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Old 10-12-2004, 22:18   #1 (permalink)
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Tongue Kenne Bell - Twin screw superchargers

Just curious to know if there is anyone on the forums that has fitted a Kenne Bell Twin screw supercharger to their Windsor...?? Specifically the Blowzilla kit with a Flowzilla inlet.
From the research I have done they appear to be a pretty serious piece of kit!

Main problem that I see for us in Oz is that the inlets aren't symetrical, so some seious reorganisation of the engine bay may be required... perhaps battery into the boot, coolant header tank moved to the passenger side of vehicle and CAI setup where the battery now sits.....
Or perhaps that won't be neccessary with the higher psi (upto 18psi) kits where an Intercooler would be used... perhaps then the intake can stay on the Pass. side of vehicle, feed through the intercooler and then enter the intake on drivers side.
Anyone experienced this?? or have any additional thoughts/comments??

According to Kenne Bell's website the 18psi kit is good for up to 675Hp... now thats what i'm talkin about!!!
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Old 10-26-2004, 15:01   #2 (permalink)
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Thumbs up Re: Kenne Bell - Twin screw superchargers

I am looking into doing this also, I think it is possible to use the intake /battery relocation kit from Nizpro that they made for their Cobra XR6T kit. I am still researching engineer certification for rego and insurance.
I have also contacted Kennedy's Dyno in U.S for some advice, also Jim Roal who has a web page for Ford performance modifications advised that I should go forged internals if intending to run over 8-9 lbs boost, a 190 or 255 intank pump, 42lb injectors, 70-90mm TB and MAF, cold air intake. He then said that porting of lower intake and heads or change to allloy heads will give goods gains. apparently almost any mods that increase N/A performance will give even better gains with S/C. Remember K/B S/C very sensitive to intake restrictions.
You mentioned intercooling the K/B, if you have heard of a way that is being done now then I would be interested. However I understand that as the K/B S/C is draw through then the charge air would have to be cooled after the blower body which sits on the lower intake manifold (this would need a custom manifold I think?).
Anyway hope that was some help, keep in touch and let me know more as you find out more or do it.
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Old 10-26-2004, 17:16   #3 (permalink)
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Re: Kenne Bell - Twin screw superchargers

Quote:
Originally Posted by Blown5.0LGT
I am looking into doing this also, I think it is possible to use the intake /battery relocation kit from Nizpro that they made for their Cobra XR6T kit. I am still researching engineer certification for rego and insurance.
I have also contacted Kennedy's Dyno in U.S for some advice, also Jim Roal who has a web page for Ford performance modifications advised that I should go forged internals if intending to run over 8-9 lbs boost, a 190 or 255 intank pump, 42lb injectors, 70-90mm TB and MAF, cold air intake. He then said that porting of lower intake and heads or change to allloy heads will give goods gains. apparently almost any mods that increase N/A performance will give even better gains with S/C. Remember K/B S/C very sensitive to intake restrictions.
You mentioned intercooling the K/B, if you have heard of a way that is being done now then I would be interested. However I understand that as the K/B S/C is draw through then the charge air would have to be cooled after the blower body which sits on the lower intake manifold (this would need a custom manifold I think?).
Anyway hope that was some help, keep in touch and let me know more as you find out more or do it.

It would be a wast of money on forged rotating assembly as the block is the weakest link.No point in having all this top gear and spliting block into two.Btw 550 flhp is max.Then subtract what the blower takes to make this power.Conservative 500 MAX...I'd fit good pistons and rods with top bolts..Keep rpm under 6000 rpm....
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Old 10-26-2004, 17:53   #4 (permalink)
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Re: Kenne Bell - Twin screw superchargers

http://www.turbomustangs.com/techart...stockblock.htm
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Don't be afraid to try something new. Remember, amateurs built the Ark...Professionals built the Titanic!
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Old 10-26-2004, 19:41   #5 (permalink)
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Re: Kenne Bell - Twin screw superchargers

Quote:
Originally Posted by ebxr8240
It would be a wast of money on forged rotating assembly as the block is the weakest link.No point in having all this top gear and spliting block into two.Btw 550 flhp is max.Then subtract what the blower takes to make this power.Conservative 500 MAX...I'd fit good pistons and rods with top bolts..Keep rpm under 6000 rpm....
exactly - no real excuse for using a stock block, the price of Dart blocks continues to plummet.............
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Old 10-26-2004, 22:06   #6 (permalink)
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Re: Kenne Bell - Twin screw superchargers

