Kenne Bell Supercharger Mammoth 2.8H Kit Upgrade

While we were underneath the car, we tightened up the EGR tube where it meets the exhaust manifold.

The EGR purge valve and Air Diverter valve are both mounted on this neat bracket that is part of the kit. Situated right above the hydraulic brake booster, it mounts with no drilling. The wiring connectors were extended here as well with plenty of solder and heat shrink.

The Mass Air Flow Meter (MAF) is the factory Ford unit that gets bolted to the Kenne Bell inlet tube. Because it now resides on the other side of the car, the harness had to be extended from the passenger side with the supplied wiring kit.

Since the supercharger is shipped dry, we must fill it with the specific oil that is provided. The fill cap serves double-duty as the dipstick, so we used about 3/4 of the bottle to get to where we needed to be.

Lastly, we installed a Metco 7.4-inch crank pulley and combined it with the 3.25-inch blower pulley for 21 pounds of boost. Metco's billet idler pulleys were also installed for some bling appeal while it's auxiliary idler ensures plenty of belt wrap for that upper pulley.

KB's Boost-a-Pump was installed into the left rear quarter panel, behind the trunk liner. Securely soldered and wired into place, it increases the voltage going to the pumps for greater overall fuel delivery. It's activated by a Hobbs switch, which is mounted up front that tells the Boost-a-Pump to crank up voltages once it sees 5 pounds of positive manifold pressure (5psi boost.)

For safety we upgraded the factory heat exchanger with a larger one found on eBay. It required a custom installation, so we did some fabbing to make the factory clamps work, but without those ugly straps going down. We don't know who makes this particular unit, but it's about 2.5 times greater in capacity, which really helps drop intercooler core temps for more power (good) and less detonation (bad).

With our installation complete, it was time to fire it up. The car started right up and idled smoothly, despite the mismatched injector and meter. We were able to get it on the street and demonstrated plenty of restraint as we drove it to Mustang Magic in Deer Park, New York for our tune.

The Mammoth isn't really getting started until you rev it out. Because we were set at "only" 21 pounds of boost, the blower was yet to get into its optimum power zone. Sadly, we ran out of room as the rev limiter kicked in at 6,200, but the power just kept on coming. While the air/fuel ratio looks flat here, by 5,800 rpm, the pumps were just about done, as the higher-mileage stockers can't supply enough for our needs. With new pumps and some race gas, we can see how people are getting close to 800 rwhp with 26-28 pounds of boost. We hope to be one of them soon.

With Cobra tuning expert Joey Lauzardo working his magic, he was able to get a good base tune within five runs using his EFI Solutions software and the DynoJet's wideband sensor. We were able to make 643 rwhp on pump gas without a hint of detonation. After careful examination, Lauzardo noted that the data logger function found the fuel pumps to have run out of steam at around 5,800 rpm as fuel pressure began to drop. The stock pumps are probably worn out he added, so we would have to find another day to come back and go at it again with race gas and more boost.