Does anybody have one on a super-duty w/V10? I would appreciate any feedback on this subject since I am leaning towards one. I have never dealt with one and do not know what to expect.

 

I'm getting one installed very soon. In fact,
the truck's being worked on right now for other
stuff and in about 2 weeks or so I should have
Kenne Bell Whipplecharger on it (twin screw
design) http://www.whipplesuperchargers.com
(note that that website is for Whipple
supercharger systems in general and not Kenne Bell
kits so it doesn't have info on Fords)

There are also others for the V10 like paxton
http://www.paxtonauto.com which has an optional
intercooler, and

vortech, http://www.vortechsuperchargers.com/
which will be coming out with one this month
actually (not on webpage yet) and supposedly with
an optional aftercooler in the future.

BTW, if you're interested in the Kenne Bell one,
their phone #: (909) 941-6646 (Rancho Cucamonga,
CA)

 

I forgot to mention one important thing that I was
told:

IF you're opting for the Kenne Bell supercharger,
DO NOT use aftermarket headers because you'll
LOSE POWER. This is from Mr Bell himself as he's
tested them and found this to be very apparent.

If you're staying naturally aspirated however,
something like the Gale Banks system with headers
works great, but with forced induction at least
with high boost at low rpms like Whipplechargers,
having a super high exhaust flow rate ruins the
ability to keep the compressed in the cylinders.
Essentially, with very little backpressure at low
rpms, much of the incoming charge goes right out
the back during valve overlap.

 

sorry forgot to mention another thing..
but an aftermarket cat back system is recommended
though (supercharger or not)

 

just wanted to correct: i contacted vortech and
their supercharger won't be available until the
end of this year (rather than end of sept.) and
they probably won't have an intercooler for it.

 

>I'm getting one installed very soon.
> In fact,
>the truck's being worked on right
>now for other
>stuff and in about 2 weeks
>or so I should have
>
>Kenne Bell Whipplecharger on it (twin
>screw
>design)

Yeah, that's my dream modification for my SD. Jim, where are you located and what is it gonna cost you for the blower kit and installation?

The one knock on the Kenne Bell kit is that it doesn't include an intercooler. Maybe a 'cooler is overkill with a Whipple-style blower but, assuming the V-10 version costs what other Kenne Bell kits do, I'd want an intercooler for my money. Maybe they can't wedge one between the blower and the deck without bumping into the underside of the hood.

 

>I forgot to mention one important
>thing that I was
>told:
>
>IF you're opting for the Kenne
>Bell supercharger,
>DO NOT use aftermarket headers because
>you'll
>LOSE POWER. This is from
>Mr Bell himself as he's
>
>tested them and found this to
>be very apparent.
>
>If you're staying naturally aspirated however,
>
>something like the Gale Banks system
>with headers
>works great, but with forced induction
>at least
>with high boost at low rpms
>like Whipplechargers,
>having a super high exhaust flow
>rate ruins the
>ability to keep the compressed in
>the cylinders.
>Essentially, with very little backpressure at
>low
>rpms, much of the incoming charge
>goes right out
>the back during valve overlap.
Thanks for the input, you'll have to keep me up to date as far as how the supercharger performs once installed. I will more than likely go with the Kenne Belle. I like the fact that they have all the low end grunt. The only bad thing the closest place to install it for me is 3 hrs away, I did not know that about the headers that alone saved me about $700.

 

Gentlemen, I am currently finishing a centrifugal supercharger for the Ford V10. I am located in Phoenix, if we can make power here with the extreme heat, it will work anywhere. I expect 150 to 200 lb ft of torque increase at the rear wheels and will achieve that around 3000 rpm. The complete kit should retail around $3500.00 and will include an aftercooler. We have already tested the other types on the market and feel very confident that we can improve on whats out there for the towing public.
Feel free to call me at (877)794-7697 and I will keep you updated on the progress.
Wally Cahill

 

wab: I'm in Los Angeles but the installation
place is in Sylmar (~40 mins away). It's $4453.50
including installation. The supercharger itself
is just under $4000.

And yeah, no intercooler (i agree that at only
6 psi, it would be overkill) but..
one pretty cool thing about the Kenne Bell is that
it comes with it's own chip that connects to a
dash mounted toggle switch for transmission shift
behavior. The two settings are named "Power"
(which I guess is the normal mode) and "Shootout"
(which I think is the one with super fast/hard
shifts).

They've also been "refining" it, like better
programming of the chip, having release a few
versions of their kit already (each succesive one
being better of course).

