Predator or 9100
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From: Delcambre, La
Predator or 9100
I am building a 99 f-150 5.4 with forged internals and a lightning s/c setup. i will be trying to crank out 500rwhp. my question is wil the diablo predator work in my truck if i order one for a 99 lightning? what about custom tunes i like the fact that it can be e-mail to me. or is there something else that would work like the 9100? any input would be nice. thanks.
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From: Virginia
Hi Brahmus,
Sounds like an exciting project!
To get an honest 500 RWHP on an *accurate* dyno, you're going to need a lot more than just a Lightning supercharger set up - you'll also need a 4R100 HD tranny, or have a race-build done to the 4R70W unit and upgrade the torque converter, too.
The Eaton M112 isn't up to that task (500 RWHP) on the stock cylinder heads & cams, unless you have the blower itself ported and spin it to 17,000 rpm - and also have every other possible bolt-on modification, too.
YOU can do this by having the Eaton ported and also doing race-ported heads and camshafts, etc. - then you can *easily* hit 500 RWHP or more. Of course, you know you'll also need more than just the Lightning's stock 90mm MAF or it's 42# injectors, too.
But of course, this is all up to you - there are ways to make the Eaton M112 pump out that kind of power on stock cylinder heads & cams, *if* it's ported and *if* all of the intake & exhaust is thoroughly optimized with top-$$ parts.
With regard to the tuning, you do not want to just slap on a Predator with a Lighting tune - there's too much timing and the fuel delivery will not be correct, etc. You need *custom* tuning to keep that kind of motor together at those kinds of power levels.
We can take care of that in the 9100 for you, and it DOES have the email file update capability already, right now. Just give us a call at our number listed below for all the details, costs, etc., we'll be happy to help.
Good luck with your truck!
Sounds like an exciting project!
To get an honest 500 RWHP on an *accurate* dyno, you're going to need a lot more than just a Lightning supercharger set up - you'll also need a 4R100 HD tranny, or have a race-build done to the 4R70W unit and upgrade the torque converter, too.
The Eaton M112 isn't up to that task (500 RWHP) on the stock cylinder heads & cams, unless you have the blower itself ported and spin it to 17,000 rpm - and also have every other possible bolt-on modification, too.
YOU can do this by having the Eaton ported and also doing race-ported heads and camshafts, etc. - then you can *easily* hit 500 RWHP or more. Of course, you know you'll also need more than just the Lightning's stock 90mm MAF or it's 42# injectors, too.
But of course, this is all up to you - there are ways to make the Eaton M112 pump out that kind of power on stock cylinder heads & cams, *if* it's ported and *if* all of the intake & exhaust is thoroughly optimized with top-$$ parts.
With regard to the tuning, you do not want to just slap on a Predator with a Lighting tune - there's too much timing and the fuel delivery will not be correct, etc. You need *custom* tuning to keep that kind of motor together at those kinds of power levels.
We can take care of that in the 9100 for you, and it DOES have the email file update capability already, right now. Just give us a call at our number listed below for all the details, costs, etc., we'll be happy to help.
Good luck with your truck!
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From: Delcambre, La
Thanks for responding that is what i was hopeing to hear. I know that it will need some finese to reach 500rwhp, i am being optimistic on this project. i am going forged on the rods and pistons lowering the compression ration, planning on running crower stage II cams, Long tube dynatech headers, a quality exhaust system, 6lb lower pull, (haven't decided if a 8lb would be smart). didn't want to port the blower cause from what i can understand, the improvement only shows a sugnificant increase at high rpm which i will seldom see being as i have a 4x4. also a good intake, upgraded cooling to lower charge temps,
The tranny is another issue, i am having my 4R70W rebuilt with a "heavy duty" rebuild including a harden intermediate shaft and FTVB. do you think that will work. i am not going to drag the quarter mile or anything, just pull occasionally and play on the street.
I haven't heard much about the 9100 so i might to do some further research.
whatever i end up with will be better than what i had!! i didn't want to exceed the 42# injectors. because i think after that i am asking for more problems than i want to deal with and i have to set some sort of limit
Thanks and i'll give you a call when the motor comes together.
The tranny is another issue, i am having my 4R70W rebuilt with a "heavy duty" rebuild including a harden intermediate shaft and FTVB. do you think that will work. i am not going to drag the quarter mile or anything, just pull occasionally and play on the street.
I haven't heard much about the 9100 so i might to do some further research.
whatever i end up with will be better than what i had!! i didn't want to exceed the 42# injectors. because i think after that i am asking for more problems than i want to deal with and i have to set some sort of limit
Thanks and i'll give you a call when the motor comes together.
Last edited by brahmus; May 1, 2004 at 12:31 AM.
