Run on the Dynojet at 9 psi...
Run on the Dynojet at 9 psi in 94-octane trim, the Acme jetpack Coyote produced 564 hp and 482 lb-ft of thrust. The 91-octane tune will be slightly lower.
The air-to-water intercooler system includes a reservoir, circulation pump, and separate heat exchanger to rid the system of unwanted heat. Knowing enthusiasts will be cranking up the boost, Kenne Bell has already designed an optional heat exchanger that looks like a second radiator. This heat exchanger adds both thermal capacity and increased surface area to improve heat dissipation.
The cold-air intake and air-to-water intercooler combine with the precision tuning to allow maximum boost on the high-compression motor. The provided tune will be based on the octane rating of the available fuel. The motor will not make as much power on 91-octane as it will on the 94-octane fuel available in other parts of the country.
As with all Kenne Bell supercharger kits, the boost is controlled by the combination of crank and blower pulleys. The standard 9-psi kit tested here features a stock (6.6-inch) crank pulley, combined with a 4.125-inch blower pulley. This drive ratio produces roughly 9 psi of boost on the stock motor at 7,000 rpm.
Knowing that 5.0L owners will...
Knowing that 5.0L owners will not be satisfied with just 9 psi, Kenne Bell offers a complete eight-rib system, including the crank, water pump, and alternator pulleys, along with required idlers. The kit also includes larger (than factory) injectors to supply sufficient fuel for the extra power.
The standard kit includes...
The standard kit includes a heat exchanger for the air-to-water intercooler, but Kenne Bell will offer this massive heat exchanger for high-boost applications.Testing with the 168mm throttle body revealed that it's worth 17-18 hp at the 500hp level. The gains offered by the throttle body will increase with boost and power, as the factory (or dual 60mm) throttle body will become more and more restrictive.
Testing with the 168mm throttle...
Testing with the 168mm throttle body revealed that it's worth 17-18 hp at the 500hp level. The gains offered by the throttle body will increase with boost and power, as the factory (or dual 60mm) throttle body will become more and more restrictive.
As luck would have it, the 39-lb/hr injectors supplied with the kit requires no fuel pump upgrade, as Ford saw fit to up the supply voltage to the factory pumps already. According to Kenne Bell, the stock pumps on the 5.0L are fed by 16 volts right from the factory, and are capable of supporting the power produced at 9 psi with no trouble. The blower kit also employs the stock fuel rails.
2011 5.0L Mustang NA vs. Kenne...
2011 5.0L Mustang NA vs. Kenne Bell
Run on the Dynojet, the '11 5.0L automatic produced 361 hp and 349 lb-ft of torque at the wheels. Not only were the power numbers impressive, but unlike the original 5.0L, this DOHC motor revved happily out to 7,000 rpm. Running 9 psi of boost and tuned for 94-octane, the intercooled Kenne Bell supercharger system increased the power output to 564 hp and 482 lb-ft of torque. The tune for 91-octane will be slightly less, as the elevated static compression will not tolerate excessive ignition timing.
Early-bird 5.0L owners receive a special treat, as the first kits will feature billet aluminum lower intake manifolds. Rather than have enthusiasts wait for the cast versions, Kenne Bell decided to have billet aluminum manifolds machined to fill the many orders. According to Kenne Bell, there will be no difference in the power offered by the two manifolds-the billet stuff just adds to the cool factor.
As with all of the kits, the 5.0L supercharger system incorporates a bypass valve to reduce parasitic losses and inlet charge temps under cruise conditions.
The technical aspects of the new supercharger kit are all well and good, but we want cold, hard facts. Testing was performed on an '11 5.0L Mustang equipped with an automatic transmission. The numbers offered for a stick Stang will be slightly higher since the wheel power output is up by 15-16 hp.
Run on a DynoJet, the stock Coyote pumped out 361 hp and 349 lb-ft of torque. After installation, output jumped to 564 hp and 482 lb-ft of torque. That represents a gain of just over 200 rwhp at roughly 9 psi of boost.
Our testing was done on 94-octane fuel, so results with the 91-octane tune will be somewhat less due to the required reduction in ignition timing. As impressive as the 5.0L is in stock trim, it simply does not compare to getting behind the wheel of a boosted combination pumping out over 560 hp.
This Acme jetpack is a serious threat to your license, especially since the Coyote cockpit is so well insulated. Were it not for the self-shifting automatic transmission, the factory rev limiter would quickly become your new BFF. Even more impressive is the fact that the 2.8L twin-screw supercharger was just getting started. Running at roughly 40 percent thrust, we can only imagine a built 5.0L running at Thrustis Maximus. Competition beware!
Testing has shown that the...
Testing has shown that the dual 60mm throttle body offers no power over the standard 80mm (with radiused entry), but Kenne Bell does offer this huge oval-blade throttle body that flows over 2,100 cfm (2,350 cfm with radiused entry).
Size Matters:Throttle Body
Contrary to popular belief, throttle bodies are not magic. They are simple devices that control the airflow to the engine. In the case of the new 5.0L Mustang, Ford equipped the 302 with a 80mm throttle opening. For the guys that grew up with the original 5.0L, that is a far cry from the 60, 65, or 70mm, or the throttle bodies run on the fuelie motors.
Testing throttle bodies is sometimes confusing, as the power gains offered by a larger or higher flowing throttle body are determined by a combination of the flow rate and power output. On our supercharged 5.0L test motor, swapping out the stock 80mm throttle body (flowed 1,125 cfm with radiused entry part of the KB SC air intake) for the 168mm oval throttle body (flowed 2,150 cfm or 2,350 cfm with radiused entry) resulted in 17 hp.
As we have come to expect of change in airflow, the power gains increased with engine speed. The reason is that the 80mm throttle body became more and more restrictive as the airflow needs of the motor increased. The same thing happens when we crank up the boost or power output of the combination, as the higher the airflow needs of the motor, the more restrictive the 80mm throttle body becomes. Tested at 600 hp, 700 hp or even 800 hp, the larger 168mm throttle body might be worth as much as 50 extra hp!
The Mammoth intake and adapter...
The Mammoth intake and adapter plate system used on the 5.0L kit are designed to accept everything from stock up to the 168mm oval throttle body.
Flow-testing has shown that...
Flow-testing has shown that the stock 80mm throttle body flows 976 cfm, while both the dual 60mm and revised 80mm throttle bodies flow 1,125 cfm. The big-boy 168mm oval blade flows a whopping 2,150 cfm, or 2,350 cfm with the radiused entry plate.
KB 80mm vs. 168mm Oval
KB 80mm vs. 168mm Oval
Throttle bodies are really nothing more than potential restrictor plates-the greater the power output of the motor, the greater the potential restriction. What this means is that the power gains offered by a larger throttle body will increase with boost (in this case) and the power output of the test motor. On the supercharged 5.0L four-valve, replacing the 80mm throttle body with the (considerably) larger 168mm oval throttle body improved the power output by 17 hp (501-518 hp). This test was run at a power level of just over 500 rwhp, so the gains offered by the throttle body would be even greater at higher boost and power levels. We've seen a throttle body swap be worth as much as 50 hp or more at the 800hp level.