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Old 01-10-2010, 11:52 AM   #1
redsap05
 
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Kenne Bell 2010 camaro kits 2.8, 3.6, 4.2 available

Anyone seen the Kenne Bell website lately?
http://www.kennebell.net/supercharge...aro/Camaro.htm

EDIT: Its a 4.2 not 4.0
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Old 01-10-2010, 12:08 PM   #2
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ITS ABOUT DAMN TIME!!!
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Old 01-10-2010, 12:36 PM   #3
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I like the rear intake. Price looks good too.
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Old 01-10-2010, 12:37 PM   #4
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Nice.
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Old 01-10-2010, 12:50 PM   #5
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Holy ****! Nice. I've got some reading to do.
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Old 01-10-2010, 12:51 PM   #6
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Old 01-10-2010, 12:54 PM   #7
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Quote:
Originally Posted by MisterCamaro69 View Post
I like the rear intake. Price looks good too.
where did you see the price, i didnt see anything for camaro specificly or were you just estimating from other kit prices
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Old 01-10-2010, 01:29 PM   #8
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Same here didn't see the price as well how much?
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Old 01-10-2010, 01:46 PM   #9
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Originally Posted by liquidfire350 View Post
where did you see the price, i didnt see anything for camaro specificly or were you just estimating from other kit prices
Yeah, I figured the Camaro price will be close to the C5 price.

6999.00 with the hood, injectors, etc.
5999.00 street rod kit.
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Old 01-10-2010, 01:54 PM   #10
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Originally Posted by MisterCamaro69 View Post
Yeah, I figured the Camaro price will be close to the C5 price.

6999.00 with the hood, injectors, etc.
5999.00 street rod kit.
Thats a good point but I didn't see anything about pricing on the site and I read the whole thing. Also the 2.8 does NOT need a new hood and fits just fine. It doesnt appear that the 3.6 or 4.2 need a hood either but it does state that modifications are neccesary with 3.6 and 4.2
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Old 01-10-2010, 01:59 PM   #11
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Originally Posted by redsap05 View Post
Thats a good point but I didn't see anything about pricing on the site and I read the whole thing. Also the 2.8 does NOT need a new hood and fits just fine. It doesnt appear that the 3.6 or 4.2 need a hood either but it does state that modifications are neccesary with 3.6 and 4.2
the GT500 crowd have the same issue, your options are really just, notch the hood framing, lower engine cradle/mounts, or buy a larger cowl hood
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Old 01-10-2010, 02:07 PM   #12
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Old 01-10-2010, 04:25 PM   #13
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Quote:
Originally Posted by redsap05 View Post
Thats a good point but I didn't see anything about pricing on the site and I read the whole thing. Also the 2.8 does NOT need a new hood and fits just fine. It doesnt appear that the 3.6 or 4.2 need a hood either but it does state that modifications are neccesary with 3.6 and 4.2
If you mean for the Camaro, I didn't either. Here's the pdf link for their other setups.
http://www.kennebell.net/pricelist/SC-PRICELIST.pdf
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Old 01-10-2010, 04:51 PM   #14
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Are these blowers actually "available"? As in, can you really buy one and bolt it on your Camaro?
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Old 01-10-2010, 05:16 PM   #15
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What I really like about this blower and Whipple, is that how these blowers maintain a steady blow till redline. If you look at the TQ curve, it's almost flat all the way to redline. Image you add a headers and blower Cam on this, the TQ would be solid flat.

The second most important thing (which I don't have an answer to), is which has the least "parasitic losses" which results a better final result. KB has always been famous for that. Whipple is very efficient too. But I don't have the facts among all these new PD blowers.

Thirdly, the throttle body and see how much bigger it is than the stock (even if you port the stock). This has a huge bottleneck on performance, if it's not large enough. In fact the new Mustange GT for 2011, has changed theirs to the shape and size of KB.

The big question is, do you have to cut the hood or drop the engine?

Last edited by Z_Rocks; 01-10-2010 at 05:26 PM.
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Old 01-10-2010, 06:11 PM   #16
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Originally Posted by Z_Rocks View Post
What I really like about this blower and Whipple, is that how these blowers maintain a steady blow till redline. If you look at the TQ curve, it's almost flat all the way to redline. Image you add a headers and blower Cam on this, the TQ would be solid flat.

The second most important thing (which I don't have an answer to), is which has the least "parasitic losses" which results a better final result. KB has always been famous for that. Whipple is very efficient too. But I don't have the facts among all these new PD blowers.

Thirdly, the throttle body and see how much bigger it is than the stock (even if you port the stock). This has a huge bottleneck on performance, if it's not large enough. In fact the new Mustange GT for 2011, has changed theirs to the shape and size of KB.

The big question is, do you have to cut the hood or drop the engine?
for the parasitic loss, look here, http://www.mustang50magazine.com/tec...sts/index.html

i know its a mustang magazine, but its the blower comparison im interested it, the TVS required 147hp to use where as the Kenne Bell only took 111hp

as for the hood and engine drop, Kenne Bell claims the 2.8 fits with no issue, its when you go for the bigger blowers the hood gets in the way. if it doesnt bother you, an aftermarket larger cowl hood would fix that problem.
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Old 01-10-2010, 06:35 PM   #17
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Quote:
Originally Posted by liquidfire350 View Post
for the parasitic loss, look here, http://www.mustang50magazine.com/tec...sts/index.html

i know its a mustang magazine, but its the blower comparison im interested it, the TVS required 147hp to use where as the Kenne Bell only took 111hp

as for the hood and engine drop, Kenne Bell claims the 2.8 fits with no issue, its when you go for the bigger blowers the hood gets in the way. if it doesnt bother you, an aftermarket larger cowl hood would fix that problem.
Thanks for the info Liquid; Ya, KB has always been famous for their efficiency and cool air.

It's amazing how many vendors are building F/I for this car. And we are in the middle recession and high price gas time. Imagine people had more money to spend.

Not to hijack the thread, the new 2011 mustange engine is [technically] awesome too.

[UPDATE]
Some info from the magazine:
"While it doesn't compare to the 500 hp required to drive a Top Fuel Roots blower, some of these larger street/strip superchargers required as much as 150 hp to spin them at 18,000 rpm and 20-plus pounds of boost. Not surprisingly, results from the blower dyno correlate perfectly with the chassis dyno. Configured to produce 20 psi of boost (a level not attainable with the TVS on the 5.4), the TVS checked at 18,000 rpm, 340 degrees of discharge temperature, and a whopping 147 hp worth of parasitic drive losses.
This means it took 147 hp to drive the TVS supercharger at this speed and flow level. By comparison, the Kenne Bell required only 12,700 rpm to produce the same 20 psi. Running the same boost level, the discharge temperature registered only 282 degrees, and the Twin Screw blower absorbed only 111 hp in the process. Thus the Twin Screw reduced the inlet charge temp, blower speed, and parasitic losses required to reach the desired boost level."

Last edited by Z_Rocks; 01-10-2010 at 06:49 PM.
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