Whipple Mustang W1. AX 2. 9. L Twin Screw Supercharger Kit - Stage 1 WK- 2. B (1. 5- 1. 7 GT)Even More Power! The stock 2. 01. 5- 2. GT Mustangs come with an awesome 4. Horsepower and 4. Torque from the factory, but after installing a Whipple Stage 1 Supercharger on your Pony, you'll be planting well over 8. Horsepower and 6. Torque to the pavement. Kit Contents. Opt for this 5. The stock S197 GT Mustangs came with a respectable 300 Horsepower and 320 lb/ft of Torque from the factory, but after installing a Hellion Single Turbo. ![]() ![]() ![]() State Legal Supercharger System if you are hunting for the best power and performance out there for your S5. Complete with an an enormous air- to- water intercooler, PCM programming and installation hardware, this Twin Screw Whipple SC will deliver top of the line power for your Pony. Choice of 6 Finishes. This Whipple Stage 1 Supercharger not only improves horsepower and torque, but also improves your Mustang's under hood appearance. It is available in your choice of six finishes, including Polished, White, Blue, Black, Red and Gold. Please choose your color from the ordering options above. Application. This Whipple W1. AX 2. 9. L Twin Screw Stage 1 Supercharger Kit is specifically designed for use on the 2. GT Mustangs that are equipped with the 5. L 4. V Coyote engine. Please Note: Whipple Supercharger Kits are built to order for our customers. ![]() Find cool custom and classic cars, muscle cars, SUVs, and trucks and browse all 991,627 vehicle pictures, for sale info, parts and builder's page at CarDomain.com. Home; 2015-2017 Mustang Engine Parts; 2015-2017 Mustang Supercharger Kits & Accessories; Whipple W175AX 2.9L Twin Screw Supercharger Kit - Stage 1 (15-17 GT). 2015 Mustang Convertible. The Mustang Convertible will be available for all premium models of the 2015 Mustang. Because of this, there can be a 1. Fitment: 2. 01. 52. ![]() Mustang 5. 0 (2. 01. Supercharger Kit. HERE. Mustangs utilize Kenne Bell rear inlets. Unfortunately, the more complex lower HP front inlet designs require cramming BOTH the drive and inlet onto the same frontal area of a little 2. L. So, we over engineered and oversized each individual component for maximum air flow/HP with minimum restriction so as to support at least 3. X the stock HP leaving plenty of room to grow. All fed by a REAL Cool Air Filter located under the front valance instead of the ever hot 2. This alone can be a +3. HP gain. No cheap plastic covers and. Instead, a fully exposed and intimidating 2. L, 3. L or 4. L Billet Twin Screw. Above 1. 40. 0HP, we recommend our top 5. Mustang rear inlet system, the 2. HP rated BIGUN 2. Manifold and Dual 1. Throttle Body. FIRST 5. SUPERCHARGED COBRA JET IN 7'S7. Johnny Lightning . No more restrictive small factory MAFs. No off color paint or coatings to crack, peel, chip, discolor or seal in heat. No grinding of front cover reg'd.*Lower parasitic loss and cooler air charge at the same cfm and boost – than competitions 2. Others use 2x. 2, 3x. Not entombed in intake runners, intercooler and engine covers. Replaces stock mushy mounts and stabilizes drive train.* 2. PC (power consumption or parasitic loss) and DT (discharge temps) were lower with 2. No gear growl or clatter. No sight glass to discolor or stain. Optimum acceleration at any RPM. Optional 8 and 1. Lower power consumption and cooler air charge temps. Not buried under manifolds, intercooler and covers. HP is a built motor with BIGUN manifold and Dual 1. MM throttle body. FUEL OCTANEFuel octane is the primary factor that limits boost and / or ignition. All data is bsed on octane requirements of (1. Best and highest is Gulf Mach 1. Do not retard timing below 1. Max recommended street boost is 1. CAM TIMING / TUNINGKeep in mind that when . Hundreds of runs were made to optimize the calibration. IGNITION TIMINGSee Jim Bell's Supercharger/Turbocharged Performance Guide for recommendations. No company tests like Kenne Bell. Our customers can easily see how the HP available from timing changes. Gain depends on Where change is made (see chart). These tests were run to illustrate the HP gains from timing alone on a 5. Mustang. The amount of timing will vary depending on boost, charge temps, octane, and air fuel ratio (AFR). See Supercharger Tech Info . THe gains from timing advance . That would be 6 products x 3. HP = 1. 