Quote:
Originally Posted by Blown5.0LGT
You mentioned intercooling the K/B, if you have heard of a way that is being done now then I would be interested. However I understand that as the K/B S/C is draw through then the charge air would have to be cooled after the blower body which sits on the lower intake manifold (this would need a custom manifold I think?).
Had a thought about the intercooling comment after I wrote it, then realised basically what you have said... (couldn't be bothered editing it out of my post).
An intercooler can be done, but i dare say it would be expensive... custom manifolds etc as you suggested.
I believe that Peter Star uses a similar setup on LS1 engines and has an intercooler of some description that sits in the valley of the block...??
Other alternative would be to do what some of the 4 banger boys do and fit a 'pre-cooler'... basically cooling ambient air prior to entering the S/C.
How much effect this would have for lowering charge temps on this sort of setup i'm not quite sure.
I have an article somewhere on a test where an aftermarket precooler was fitted to an RS Focus... they achieved drops in intake temp of approx 5 degrees or so. (remembering though that this is a turbo 4 with a traditional intercooler as well, and i believe...must find article to confirm...that Ford fit a precooler as standard, so the gains are over the standard item).

As for battery relocation, the Nizpro kit sounds interesting... must look into that.

My fuel system would need some work if going for 18psi kit and as much power as possible, but ATM it's probably good for 450-500hp.
I have 32lb injectors and adjustable reg. but stock fuel pump.
As far as I know, my block should be fine for 800 or so hp, it's a sportsman block with girdle... internals are not a prob... all forged goodies.
Heads are the most restrictive point in my setup ATM, so I guess AFR's or Roush heads would be in order.

ebxr8240/ EB 5.6 - Do dart blocks require machining after purchase (as FMS A4 blocks) If so, if power is to be no more than about 800hp the sportsman block with good quality girdle is a much cheaper option. (my understanding, please correct and explain if wrong)
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Old 10-27-2004, 04:16   #7 (permalink)
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Thumbs up Re: Kenne Bell - Twin screw superchargers

Good point about the block durability, I was looking into blocks today I may need some advice about prices and pro's and con's of Dart, FMS etc.
I was originally thinking of using stock 200kw AU3 engine that only has 38,000 km's, however as I am quickly discovering once you look into increasing power then budgets go south! And you realise well once I do this I have to or may as well do that at the same time, still I 'm thinking that if I 'm going to do it I may as well do it right and not worry about it for a while.
You may want to seriously consider water/alcohol spray as an easier way to cool the charge temp for the K/B, this is what I think I will do once I want to up boost above 9-10lbs, remembering that apparently the K/B S/C is very efficient and does not generate a huge amount of heat when compressing, so at lower boost levels does not need intercooling I understand. I was told that it is more important at lower boost levels to ensure cool air to intake on K/B.
Keep the info coming I'm learning heaps to consider for my project.
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Old 10-27-2004, 06:15   #8 (permalink)
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Re: Kenne Bell - Twin screw superchargers

ebxr8240/ EB 5.6 - Do dart blocks require machining after purchase (as FMS A4 blocks) If so, if power is to be no more than about 800hp the sportsman block with good quality girdle is a much cheaper option. (my understanding, please correct and explain if wrong)
[Report]

Only machining that needed was to fit std H braces that fit over std lifters...The deck height was .040 higher but we left that as it was, with custom C.P pistons we allowed for this..Only required plenty of honeing...The cylinder bores are tuff as..
If you read that link above you'll see what the experts think of mains girdle..You'll also know if you read that link people assembling these engines with girdles DON'T use Late model engines...More the point the block just won't take hi power levels..If you use the Dart block for god sake when the bang is fitted on oil gallery where dissy drive goes, make fargen sure its "Flush"Otherwise when all assembles the dissy won't fit !!!!!
Even the Hi Energy sump needs modifying to fit around #4 mains cap...Thats about it..What would be a great combo though is 3.25 or 3.4 stroke and 4.145 bore..

