Kenne Bell Twin-Screw Supercharger - Force-Fed Atmosphere

Strap a blower to your fifth-gen and let the good times really roll

11. Following the detailed instructions, we then wired the intercooler pump into the Camaro’s fuse box.

Camp 1212 12 O_kenne Bell Twin Screw Supercharger_intercooler Pump Wiring 2/29

12. For more blower and air intake clearance we used the supplied brackets to rotate the driver-side coil packs downward on the valve covers.

Camp 1212 13 O_kenne Bell Twin Screw Supercharger_coil Packs 3/29

13. The increase in power pretty much maxes out or exceeds the capabilities of the stock fuel system, so Kenne Bell includes their Boost-A-Pump kit. This module increases the voltage to the factory fuel pump so it can keep up with the new demands from the engine.

Camp 1212 14 O_kenne Bell Twin Screw Supercharger_boost A Pump Kit 4/29

14. After removing the shipping tape from the intake ports on the blower manifold, we set it in place on the LS3 and bolted it down. The intake came preassembled with the billet fuel rails and 47lb injectors ready to go. Once in place, we plumbed in the water lines for the intercooler.

Camp 1212 15 O_kenne Bell Twin Screw Supercharger_blower Manifold 5/29

15. Setting the blower in place was a two-man operation. Once down, we installed the bolts snugging them at first, and then torquing them as we confirmed that everything was in the right spot.

Camp 1212 16 O_kenne Bell Twin Screw Supercharger_blower Install 6/29

16. The new intake had provisions for all of the Camaro’s various vacuum and EVAP lines.

Camp 1212 17 O_kenne Bell Twin Screw Supercharger_vacuum EVAP Lines 7/29

17. Using the supplied silicone and gaskets, we then installed the bypass tubes and the fuel distribution block that rides right under the blower snout. In regards to the blower, Kenne Bell developed what they call a Seal Pressure Equalizer. As Jim Bell explained, “In positive displacement (PD) superchargers, the front seals typically suffer from unrelenting variable pressures being applied to them from the inside the case. High vacuum when decelerating followed by high boost when accelerating can cause the seals to wear faster than normal, which is the case with any PD supercharger. Also, seals are typically designed to seal best against one force – either vacuum or positive pressure. They seal and wear best when the application of pressure is only one direction. We have designed a porting method to apply equal pressure on our seals from both sides, neutralizing the pressure forces so there is virtually no movement of the seal or force against them other than rotational forces. Using pressure equalization, the seals will last many times longer than the conventional method.”

Camp 1212 18 O_kenne Bell Twin Screw Supercharger_bypass Tubes Fuel Distribution 8/29

18. After moving the power steering pump to the side, we could then install the driver-side billet bracket.

Camp 1212 19 O_kenne Bell Twin Screw Supercharger_driver Side Billet Bracket 9/29

19. After reinstalling the power steering pump, we then bolted on the factory GM 90mm throttle body. At 600 rwhp, Kenne Bell recommends upgrading to their 110mm throttle body, where it will net you another 8 hp. At higher power levels, the bigger throttle body has a bigger gain. For example, at 755 rwhp it’s worth an additional 40 rwhp.

Camp 1212 20 O_kenne Bell Twin Screw Supercharger_kenne Bell Mammoth Intake Tube 10/29

20. The 4.5-inch Kenne Bell Mammoth intake tube, which is good to go for up to 1,400 horsepower, was then put in place. This tube had a bung in the side to accommodate the factory MAF element and came pre-fabbed and powdercoated (can be ordered polished for few additional dollars).

Camp 1212 21 O_kenne Bell Twin Screw Supercharger_kenne Bell Mamoth Intake Tube 11/29

21. In 49 of the states, you can install this huge, high-flowing filter. As Jim Bell told us, “The main advantage of our inlet system is it pulls true cold air from outside the engine compartment. In tests, we have seen more than a 20hp difference against competitor’s kits with hot underhood inlet systems. Our filter is mounted outside, under the front valance and bumper cover where it ingests only cool, denser outside air. There’s no hot underhood, power-robbing air going to the supercharger.”

Camp 1212 22 O_kenne Bell Twin Screw Supercharger_high Flowing Filter 12/29

22. And in California if you want to get a “thumbs up” from the smog police, you have to run the factory airbox.

Camp 1212 23 O_kenne Bell Twin Screw Supercharger_factory Airbox 13/29

23. We then added about two-thirds of a bottle of oil to the blower and filled the radiator and intercooler systems with coolant.

Camp 1212 24 O_kenne Bell Twin Screw Supercharger_oil 14/29

24. With the installation done, we could go ahead and put the front of the Camaro back together.

Camp 1212 25 O_kenne Bell Twin Screw Supercharger_fender Lining 15/29

25. Using the supplied handheld tuner, we loaded the new program into the ECU. This was a nice feature since it saved the added cost of having the car tuned on a chassis dyno.

Camp 1212 26 O_kenne Bell Twin Screw Supercharger_handheld Tuner 16/29

26. With that done, we went back and rechecked all of our bolts and hose clamps to make sure nothing had been missed. Total install time was about 12 hours.

Camp 1212 27 O_kenne Bell Twin Screw Supercharger_engine Bay 17/29
Camp 1212 28 O_kenne Bell Twin Screw Supercharger_dynograph 18/29

27. Before the install, the bone stock ’10 SS was strapped to the dyno where it put down 377 hp and 373 lb-ft to the tires. After the install, the rear wheel numbers jumped to 615 hp and 548 lb-ft! That’s on 93-octane gas with 8 psi of boost. On E85 with 18 psi of boost, the horsepower skyrocketed to 789 rwhp! “Again, that’s with a 100-percent stock manual-trans Camaro. Even the exhaust is stock,” remarked Bell. We should also note that they chassis dyno tested with the hood closed, the way we actually drive cars.


Kenne Bell
Rancho Cucamonga, CA 91730


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