Former Sponsor
Joined: Mar 1998
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From: Virginia
Hi Brahmus,
Actually, you would be better off going ahead and having that Eaton unit ported, and then just spin it slower - you'll get lower IAT's & better performance that way, as well as being easier on the supercharger. I don't agree that porting the blower *only* gives you top-end horsepower - that's just where the biggest benefit is, like almost any modification. It provides more HP everywhere, culminating in anywhere from a 30-45 HP gain depending on how fast it's spun. It just doesn't give you a significant increase in instant *torque* until you've got about 2200 rpm on the clock - then you get more torque than in unported trim.
However, it's certainly true that you do NOT need to port the blower to hit those power levels when you have a set of Stage 2 ported heads with Crower's Stage 2 cams - me, I'd still do it to make it easier on the blower, and so it can really pull in 2nd & 3rd gears.
To stay within the limits of the 42# injectors & 90mm Ford MAF setup the Lightning uses, plan on not exceeding about 465-475 RWHP - that will vary a bit depending on the dyno, some of the more optimistic Dynojets will show 500 RWHP before you run out of injector, but you've usually peaked the meter by then anyway. Make sure to do proper datalogging, so you don't peak that MAF. Remember, those numbers are on *2WD* trucks - 4WD trucks are going to lose more power to the driveline, an easy 10-12 HP more at least, at those power levels. So that means they need a bit more MAF & injector to hit the same RW power levels as a 2WD truck, at those levels. Just FYI............
If the build-up being done to that 4R70W is done right, yes, it can stand up to that kind of power, in that heavy 4x4 truck - but it's going to need to be a "race" build, basically, to live in that application - I'd also use a top-shelf torque converter like the PI unit.
Good luck with your project,
Actually, you would be better off going ahead and having that Eaton unit ported, and then just spin it slower - you'll get lower IAT's & better performance that way, as well as being easier on the supercharger. I don't agree that porting the blower *only* gives you top-end horsepower - that's just where the biggest benefit is, like almost any modification. It provides more HP everywhere, culminating in anywhere from a 30-45 HP gain depending on how fast it's spun. It just doesn't give you a significant increase in instant *torque* until you've got about 2200 rpm on the clock - then you get more torque than in unported trim.
However, it's certainly true that you do NOT need to port the blower to hit those power levels when you have a set of Stage 2 ported heads with Crower's Stage 2 cams - me, I'd still do it to make it easier on the blower, and so it can really pull in 2nd & 3rd gears.
To stay within the limits of the 42# injectors & 90mm Ford MAF setup the Lightning uses, plan on not exceeding about 465-475 RWHP - that will vary a bit depending on the dyno, some of the more optimistic Dynojets will show 500 RWHP before you run out of injector, but you've usually peaked the meter by then anyway. Make sure to do proper datalogging, so you don't peak that MAF. Remember, those numbers are on *2WD* trucks - 4WD trucks are going to lose more power to the driveline, an easy 10-12 HP more at least, at those power levels. So that means they need a bit more MAF & injector to hit the same RW power levels as a 2WD truck, at those levels. Just FYI............
If the build-up being done to that 4R70W is done right, yes, it can stand up to that kind of power, in that heavy 4x4 truck - but it's going to need to be a "race" build, basically, to live in that application - I'd also use a top-shelf torque converter like the PI unit.
Good luck with your project,
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From: Delcambre, La
Well if i'm going this far i will go the little extra and upgrade the injectors and MAF. any suggestions?
Porting the blower makes since in lowering the charge temps, i was just unsure if it was worth the time and money in my application. but i will look more into it.
Who is know to do a good race build on the 4R70W?
And just a clarification, the 9100 will be able to be configured to work with my unique application?
Thanks.
Porting the blower makes since in lowering the charge temps, i was just unsure if it was worth the time and money in my application. but i will look more into it.
Who is know to do a good race build on the 4R70W?
And just a clarification, the 9100 will be able to be configured to work with my unique application?
Thanks.
Former Sponsor
Joined: Mar 1998
Posts: 13,385
Likes: 4
From: Virginia
Hi Brahmus,
To answer your question regarding the 9100, we can provide whatever tuning is necessary - neither we nor the 9100 has any limitations in that regard that are going to affect your situation & needs.
The rest of this is getting well beyond the scope of the Computer Chips section, so it's really not appropriate for us to continue this discussion here - I do try to help (briefly) when I can, but this is getting into too much detail that is not relevant to this section - it also takes too long to type this all out as compared to discussing this by phone.
So for further info, please give us a call at our number listed below & we can go over the specific configuration info we'd recommend, as well as the transmission info, etc. - and thanks in advance for your understanding!
Thanks & talk to you soon,
To answer your question regarding the 9100, we can provide whatever tuning is necessary - neither we nor the 9100 has any limitations in that regard that are going to affect your situation & needs.
The rest of this is getting well beyond the scope of the Computer Chips section, so it's really not appropriate for us to continue this discussion here - I do try to help (briefly) when I can, but this is getting into too much detail that is not relevant to this section - it also takes too long to type this all out as compared to discussing this by phone.
So for further info, please give us a call at our number listed below & we can go over the specific configuration info we'd recommend, as well as the transmission info, etc. - and thanks in advance for your understanding!
Thanks & talk to you soon,