Fastest 5.0 (pushrod) Kenne Bell Mustang?

Hey Shawn, good to know you. My name is Vernon as Walter pointed out in his first post here. Anyway it is great to be able to share information. Even tho you are using a different setup, there are also many things that are common concerns. There is certainly a lot of HP to be gained by going to a Trick Flow R lower. In your case that would require a different hood, and a lot of other custom fab work, but is worth it in my (and Walters) opinion. It would be interesting to know what internal components were used for the 363 cid stroker kit and what the compression is. At some point in the future we are headed that way. Did you decide on a fuel system upgrade yet, as you are certainly going to need one.

The best way for sure is to feed into the front of the rails on both sides and then exit out the back to the regulator and then back to tank. My own car is set up with dual -10 feeds from the fuel tank to twin Aeromotive 40 micron (ORB-10 red) fuel filters. Out of fuel filter -10 to Pierberg (Porsche 911 turbo) fuel pumps. Out of the fuel pumps with -8 to to Y block. Out of Y block to single -8 to a large CM fuel filter (100 micron). Out of CM fuel filter -8 all the way to a Y-block on passenger side inner fender. Out of the Y block with 2 -8 feed lines to front of fuel rails. Out of rear of fuel rails -8 to Aeromotive regulator. Out of regulator with -6 return all of the way to fuel tank. I have the Aeromotive 5.0 sumped fuel tank that has all of the provisions for the AN fittings. Walters fuel system is simular with the same fuel pumps but his routing is a bit different. He can clarify that when he gets a chance. The Piergurg fuel pump work awesome for several reasons. First off, the flow rating for the 2 Pierburg pumps is enough to support just over 1,000 HP. as proved by Walters car. Second, they are stock Porsche pumps that were designed for constant duty. Third, they are quiet, real quiet. And finally they last a hell of a long time. I believe Walter has had his fuel pumps on his car for over 5 years with nothing more than a yearly fuel filter.

92rohcp said:

The injectors relieve pressure and so does the return port on the FPR, but the fuel never really flows in a direction. It took my a while to understand this concept, do you guys see it this way as well.

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This is fundamentally true, although fuel does have to "flow" to get to the injector.

92rohcp said:

, I think more I'm trying to convince myself I understand it this way.

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Lol.........I do this ALL the time!

I believe the LC is really the way to go and worth the extra money. Since the drive is in front, naturally more heat is generated there. By cooling that area, not only are the drive gears going to last longer but you do not heat the air coming toward the front of the case. So overall case temperature is equalized and cooled. I believe that the overall life of the compressor is extended. Is it necessary for a street car? Maybe not. If your going to punish the blower and extract every last bit out of it and do not want to worry about it wearing out, then it is well worth it. Outside of building a road race engine with a Kenne Bell, I don't think you can treat one harder than we do. I know it was a huge difference between the 2.2 and the 2.8LC. Some of it has to be because of the LC case. And so far durability has not been an issue. We did send the 2.2 back for a re-build/refresh during the time it was used, I doubt we will have to do the same with the LC.
As far as sourcing on.........Walter begged and pleaded and harassed Kenne Bell until they relented and sold just the compressor, no snout, no kit just the compressor. Was NOT cheap, but what can you do? We were determined to build the car the way we wanted, and did not want to compromise.

It is not the rotors, as they do not touch anything, not each other, not the case, nadda. There may be some gear noise, but the bulk of the sound is from the supercharger compressing air. The screw type supercharger is the only one that actually compresses the air as it travel forward through the screws. The roots (Magnuson, TVS, Eaton et al) blowers do not compress air internally. They just move more air from top to bottom so to speak. Same with centrifugal blowers and turbo's. They just push air from one point to another. Some of it is the inlet and outlet manifold material, shape and thickness. Much like a Ferrari's sweet sounding exhaust has more to do with their use of titanium manifolds/headers than with the actual engine. Although high rev's certainly helps, and of course a overhead cam engine sounds different than a pushrod engine ect.
Side note: When we did get the LC from Kenne Bell, they sent the wrong one! We had ordered the "H" and they sent the "S". Had to send it back and get them to send the right one. They even paid the shipping costs!

Not really louder that we can tell, at WOT going down track, the exhaust is the dominant sound. We rarely drive on the street to get a perspective from that point. I can only imagine that since it is compressing more air, that it would be louder. Your car at WOT would be a more realistic test/comparison. And of course, you will be spinning the supercharger fewer rev's for the same boost level, so it is hard to tell.

Just got off of the phone with Walter and came away with some information that is important for your combo. I asked specific questions regarding the changes that had to take place to use the 2.8LC. The biggest difference is in fact the outlet manifold. Only the front 2 outer manifold bolts are used. The rest of the bolt pattern is different. The outlet manifold is larger (front to back) and required our outlet manifold to be re-fabricated to make it bolt up. So you are looking at probably making a complete new outlet manifold from scratch.
Also the reason we were able to get a supercharger from Kenne Bell, was that we were using it for racing purposes only. Walter sent pictures and video clips of what he was using the car for. Kenne Bell is a bit leery of selling just the compressor for a street car because of the potential of someone taking their supercharger and building a complete "kit" and calling it a Kenne Bell kit, or marketing it as such.
The other thing we discussed was the complete change in "tune" and the difference in data log information from the dyno compared to the racetrack. Our air charge temp readings are going to be very stable since we run ice water through the intercooler, whereas your air charge temps are going to be completely different going down track compared to dyno numbers. You just cannot load the engine and supercharger on the dyno like you do at the track. Also if you are going to running more boost, your air temps will rise accordingly.
Also, after seeing the Mallory fuel rail kit that you bought, we would caution against using that kit due to the fuel return being before the last 2 fuel injectors in the system. We both highly recommend using a system that feed into the front of the rails and exits out the rear of the rails to the regulator, or worst case feed into the front of one rail, out of the rear of that rail and into the rear of the second rail and then out of the front of that rail into the regulator. You are going to be stepping into a HP range that requires everything be right and is less forgiving of mistakes. I hope this helps. I am not saying you have to do it that way, but it had been bullet proof the way we have done it in our application. Never hurts to have a second opinion.