80. HP? Example: A product makes . It was the tune, not the product. SUPERCHARGER KIT HP VARIABLES. A supercharger kit is a big investment. Selecting the best supercharger kit for your vehicle can be confusing and misleading. One can’t make the best decision without all the facts. Naturally, you want the most HP for your money. Be aware that there are numerous variables - besides tuning (AFR and timing). NOS, hood up vs hood down, 5. State Legal, boost etc. How you apply the numbers (+ or - ) depends on your application, but should be considered when selecting a kit based on the manufacturers HP ratings. We have done our best to clairify the basic variables that apply to rating and determining the actual true HP. For more info check out our . A 2. 3HP variance in EHP is 2. RWHP. 3. 0HP2. MANUAL TRANS: The automatic trans cars are 2. HP less. It takes that amount of HP to turn the transmission pump. HP3. DIFFERENTIAL GEARS: Our back to back dyno tests say a 3. HP less than a 3. We figure 1. 3- 1. HP. 1. 08. HP5. IGNITION TIMING: That should get your attention. AFR: We set gasoline AFR at 1. HP but you are playing with fire. HP7. SAE: Like the overwhelming majority of the industry, we use the SAE (Society of Automotive Engineers) calibration. STD is a bloated 2%/1. HP higher. STD is often used to make the dyno numbers look better than they really are. EHP is, of course, higher as there are no driveline losses and all accessories are connected. Just be sure you are comparing the same. HP9. THROTTLE BODY: Inlet system air flow (cfm/boost/HP) is limited by the smallest, most restrictive component. Example: The Kenne Bell 1. The higher the HP/cfm, the greater the restriction and boost loss. HP1. 0. 9. 3 OCTANE: 2 additional octane will support another 1- 1. HP). 4. 0HP1. 1. HIGHER RPM DYNO TEST (8. RPM). Mammoth. Inlet and 1. MM Throttle Body do not choke off Supercharger at higher rpm. Engine will keep pulling past redline. HP1. 2. SPEED LIMITER (1. MPH/6. 40. 0 RPM). Difference between 6. HP. If engine can't rev to 7. RPM, then max/advertised HP cannot be attained. HP1. 3. 5th gear (1: 0. HP vs. 4th gear (1: 3. Ideal Trans ratio is 1: 0. Auto trans is 1. 1. RWHP. The lower 2nd and 3rd gears burn up a LOT more HP. Then there is the differential gears and automatic trans losses. MAMMOTH HEAT EXCHANGERBIGUN INTERCOOLER(STANDARD ON ALL 5. KITS)INLET DISCHARGE MANIFOLDDeveloping maximum HP not only requires a more efficient supercharger and intercooler but also a high flow discharge manifold, the last component in the air flow path to the cylinder heads. To minimize restriction and resultant boost/HP loss between the intercooler and engine head parts, we completely eliminated the 8 long 1. INTERCOOLER FLOW BENCHAt Kenne Bell, we don’t just throw an off the shelf intercooler in a manifold and guess at where the air goes. During the design stage, each intercooler is first flow tested in special flow box fixtures to optimize air flow. Length, width, depth, fin and cooling passages are evaluated and optimized for max air flow, as are the discharge manifold ports. To guarantee equal air flow to all cylinders and minimize rich and lean conditions, the intercooler is mounted inside the now flow balanced manifold and tested as a combination. SUPERCHARGER DYNOHowever, since pressurized air flow is affected by both boost and temperature, the entire supercharger assembly is evaluated further on the KB Supercharger Dyno, complete with all components that alter system efficiency (meter, piping, throttle body, inlet manifold, intercooler and discharge manifold). Flow is again measured in each of the 8 ports and collectively with the supercharger(s). This