Work out your CFM also 18 Lb should make heaps of power and 32 Lb injectors will hardly cope..A rough guide is 48 Lb/500 cc = 100 h.p per injector...
Heat is hardly an issue with correct sized blower...
With blower I'd use the TFS R series heads or similar..
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Don't be afraid to try something new. Remember, amateurs built the Ark...Professionals built the Titanic!
.
Tuned & maintained by "Peppertree Perfmormance". Dart block, Scat 4340 steel crank, Custom C.P pistons.Oliver rods.. Mal Wood twin plate clutch.. Twin SC61/2's,482 rwkw/ 645 rwhp..
Passengers, myocardial infarction material..
R.I.P Possum...
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Old 10-27-2004, 06:20   #9 (permalink)
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Re: Kenne Bell - Twin screw superchargers

http://www.angelfire.com/theforce/ra...specmoteur.htm


TFS R Stage 3 Porting 2.10 1.625 78 151 214 265 292 309 64 121 169 200 222 235
TFS R Unported 2.08 1.60 66.6 128.7 190.9 239.7 270.8 281.9 53 109 152.8 184.1 202.8 218.4
TFS Street Heat 2.02 1.60 72 138 181 207 220 230 48 78 100 125 135 140
TFS Twisted Wedge 2.02 1.60 67.8 132.7 199 240 252.5 243.3 56.2 106.1 141.9 173.1 191.1 201.2
Track 1 Mild Port 2.02 1.60 67 127 173 216 243 253 67 111 145 170 190 200

AFR 165cc (Windsor) 1.90 1.60 123 186 225 250 250 118 153 178 185 191
AFR 185cc (Windsor) 2.02 1.60 129 189 224 267 282 118 153 178 185 191
AFR 205cc (Windsor) 2.08 1.60 68.5 132.6 184.4 237.4 275.7 300.1 43.7 105.9 155.7 184.3 197.9 200.5
Avenger (Windsor) 2.02 1.60 70.3 140.2 194.5 226.4 253 265.1 63.4 103.4 139.7 164.2 185.9 193
Brodix Neal 200 2.12 1.625 121.1 188.4 251.2 302.6 329.7 80.5 122.4 156.2 185.1 204.5
Brodix Track 1 2.08 1.60 62 115 167 211 246 269 57 93 136 160 177 186
__________________
Don't be afraid to try something new. Remember, amateurs built the Ark...Professionals built the Titanic!
.
Tuned & maintained by "Peppertree Perfmormance". Dart block, Scat 4340 steel crank, Custom C.P pistons.Oliver rods.. Mal Wood twin plate clutch.. Twin SC61/2's,482 rwkw/ 645 rwhp..
Passengers, myocardial infarction material..
R.I.P Possum...
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Old 10-27-2004, 15:17   #10 (permalink)
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Re: Kenne Bell - Twin screw superchargers

Quote:
Originally Posted by FUSE
Had a thought about the intercooling comment after I wrote it, then realised basically what you have said... (couldn't be bothered editing it out of my post).
An intercooler can be done, but i dare say it would be expensive... custom manifolds etc as you suggested.
I believe that Peter Star uses a similar setup on LS1 engines and has an intercooler of some description that sits in the valley of the block...??
Other alternative would be to do what some of the 4 banger boys do and fit a 'pre-cooler'... basically cooling ambient air prior to entering the S/C.
How much effect this would have for lowering charge temps on this sort of setup i'm not quite sure.
I have an article somewhere on a test where an aftermarket precooler was fitted to an RS Focus... they achieved drops in intake temp of approx 5 degrees or so. (remembering though that this is a turbo 4 with a traditional intercooler as well, and i believe...must find article to confirm...that Ford fit a precooler as standard, so the gains are over the standard item).

As for battery relocation, the Nizpro kit sounds interesting... must look into that.

My fuel system would need some work if going for 18psi kit and as much power as possible, but ATM it's probably good for 450-500hp.
I have 32lb injectors and adjustable reg. but stock fuel pump.
As far as I know, my block should be fine for 800 or so hp, it's a sportsman block with girdle... internals are not a prob... all forged goodies.
Heads are the most restrictive point in my setup ATM, so I guess AFR's or Roush heads would be in order.

ebxr8240/ EB 5.6 - Do dart blocks require machining after purchase (as FMS A4 blocks) If so, if power is to be no more than about 800hp the sportsman block with good quality girdle is a much cheaper option. (my understanding, please correct and explain if wrong)
Usually with a powerful N/A deal, the factory blocks tend to bang the caps because of external balance issues.

In forced induction, the pan rail of the dart block, as with the main bulkhead is MUCH heavier. use the dart.

EBXR8240 has much forced induction experience, so I wont add advice save for the fact I would like to see a 3.25 stroke. Keep the piston speeds down also.
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