ford excursion v10 supercharger

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Superchargers

Ford Performance Parts Supercharger: OE Developed Power and Reliability

Transform your vehicle with a Ford Performance Parts supercharger. Engineered for excellence, our supercharger kits undergo extensive testing, thousands of hours on the engine dyno, climate controlled temperature and altitude trials, and rigorous on-road validation. Street-legal and emission certified, these kits deliver improved horsepower and torque with seamless drivability. Experience increased power and dependability with Ford Performance Parts supercharger kits - The only Ford backed solution on the market.

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• 1999-2007 Ford Super Duties
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supercharger for the V10

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I have on order the 2001 F250 crewcab with the V10. I am very interested in installing a super charger. Has anyone had any experience with this or heard anything good or bad? Joe  

Why are you buying a gas engined Superduty? If you bought a 7.3 PSD engine for another $3800 (dealer invoice give or take a buck) you would not need a supercharger. It comes with the power built in. You might need a $300 (my Hypertech 3 cost $195 including shipping and no I'm telling you who I bought it from!) upgrade, but that is the power you are searching for! Instead you are going to save $3800 and then invest it in a supercharger? Do you have any idea what your mpg's will be after that modification? ------------------ 99.5 4x4 PSD Lariat CC DRW LWB Auto 4.10LS Hypermax/Gauges GV OD '00 PSD Excursion 4x4 3.73LS with Hypertech 3 '01 Ford Escape XLT 4x4 on order  

You should check out the newest issue of 'Off-Road' magazine. They install a Kenne Bell supercharger on a V-10 Excursion. It even has before/after horsepower/torque charts. ------------------ www.eurekaboy.com/f250.htm  

Gee did you ever think he might not have wanted a diesel? Diesel Is great for towing and milage thats a fact. But for driving around town and pure get up and go I put mt money on the V-10. ------------------ LEED, FOLLOW OR GET THE____ OUT THA WAY. RANGERS LEAD THE WAY.  

The article didn't post any mileages or give any driving impressions. From the charts it appears they gained ~100 ft-lbs of torque and 100 hp at the rear wheels. ------------------ www.eurekaboy.com/f250.htm  

OOPS! I accidentally deleted my post asking about MPG. Just curious as to whether the 'charger helped or hurt. The power and torque increase are impressive. DH  

I have been talking to Paxton regarding there supercharger kit made for the V10. They state that This kit will increase HP 50% over stock and increase torque 40% over stock. They do say that your mileage will decrease about 10%. However, it is a bit expensive. $4,800 for the complete kit.  

What about Vortech or Kenne Bell. anybody have any info on them.  

I am also looking into a Kenne Bell supercharger , but the cost factor and the need to run $$$ 93 octane fuel has me wondering does my v10 excursion really need this mod . any info would be a great help  

First let me mention a disclaimer: I do not own a V10 (or Ford for that matter) and I have never owned a supercharger. Now let me see if I can help any. I have owned a couple of high compression V8's before in older Chevy cars. All a supercharger BASICALLY does is raise the compression mechanically just like domed pistons. This requires the use of higher octane fuel (93 instead of 87). The power it adds is well worth the money if that is all you care about and have expendable income. Newer fuel injected vehicles espically because the electronics allow you to squeeze the most power out of a engine with a larger margin of safety than an old carburated engine. If you live in the real world where money matters, or you have other intrests than "I can burn the tires through three gears!" then a supercharger is not worth the extra $. In a vehicle that gets 15 MPG (just estimating from the numbers you commonly hear the V10s are getting) and you have to start pumping fuel that costs more you will end up spending alot of money. In truth mileage CAN stay the same or even improve with a supercharger if you drive conservativly (the engine is becoming more efficient) but most people will put their foot in it a little more and with a blower strapped on her a little is a lot. Any way you slice it you will spend more at the gas pump due to the octane requirements even if you don't lose mileage. It all comes down to the question, "How much is enough power?" You could get out alot cheaper with a good set of headers/exhaust and not have to pump premium. The power won't go up as much as if you added the supercharger but I feel most people would find it a satisfactory improvement for the money spent. I have driven a couple of V10s (hauling plants from central TX to northern OK) and found the motor to have good power if you keep the RPMs up. Unless I suddenly were 16 again and had to have the BIGGEST BADDEST car on the block then the only mods I would make to a V10 would probably be headers and exhaust. After all it is a truck, not a Cobra R or Corvette Z06. Good luck whatever you guys do. -Eric ------------------ '98 Chevy K1500 Z-71, RC, LB, 5.7 Vortec, 4L60, 3.42 LS 1981 Skeeter HP 120 16ft bass boat with a 115hp Evinrude  

