Dynojet on E85/larger injectors with ONLY an off the shelf 4.2 kit and a 20V BOOST-A-PUMP®. No headers, cat back, cams, heads, NOS, etc. CLUTCH At 900RWHP, the stock clutch slips on our Dynojet. We recommend the Centerforce because of it’s stock clutch feel and smooth operation (no chattering or grabbing).

SHELBY GT500 3.6LC, 4.2LC, 4.7LC *BOOST / PULLEY / RATIO / RPM 5.4 (6300 RPM, 5.8 (7000 RPM)

7.1”, 8.0” CRANK PULLEYƒ 7.1 x 4.00 7.1 x 3.87 7.1 x 3.75 7.1 x 3.62 7.1 x 3.50 7.1 x 3.37 7.1 x 3.25 7.1 x 3.12 7.1 x 3.00 8.0 x 3.75 8.0 x 3.50 8.0 x 3.37 8.0 x 3.25 8.0 x 3.12 8.0 x 3.00



‚

RATIO 1.77 1.73 1.90 1.95 2.03 2.10 2.18 2.27 2.36 2.13 2.28 2.37 2.46 2.56 2.66

PEAK BOOST 3.6 4.2 4.7 15 20 24 16 21 25 17 22 26 18 23 27 19 24 28 21.5 NR NR 23 NR NR 24 NR NR 25 NR NR 21.5 28 32 24 29 33 25 30 34 26 31 35 27 NR NR 28 NR NR

SUPERCHARGER„ RPM 6300 7000 11,150 11,529 11,970 12,285 12,789 13,230 13,734 14,301 14,868 13,419 14,364 14,931 15,498 16,128 16,758

12,390 12,810 13,300 13,650 14,210 14,700 15,260 15,890 16,520 14,910 15,960 16,590 17,220 17,920 18,620

Note: 3.6LC requires aftermarket ‘07-’10 Shelby Super Snake Hood and Kenne Bell Billet Motor Mount Kit or Revan Racing K Member Engine Lowering Kit.

 Boost was measured on a 100% stock Shelby Gt500 (3.6 and built motor 4.2, 4.7).  Boost will be higher above 6300 RPM on 5.8 (7000 RPM rev limiter.  Boost will be higher above 6300 RPM for 5.4 and lower for 5.8 below 7000.  Cams, headers, exhaust and heads can each lower boost 1 psi on 3.6 depending on how efficient they are.  Maximum street boost is 20 psi - regardless of “tune” or timing. ‚ Crank Shaft Pulley = Ratio: Ratio x Engine RPM = Supercharger RPM. Supercharger Pulley

Maximum recommended boost for street is 18 psi, regardless of fuel octane or tune. ƒ Stock crank OD is 7.1”. ATI is 8.0”. „ Maximum Supercharger RPM - 18,000 RPM.

*Many Shelby’s have 1/2” clearance with Super Snake hood and don’t need Motor Mount Kit. Others don’t have the 1/2” and require the mounts. We recommend installing the 3.6LC with Shelby hood, check the clearance and if not 1/2”, then install the mounts. 4.2 Kit uses a different inlet manifold that clears the Super Snake hood without the lower mounts.

Our customers often ask “How much HP can I expect with just the KB Supercharger Kit from my 100% stock vehicle?” The 5.8 Shelby Gt500 is unique in that it makes almost 600RWHP stock. The 3.2, 3.6, 4.2 and 4.7 were all tested. Adding the Mammoth™ 4.2LC, 20V BOOST-A-PUMP® and 200lb injectors netted an incredible 1027HP with a 100% stock off the showroom floor. Try that with a little 2.3. No NOS, extra cooling, cat back, bolt ons, etc. - just the kit. A Centerforce clutch was needed at 900HP to hold all the torque. More HP was possible had it not been for the stock exhaust manifolds choking off the power. We believe there is also something going on with the cams as HP drops at 5500 on any stock or modified 5.8 we ever tested. Adding boost increases power 15-20HP/psi boost from 2000-5000, then “dies” and levels out. Revving the engine beyond 6400 would also increase power (see estimated HP curve). Unleash this beast with headers and crank up the rpm and it’s a 1100+HP stock motor. Mark Duber’s 5.8 made 1412HP with a built motor and a 4.7 Mammoth Kit. And all this HP using a 100% stock fuel system with E85 pump gas and only a BOOST-A-PUMP®. Don’t waste your money on expensive rails, lines, pumps or a returnless system. The stock Shelby fuel system has great capacity. The BOOST-A-PUMP® is all that’s necessary, easily handling another 385HP AND the 30% higher volume required for E85. 961 ft lbs of torque is enough to drive up the side of the Empire State Building. Ford left us all a lot of potential in this car, engine and fuel system.

STOCK SHELBY 5.8 HP POTENTIAL (100% Stock Motor) STOCK vs 4.2LC/4.7LC KIT ONLY 4.2L 1060 @ 7500 (EST) 4.7L 1102 @ 7500 (EST) 961 FT LBS

581 FT LBS

4.2L 985 @ 6300 4.7L 1027 @ 6300

STOCK 600 @ 6300

+427HP + 380 FT LBS

corelfiles\tech\shelby_2013_TechTips.cdr

02/12/2015