And sd4x4250, I was going to get headers myself
until this place said an emphatic "don't do it"..
so he called Kenne Bell up right there and asked
Bell responed with in fact they just had a
customer who installed Gale Bank headers after the
supercharger is now asking (actually paying) to
return it to stock.

Funny thing is I noticed this (and including
what this place says) with the modular Mustangs
as well, as everyone that has a
super/turbo-charger but no internal engine mods,
keep the stock headers.

 

I was also told I was going to have to have the frame reinforced because of all the added torque and HP. Maybe on a Mustang, but not on a truck, has anybody else heard this? This computer frame anaylisis would cost an extra $250, and would tell exactly where to reinforce it.

 

Does anyone have any HP #s or Torque #s that are claimed to be available AFTER the supercharger kits are installed. I doubt that any of the superchargers would cause a need to gusset the frame. I have never heard of having to do frame work to handle the extra power. Gale Banks headers do indeed work great, he is one of the ONLY companies that takes the time to develop a header properly. I have heard of the wrong camshaft allowing the intake charge to exit with the exhaust is there is alot of overlap in the cam profile. Lobe centers should be in the 112-114 degree to work with a supercharger. I would change the cam rather than loose the free flowing exhaust. More air in(supercharger)more air out(Banks headers) sounds like more power to me.
Wally Cahill

 

These numbers are from Kenne Belle for an Excursion w/V10 stock/supchged, rear wheel hp: 222/327 at 4400 rpm.Rear wheel torque: 310/420 at 2800 rpm. 1/4 mile 18.4/76.2, 15.6/86. 0-60 9.9/6.8. The axle ratio was not mentioned. These are the Dyno numbers at the rear wheels. Hope these are of help.

 

[font size="1" color="#FF0000"]LAST EDITED ON 08-Sep-00 AT 08:51 PM (EST)[/font][p]If you want to see a picture of the Kenne Belle Super Charger check out:
http://ic.net/~wawii/SEMA/Excursion%20-%20Kenne%20Bell%20Super%20Charged.jpg
http://ic.net/~wawii/SEMA/Kenne%20Bell%20Super%20Charger%20-%20Left%20Side.jpg
http://ic.net/~wawii/SEMA/Kenne%20Bell%20Super%20Charger%20-%20Right%20Side.jpg

The thing is driven by an added pully on the Alternator! I've got to tell you I wasn't impressed with the looks of the unit.

The numbers look good though. My Stock rear wheel HP was ~240 @ 4100 RPM, and the Torque was ~334 @ 3200 RPM (3rd rear - 1:1). My Post chip numbers are ~264 HP and 374 TQ. I havn't re-run the Dyno with the Banks PowerPack yet, but it should be even better.
------------------
Thanks,
Will

2000 F-250 SD Crew Cab, Short Bed, Lariat, 4X2, V-10, Auto, 3.73LS

 

Are you building your own supercharger or using
a third party unit like Vortech? If it's the
latter, which model and is it 8 psi?

 

[font size="1" color="#FF0000"]LAST EDITED ON 08-Sep-00 AT 10:51 PM (EST)[/font][p]> Gale Banks headers
>do indeed work great, he
>is one of the ONLY
>companies that takes the time
>to develop a header properly.
>I have heard of the
>wrong camshaft allowing the intake
>charge to exit with the
>exhaust is there is alot
>of overlap in the cam
>profile. Lobe centers should be
>in the 112-114 degree to
>work with a supercharger. I
>would change the cam rather
>than loose the free flowing
>exhaust. More air in(supercharger)more air
>out(Banks headers) sounds like more
>power to me.
>Wally Cahill

Well, I don't know any specifics about the cam
profile, but one of the things they said was that
on the 2000 V10s at least, the way the cyl heads
and valves are designed (which are bigger) already
flow well coupled with different cam (than 1999)
and Gale Banks headers scavenging (their "Torque
Tube" design as they say in their brochure, was
designed to really scavenge the exhaust) would
be the at optimum flow already.

I'll agree on more air in, more air out for power,
.. But I guess that when you have a very great
pressure difference at low rpms, that head, valve,
and cam design works against it.. I'm assuming
that a centrifugal blower won't have much of this
problem, if any, though.

Of course, I know you know more about this than
me and I pressume that changing the cams would be
a solution (wouldn't it be nice if Ford had a
variable system that you could program through the
ecu?) but i'm just relaying what kenne bell said..
I suppose that with the headers and
whipplecharger, that in the really upper top end,
you'd have a gain but the powerband would be so
peaky i wouldn't sacrafice it..