I am getting the Kenne Bell whipplecharger in a few days (well, the mod shop is). It comes with it's own chip and dash mounted toggle switch for transmission behavior ("power" / "shootout"). There's also an optional (or maybe it comes with it) tranny valve kit. It runs at 6 psi although you can get pulleys for 9 psi, but 6 psi is the most you can run using the *whipplecharger* on a *stock* v10 without detonation. To run 9psi, you'd have to get lower compression pistons (stock is 9:1) like 8.4:1 that's on the F150 Lightning, or maybe down to 8:1. Other superchargers like centrifugal ones such as paxton and vortech run higher psi because that max boost isn't achieved until the higher rpms like 5k, which lowers the risk of knocking. As for the mileage, kept at lower rpms or in the case of the whipplecharger, small amount of throttle since it uses a bypass valve, the mpg shouldn't suffer (or at least very little). But with a heavy foot, it'll definitely be in the single digits. Paxton also offers an optional intercooler with theirs ($2000 more? i think); Vortech's coming out with a supercharger as well as another one by SuperCharger Specialists (877) 794-7697, all soon. [This message has been edited by jimveta (edited 10-25-2000).]  

Eric , Thanks for your info You helped Me make up my mind , the idea of 93 octane gas is just tooo much , I will be getting headers and exhuast mod only , Thanks Again Billy  

Ya, I spoke to Paxton again and they have verified that you do have to use 93 octane as well. Does anyone have an idea what headers would be the best and also what chip is preferred? thanks, Joe  

Joed, I'm running the Banks PowerPack ( http://www.dieselpage.com/fv10p1.htm ) and SuperChip and love the combination. The superChip also requires 92 or higher octane. http://ic.net/~wawii/banks/ ------------------ 2000 F-250 SD Crew Cab, Short Bed, Lariat, 4X2, V-10, Auto, 3.73LS My Truck at the Dealer ----- My MPG File's ----- A Super Duper Crew Cab Rear Wheel HP (Stock) ----- Rear Wheel TQ (Stock)  

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6.8 v10 Supercharger

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I recently had a new 6.8 v10 engine built because i blew 4 holes in my last block...the new engine is bored .30 over and it has a 9:8 compression ratio which ive heard is great to add boost to. I know nothing about superchargers but ive heard whipple superchargers are good for this engine...I need to know where to find the supercharger and everything included and the exact one i need and how much itd cost, thanks.  

Whipple used to make one for the 6.8, but I don't see it in their inventory anymore. You may have to buy one used.  

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Banks Power

The Leader in Diesel Performance

Dan Benetez – Supercharged 6.8 liter V10 Excursion

Time for this week’s fan focus! Dan Benetez had an opportunity to blindly bid on a very interesting item: a vehicle sitting under a cover that had been in storage for over 14 years in a warehouse. It had been tied up over some litigation. So this thing… sat untouched and under a cover, a time capsule if you will. “I knew there was something large under the cover,” said Dan, “but I couldn’t figure out what it was. All I knew was that it was probably a 4-wheel drive because I could see chrome wheels peeking out from under the cover. Since it was a blind-auction there was no way to tell. Either it was a big truck with a camper, or an Excursion.”

So Dan won the action for $11k, and as they uncovered it he began to drool. “I was really hoping that it was a 7.3 liter, but unfortunately it turned out to be a V10.” With only 48,000 miles it was a pretty good buy, especially since it has a Kenny Bell supercharger on it. After some minor maintenance, replacing the shocks and a detail his auction prize rides well and is almost flawless.

With the addition of the supercharger Dan’s rig moves the oversized wheels in a hurry and pulls his trailer with ease, but upon further inspection he found that he had an exhaust leak from his stock manifolds. It was time to call Banks for a set of TorqueTubes and a Monster Exhaust.

Now Dan’s winning bid is even more of a prize when he mashes the throttle. It’s got killer acceleration and a beefy exhaust note. Best $11k he’s ever spent!

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IMAGE, CONSTRUCTION & SOUND

Kenne Bell is a 50 year old family owned iconic supercharger company. Nothing can compare to the intimidating appearance and whine of a big polished or black anodized 100% billet Kenne Bell Twin Screw supercharger with it’s huge Mammoth or BIGUN rear inlet system.