guarantees even air distribution to all cylinders under any boost condition (1. Note the unique air collector plenum boxes under the manifold ports. The dyno datalogs pressure loss, boost, temps, flow and air velocity throughout the entire flow path to the engine along with supercharger discharge temp, rpm and power consumption (engine HP required to drive supercharger). CHASSIS DYNOWe use an ultra hi- tech above ground Dynojet “rack dyno” with dual hi speed fans (one for the intercooler and the other for the radiator). To guarantee accuracy without temperature correction factors, the entre dyno room is climate controlled. A huge air conditioner and evacuation system maintains the same test temps regardless of ambient temperature. MAMMOTH INLET SYSTEMSAIR FLOWAnyone knowledgeable in high performance knows that . Stock type air filter boxes are designed for lower HP and are restrictive on superchargered high HP engines. The higher the HP te greater the restriction/HP loss. MUSTANG 2. 01. 1 UP 5. BIGGER IS ALWAYS BETTERIf it weren’t - smaller would be better. Just look at the tests and the records. As with our Superchargers, the Kenne Bell “Bigger is Better” philosophy applies to our Mammoth. Fact: ANY restriction whatsoever in the inlet system (CAK, throttle body or manifold) will result in a corresponding boost pressure/HP loss. And the HP losses increase incrementally with your engines HP/air flow (2. HP from 8- 1. 5 psi). Check out the size and cfm of Kenne Bell Mammoth manifolds and throttle bodies as compared to front inlet systems. The Kenne Bell Mammoth Rear Inlet Systems are the largest highest HP potential systems available. They flow more air at ANY HP and boost level up to 2. HP. Only an easy bolt on throttle body upgrade is recommended at higher HP. No new manifolds, machining, tubes, meter or filter required. AIR FLOWMORE IS BETTERThe huge Kenne Bell Rear inlet systems flow 1. Our favorite sign at Kenne Bell reads: . Nothing is more crucial to supercharger efficiency than the inlet system (filter, pipe, meter and throttle body). Starve the supercharger and it develops less boost, heats the air charge and consumes more engine HP to drive. To guarantee our kits produce more HP, we offer only proven superior rear inlet kits - the standard industry leading 4. Mammoth. These big inlet systems coupled to the largest and/or most efficient 2. L, 3. L and 4. L superchargers is why Kenne Bell is so dominant in Ford supercharging. These back to back tests were run to illustrate the big HP advantage of a larher throttle body. In this casem our industry leading 1. Shelby dual 6. 0mm (1. HP/cfm levels. The higher the engine HP level the greater the HP gains. Using the little stock 8. SHelby dual 6. 0mm will drop yet another 1. HP. A smaller filter, meter, inlet pipe and manifold will further restrict air flow to the throttle body. Bigger is better. MM . Both will run low 1. And no headers, cams, heads, NOS etc. The Boss 3. 02 3. L car tested for MM & FF Magazine made 8. RWHP @ 2. 1psi with a 1. BOOST A PUMP and ID1. The 2. 8 Kenne Bell Kit with it's ID1. NO BAP will support max 6. RWHP manual trans at 1. AFR. NOTE: Stock fuel lines and rails are adequate, so save your money on expensive dual pump and plumbing upgrades. IGNITION –Fires fine with stock ignition. BOOST A SPARK will probably not be necessary until 2. SPARK PLUGS - Use NGK 6. INJECTORS - The stock 5. We chose the 4. 7lb EV6 long style injectors on our 9- 1. PSI 2. 8 kits to make upgrading to larger inhectors quick, easy and economical. Upgrading on a Kenne Bell Kit does not require raising fuel rails with spacer kits, injector adaptors or new fuel rails. NOTE: Stock fuel rails will- and do- support 1. HP. At least they do on the Kenne Bell and Accufab dyno engines we. Just add the Nittos and hang on. TIRES - Nitto NTO5. R’s are hard to beat. We also use them on our Hemi’s, Camaros, and Shelby’ street test cars. Find custom and classic cars by make and model.
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