The 4.6 and 5.4 egr tubes are different. The fittings at the exhaust manifold are a different size. They do not interchange. The L tube is diff than a regular 5.4 tube as it is longer to reach the egr valve which is higher on the engine due to the s/c. You can probably cut and weld and make one work. Just my 2 cents.

Thanks! SVT., I need all the "sense" I can get! Looks like I need to get a salvaged f150 4.6 egr tube and order a new lightning egr tube and get out the hacksaw.

.......I still need to call you about the pumps.

A higher stall will allow the engine to run free and get into its power band quicker. It also is smaller and has anti-balloning plates that keep it from swelling after a high rpm and immediately back to idle pulls on the motor (think burn out, that is how I lost my TC) What happens with stock converters is the fluid engorges the TC and makes it swell a little bit (ballon) since it is against the pump and input shaft on the transmission it has to go somewhere. It will push the crank forward and that pressure is what shredded my thrust bearing and sent metal throughout my engine. If you are spending the money to make this a screamer, spend the 500 dollars and get a good torque converter with anti ballon plates. Typically a stall converter have these already. And it is kind of weird looking at a converter that is two inches smaller on a tranny. But My tranny temp never goes above 190 (got an external cooler) even when my coolant temp is at 220. And you can drive it normally like a stocker or stand on it and watch the tires come unglued and hear the motor just jump to 3000 rpms and just start going. If you lived in the Los angeles area I would take you out for a spin so you could see what it is like And you could make a choice. But I definitely recommend a better TC than stock, don't walk down the path that I already have walked. Do it right the first time and enjoy versus saving every little dime and then forking out a lot of dollars later for not having the right parts.

Brian

wamsleby,

Thanks! I know that post will benefit a lot of members. Now that I understand, ......I want one! Factory tech posted some info on some "stock" yet high stall converters. I will find it and post it.

.....still waiting to see how 00expo proceeds with his swap, however, I have been searching for a "good" used lightning transmission, wiring harnesses and the fuel pump(s) assembly.

Hey, I do not know if you remember me iron horse, but I was there when you first started your supercharger upgrade. I remember "way back when" when you were just installing the magna charger and all the topics. I am probably about 4 pages late, but what made you go with the new lightning engine? I never heard about your old numbers with the bazooka pulley that I do not know if you even got installed?

what were your HP gains? Any races with the magna? did you get the bazooka pulley installed? Please just give me a brief update so i can continue to follow these threads as you do your engine swap and what not. what numbers are you going to be at with your new L engine and supercharger? above 380 like the stock L ?

Hope to catch up on all this and best of luck. I will be following it!

Take care,
JD

PhatNav,

Of course I remember you! You were going for a supercharger until your tranny blew up and you had to get it replaced. Last time we spoke, you were saving up for a blower.

"Brief Update"

I installed the bazooka pulley (11-12 psi). It was AWESOME in Winter and a lot of fun. Could hit 11 psi at the flick of the throttle and hit 12 psi when it was very cold. However, I had pinging issues with or without the bazooka. Never got to a dyno. Tried lightning heat exchanger and cleaned carbon with SeaFoam until it looked like my truck had rabies! hah!... yet still had pinging. I now "think" the main problem was the fuel pump. Instead of a the Allen Kit 195 unit or a "standard 255 unit, I think the answer was a "forced induction" 255 unit that pumps more gas at the top of the shift (i.e. Holley). I streetlight raced everything in my area. I could white smoke the tires or jump off the line better than anything in my area.

I had decided to try to upgrade the shallow Allen intercooler or have a twin screw adapted to the Allen intake. When I told my father about this, he said he wanted my kit. SInce I have wanted him to have some fun for years, I did not tell him that I meant that I was only going to modify the existing kit, not get an entirely different kit. When I can figure out if I am going to use a forced induction 255 fuel pump or the oem lightning twin pump set-up, I will take the Allen kit off and put it on his truck.

I was going to get another used Allen intake manifold/intercooler and have a blowzilla 2.2 adapted to it, but that was a no go. Then I was going to get a Kenne Bell kit and have an intercooler made for it, but Bell would not sell me a partial kit and I could not find a used 4.6 kit to work with. Then, I tried to have an adapter plate made for the Lighting oem m112/intercooler/manifold to fit on my 4.6 and I never heard back from the shop.

Then I realized something......I had 95,000 miles on my 4.6 (now I have 99,000) AND my engine was limited to only 350 rwhp and 400 rwtq. If I went with a forged block AND even a used supercharger kit, I was looking at a minimum of $6500 and that is without PI head and I would still have a high mileage stock tranny. So, I thought, what is the cheapest way to the most hp/tq. with a lower mileage engine. I would have liked to have just bought a forged/built 4.6 and a ken bell blowzilla 2.2 kit and had an intercooler made for it but that would have been at least $8,500! Thought about just trading for a used lightning, but a single cab cannot meet my needs and as well for me, I think the supercab flareside has one of the best forms and shapes of any truck......having two extra stock "shaved suicide doors" doesn't hurt either. Remember, only some models of the F150 Harley Supercrew came supercharged like the lightning, none of the supercab flaresides came supercharged.