It’s the number one reason you are considering a supercharger kit, so be cautious of all those HP gimmicks that make a supercharger look like it is responsible for the HP when it is not. Fact. The most efficient supercharger (lowest parasitic loss and coolest discharge temps) with the highest boost and largest inlet system always wins – all else equal. Everything else is rhetoric and camouflage.

EXCLUSIVE TWIN SCREW 4X6 LOBE ROTORS

Since 1990, 4×6 lobe rotors have been proven more powerful than the +19 years evolution of 3×3, 3×5 or 4×4 twisted rotors. We offer the largest displacement 4×6 lobe billet 2L, 3L and 4L Twin Screw superchargers. The largest latest 4×4 is a mere 2.65L.

PATENTED LIQUID COOLED

Patented Liquid Cooling and Seal Pressure Equalizer allows higher RPM and boost than the competition without rotor scuffing. Also cooler oil, seals, bearings, shafts and reduced friction, wear and parasitic losses.

LOWEST SUPERCHARGER PARASITIC HP LOSSES

The most often overlooked Kenne Bell supercharger advantage is it’s lower parasitic loss (engine HP required to drive a supercharger). The HP savings with a KB at the same boost can be 15-100HP depending on the supercharger and application. It’s what the additional rotor lobes are designed to do – pump more air with less engine HP. A larger displacement supercharger by any manufacturer – even the Twin Screw – uses less RPM to produce the same peak boost/HP as it’s smaller counterpart. This lower RPM obviously reduces supercharger bearing and seal friction, heat and wear. It’s why Kenne Bell doesn’t use undersized OEM vendor superchargers or rotors.

HIGHEST HP POTENTIAL

Much like engines, there is “No Replacement For Displacement.” Fact. One can’t be the PD HP leader without the most efficient largest displacement superchargers, inlet systems and throttle bodies along with the highest level of technology.

LARGEST DISPLACEMENT

3L & 4L Since supercharging is our only business, we cannot afford to restrict our customer options to the exact same low HP potential 2.3 or 2.65 Ford OEM stock size supercharger that the other companies offer. Who would today choose to upgrade a Shelby ‘07-’14 2.1 or 2.3 with the same little OEM 2.3 or 2.65 or a new 2019 Shelby with the original undersized reworked 2.65 that comes on the car. We first upgraded the ‘07 2.1 GT500’s and Shelby Super Snakes in 2007! That’s 11 years ago. And our 3.6’s from 2008-2014 were 800-850HP and the KB 4.2’s 1100HP. The 2L superchargers have their place – and their HP limitations. But they DO NOT take the place of a 3L or 4L regardless of the claims, opinions and rhetoric.

EXCLUSIVE KENNE BELL SUPERCHARGER DESIGNS

We are not limited to improving or increasing the displacement and efficiency of our superchargers. By designing and manufacturing our own supercharger and rotors, we avoid waiting for years – as others must do – for a new Ford vehicle to be introduced so they can buy the latest Eaton rotors or superchargers. We are able to redesign rotor profiles, alter displacements and improve efficiency at will without relying on the OEM’s.

INSTALLATION INSTRUCTIONS

The industry’s most comprehensive step by step illustrated instructions for the self installer. Contact us for a Kenne Bell Installer in your area.

THE KENNE BELL 30-50HP ADVANTAGE

Cool air kit is standard on kb kits. saves up to $1000 with re-tune..

• Real Cool Air Kits (tested w/hood closed)
• No Oven Baked Hot Underhood Air Filter – Boxes*
• No Expensive CAK Upgrades or “Hot Air” Holes & Re-tuning Required

“After all was said and done, the test results showed the importance of getting cooler fresher air into the engine. With the stock inlet system [driver side underhood] the inlet system air temp was measured at 93 degree, well above the 67 degree ambient temp present when the car went down the track [1/4 mile].“ MUSCLE MUSTANGS & FAST FORDS MAGAZINE

Why does Kenne Bell test “hood up” vs. “hood closed” with both underhood hot air and external cold air filters? Because ANY underhood filter loses HP from the hot air and heat. And shrouds DO NOT eliminate all hot underhood air. Our customers should be aware of this. You can’t drive around with the hood up. Nor should you dyno test with it up. One would have to be living in a village for the last 50 years to not understand that scenario. Ford even “saw the light” or “the HP advantage.” Look at the new 2010 GT & Shelby GT500 (snorkel). Both pull air from outside the engine compartment. That’s the “Kenne Bell Advantage” – only external cool air. Then there is the Dodge Hellcat and Demon with the front air hole or feed or hood scoop.

