Kenne Bell 1500 blower on an SD car.

[Bluegrass]

The blower kit consists of a front plate to replace the
Lincoln plate and a change over to a Mustang power steering pump bracket.
The A/C compressor gets offset farther to the side.
The blower, it's inlet manifold and it's outlet manifold replace the stock upper plenumn manifold.
The MAP sensor is plumbed to and thru a boost activated switch assembly to keep boost pressure from the MAP sensor while normalizing the vacuum to the Map..
The fuel system gets a boost operated fuel regulator to raise fuel pressure in the injector manifolds.
Drive belt length changes.
All stock throttle body hardware and their locations are mounted onto the blower intake in their original locations.
Expect power increases into the 280 hp range with a big increase in torque from 1800 rpm upwards on 6 psi boost levels..
93 octane gas is an absolute must.
No ignition changes, no fuel system changes, no injector size changes.
This is a overview look at the installation.
The whole system is 50 states legal and has a C.A.R.B. number assigned as E.O. D-271-6.
This number applied to the 86-91 Lincoln, 86-93 Mustang, 86 Mercury Capri, 89-93 T- Bird, 94-95 Mustang.
I have been running one of these for close to 3 years without a reliality problem.

[88LSCinSW-FL]

I guess these might be stupid questions, but whatever sparks a discussion. If I go with a supercharger, a Kenne Bell setup would be my preference.. so obviously I have some interest in this.

Do you have anything beyond the above to report? Any quirks of the setup, driveability issues, etc.? Have you ever compared it to another Mark with a different type of forced induction? (centrifugal supercharger or turbo)

[Bluegrass]

I did install an afjustable fuel regulator in place of the stock fixed unit.
The EEC re-adjusted it'self to the presence of the blower and did cause a hesitation when the EGR operated.
This was solves by raising the fuel pressure about 4 psi.
This may not happen on every installation.
Beyond this there has been no drivabilty problems over the 3 years of use.
I would recommend other supporting changes be made to the car due to the extra power.
The trans (AOD) should be in good shape and have the benifit of a shift kit plus an A servo installation.
If the trans is to be rebuilt consider replacing the overdrive band with a 2" wide vs the stock one.
No change in converter is really needed for street use.
The stock 3.27 gears with Traction Lok and sticky tires will be enough with the torque of the blower.
These items can be optimized if you are determined to increase performance beyond this point with drag tires and strip use in mind.
Blower compairison with a centrifigal can be looked at this way;
with the K.B. the boost starts at close to 1800 rpm and the stock converter stall range is a good match up.
The centrigigal begins serious boost in the 2800 to 3000 rpm range depending on pully drive ratio. This means the stock converter begins stall too early and should be changed to one in the 2800 rpm range to better match the blower.
The total useful rpm range often is shorter with a centrifigal blower due to the later boost range beginning point.
You will hear of conern about heat with the K.B.. In normal street use this is not a worthwhile to consideration but can be countered with alcohol/water injection to cool the charge. The blower is a large mass and has no builtin way to cool. The same units for later cars do have a cooler assembly that is air to water and requires extra hardware.
Cent. blower have been put on the marks many times.
Usually in the alternator area. This requires movement of these parts to other locations and in general a space problem until it all gets worked out.
With the cent. blower the engine control system can either use the vacuum switch assembly or convert the SD to Mass Air.
All the supporting change should still be considered.
Both type blowers will provide power increases with the only difference being the K.B. is throttle responsive down low compaired to a Cent or a turbo type.
Above assumes a stock motor. The stock cam is already a good blower cam by it's duration and lobe seperation angle.

Modifying an engine for blower operation should consider certain items to be better for the set up such as heads with high flow exhaust ports, improved headers and a higher flowing lower intake manifold.
When pushing the hp above 300, then larger injectors are needed as well as a larger fuel pump. Going above about 325 really requires the conversion to Mass Air and getting the whole system calibrated with dyno testing and chip or tuner changes.

[88LSCinSW-FL]

Well, if I ever went this route, (vs. my other more radical plan for my '89) I'd probably do it along with a new exhaust and a swap to a 4R70W from a 4.2 Ranger. Stock 3.27s would've been retained. (although I have an open rear on that one and would probably change that)

I asked if *you* had driven a Mark with a centrifugal mainly for you to hopefully relate a personal feel for the difference. The ol' "arse-o-meter" judging of upgrades, as it were. But it's also good to have explained for others the general differences between the two supercharger types.

[LJS30]

Man reading this discussion makes me realize just how badly I want to get my project going on my Mark 7.

[Bluegrass]

Sorry, I have not driven another Mark with a centrifigal, only a lighter Mustang 93 coupe we had two different centrifigals on, an older Paxton and a new Vortech.

I ported the Mustang heads, put hi lift rocker on, had BBK headers, off road pipes and an alum drive shaft with a 5 speed trans.
It was nothing short of wild.
The difference between the two cars is the manuel transmission will give you any stall speed the engine can handle, while the auto car is controlled by the converter stall rpm without any way to change it while driving.