Then I found a very low mileage 2000 lightning 5.4 with all the pulleys/brackets, altenator, etc. at a very low price and said what the heck! ...and went for it! Then I found a 2001 lightning supercharger/intercooler/manifold/wiring harness/sensors/injectors/coils etc. set up very cheap. Infact, with the pending sale of the extra set of 42lb. injectors, I will have LESS money in a lightning engine/supercharger assembly, than my new yet used priced Allen Kit. However, the trade off is the uncertainty and cost of other items IF I proceed with the full swap. Although, even if I get a used Lightning transmission, wiring harnesses, pcm and other parts, I will still have spent only the same amount as the cost of a new supercharger kit only...if I buy used parts where I can.

The lightning engine has better pistions and a little better rods as well as having low compression pistons for supercharger boost, more cubic inches, very low miles and I also have PI heads....finally. ALthough the lightning has a 8-9 psi pulley, I intend to run at least 12 psi with the oem version. I should be able to get 430 rwhp and 500 rwtq. .....I repeat 500 rwtq. .....that I like a lot in my heavy supercab flareside. I also like the fact that, including the stock m112 blower, there are five (5) blower options that are made for the lightning and just bolt on.

However, as low in cost as a full swap could be for me, it will be a while before I can scrape up enough money for the used transmission and wiring harnesses, etc. So, I am trying to decide if I should get a 255 supercharger fuel pump and bolt in what I got and hope that it works or wait and do a "plug and play".

For now, that lightning engine just sets there as if saying, "Go ahead punk, make my day!"....while it laughs at me!

Wow, that's quite an update. I am pretty sure I follow it all but I have 2 questions remaining. #1, Are you waiting to install the lightning engine because you need a supercharger for it.. can it run without one?

#2, So it wasn't the power that you were concerned about with the original supercharger, it was the pinging?

good luck and I'll be following this!

-JD

1. No. I bought a 2000 lightning engine, but I also bought a 2001 lightning supercharger assembly (manifold/intercooler/supercharger/upper plenum/throttlebody/wiring harness/sensors/injectors/coils etc.

I am waiting to decide if, I am going to install the engine/supercharger only or am I going to wait and also get the lightning transmission and related mods.

2. In the Winter months, with the bazooka I had finally found the power I was looking for. However, the pinging remained an issue unresolved. Although, I think, a dyno tune and a better fuel pump would have cured it. The pinging did not start with the bazooka pulley. It started with the shift kit that I had installed BEFORE the pulley.

What would be better?

1. Get a harley D stock exhaust system from manifold connection to exhaust tips and get a oem lightning egr tube and screw it in, or

2. Get a oem Lightning egr tube and cut it in half and connect it to the other half of my 4.6 egr tube so that I can connect it to my stock exhaust AND cut the exhaust near the manifold connection and have it welded so that I can connect the oem 4.6 exhaust to the lightning 5.4 manifolds; or

3. Get a flexible metal line with connections from a hardware store (i.e. stove to gas connection line/hose)and fit it to the lightning egr connection on one end and my 4.6 exhaust on the other and cut the 4.6 oem exhaust near the lightning 5.4 manifold and have it welded so that I can bolt it up to the lightning 5.4 manifolds.

Well whatever you end up doing, good luck. I am very curious to see how it all works out. I wish I actually had the money to be doing something like this because it sounds interesting and fun. Keep us posted!

Take care,
PhatNav

If I do not use the lightning trans, I can not use the lightning pcm, therefore, I cannot use the lightning dual 190 in-tank fuel pumps.

What fuel pump set-up will give me enough gas at the peak of the rpms during the instant boost roots shifting?

I know a single 190 or "regular" 255 pump will not work.

According to another member, his 320 pump put out too much gas for the return lines and normal driving.

I would like to get a "forced induction" 255 pump, but I do not think it will be enough, since the roots boost hits so hard so fast and I am going for 12 psi and over 400 rwhp and 500 rwtq.

Are there any aftermarket duel in-tank pumps that will work with our F150s or can the lightning oem duel in-tank pumps work or is there a single in-tank "forced induction" pump that will work?

IH,

I solved the problem of the 325 LPH pump delivering too much fuel at idle by installing a voltage reducing resistor in line.

Then I discovered this is exactly what the Ford engineers did in the "L"/HD OE circuitry. They utilize a resistor to reduce the voltage to the pump(s) until TPS voltage rises to 2.3 at which point it switches up to full voltage. Great minds and all that.

An alternate but more expensive solution would have been an aftermarket, boost sensitive, fuel pressure regulator.

The OE fuel pump resistor cost me $22, way cheaper than the regulator.

YES!!!!!!!!!!!!!!!!!!!

So you have tried it at wide open throttle (WOT) with your NEW set-up? ??????????????????????????????

Is the 325 LPH pump, a "forced induction" or "high pressure" pump? or is it a "standard" pump?

Okay, SERIOUSLY, I need the same fuel pump set-up as yours! Although, I want the 325 lph pump to be a "forced induction" or "high pressure" pump. Your post has confirmed my decision to go ahead with the lightning engine/supercharger "only" swap!

I will PM you on got-pressure for details and prices on the pump/ resistor set-up AND your innovative duel electric fan controller.

.........just thought of something........

The oem lightning fuel pumps are duel 190 lph units, there at the "peak" of pressure you have 380 lph. After more mods, some lightnings get twin 255 lph units for a total of 510 lph at the "peak". Therefore, will a 325 lph be enough? What if the 325 is a "forced induction" (high pressure) unit instead of a standard unit?