THE KITS WITH TRUE COOL AIR INLET SYSTEMS

On numerous occasions, it has come to our attention that our competition claims the Kenne Bell Mustang GT, 2010 Camaro and Dodge 6.1 Hemi Supercharger kits take longer to install because of the “external” (under front valance) cool air kit. Of course, the KB takes a little longer to install.

But we believe its’ well worth the added effort and HP. We’re not idiots who merely make our kits more expensive and difficult to install for no reason. What they fail to mention, understand and acknowledge is this Kenne Bell feature results in a 30-50HP advantage over the competition-unless one is willing to drive around with the hood up to avoid sucking in all the hot, power robbing under the hood air. We moved the filter from under the hot hood and relocated it the cool air stream outside the engine compartment. That’s not rocket science. Just common sense that everyone should understand.

Yes, a huge advantage of the Kenne Bell kit is that it undeniably inhales ONLY cool, dense-under the valance external air so vital to maximum performance. Others inhale hot under hood radiator, engine and header air or at best a mixture. Check out this test data. That should clear things up. Want additional proof that the Kenne Bell approach makes more HP? See what Ford did.

The following tests recently conducted for 5.0 Mustang Magazine on B.J. Baldwin’s 2010 stock Shelby GT500 with OEM “snorkel tube” to help direct some outside air to filter. All tests were at 9 psi. See magazine :

BASELINE- 472HP-Hood open (Flawed and deceptive test but makes kits look good on chassis dyno) -24HP 448HP-Hood closed (Real world. Like it is driven / Loses 24HP with hood closed oops!) -34HP 439HP-Hood closed w/ snorkel taped closed (little 1 1/2” snorkel was 9 HP) -33HP Lost with under hood filter (472-4339=33HP) Get it now? *Note the whopping 33HP loss with the hood CLOSED snorkel helped (9 HP).

A 10,000 cfm cooler and 2000 cfm/100 mph fan are supplying plenty of air flow to the front of the test vehicle, negating the theory of “it’ll get cooler air once the car is moving.” You can’t tell the filter to “just suck in the cool air from the cracks” and ignore the hot air. Ford fully realized the shortcoming of under hood filters and subsequently incorporated a small 1 1/2” fresh air “snorkel tube” in the 2010 Shelby.

Unfortunately, the improvement is only 9HP (see above tests) Still 24HP left on the table. That’s a LOT of HP. As much as headers and exhaust combined on some cars.

The Shelby Super Snake , with its hood scoop, is much better than other Mustang GT kits using the “hot air” under hood filter approach but not as efficient as the Kenne Bell “external filter” . Even the SS still ingests a “mix” of cool external and hot under hood air. Not ideal for max HP. We also tested the Shelby KR with hood “open and closed” for another publication. Lost 24HP with the scooped hood shut.

We hope these tests put to rest those myths about Kenne Bell kits costing more and / or being more difficult to install while failing to yield any important performance advantage other kits. This time proven and tested Kenne Bell inlet system concept is not new. Look at any drag race car, NASCAR, Indy cars etc. It’s been used on GM, Ford, Chrysler and AMC high performance OEM vehicles since the 60’s. These engineers knew what they were doing. Does this bring back any memories? NO under hood “hot air” filter for these factory hot rods. They “sealed” the inlets to the carburetors to eliminate all under hood hot air.

• Olds (bumper scoops, hood scoops)
• Pontiac (hood scoops)
• Chevy (hood scoops, cowl induction)
• Buick (hood scoops, cowl induction)
• Ford (headlight scoops, hood scoop, etc…)
• Chrysler (hood scoops)

In 1970, Jim Bell designed and tested a hood scoop for Buick’s Stage 2 car. It totally isolated the under hood filter and made 27HP while improving 1/4 mile times by 2.5mph and .25 sec. In 1986, he introduced the Buick GN Air Cool Kit and in 1989 the first Mustang Ram Air Kit. Kenne Bell Supercharger “Cool Air Kits” are merely an extension of this old proven technology. It works.

You get the picture: Cool air = more oxygen = more HP = less detonation = longer engine life = cooler operation.

We actively promote this concept and use it on all our kits- except for the GT500. But we’re even working on that, too. Kenne Bell openly defends our concept, particularly when our competition falsely advertises. We quote from their literature: “Exclusive TRUE cold air intake system.” Really? Filter and canister in the hot engine compartment heat soaking and sucking in hot radiator and exhaust / engine heat. That is a “true” cold air intake system? That’s misleading, and even laughable to those who understand the physics of cool air induction. In conclusion, with hood closed the Kenne Bell kits out power the competition. And we can prove it.

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