The Whipple, Roush, Trilogy, and Powerworks kits ALL come with tuning and some of them (like our Powerworks kit) have an EO. It's not to say that if you wanted more power you couldn't get it by re-tuning, just that you don't need to with these kits. They make good power, are safe, drive well, are safe, and pass emissions right out of the box, and are safe!
Click the link to see the kit
http://i67.photobucket.com/albums/h2.../fforcekit.jpg

Our kit does come with injectors and colder spark plugs as do some of the others, while other kits use a fuel pump booster to get the required fuel, and carry over the production plugs.

 

Does the MAF need to be recalibrated for the bigger fuel injectors? Is the show special for this setup usually the bottom line price, or has there been a group buy that the price could be negotiated lower?

 

ALL of the software is done. The MAF is larger than the stock one and the injectors are larger than stock, but all of the calibration has been done. If you were to re-tune anything it would be spark and/or fuel to get more power.

As far as the price, you may be able to negotiate something for a group buy, but you would have to contact the sales guys and talk with them.

 

Alright, now for the most important question!!!!

If you have a wife, how do you convince her that your truck needs a supercharger and we have to spend $4500?????

 

Trade something. Let her get new funiture, appliances, etc... Butter her up. Or ask really nice!

 

Do you tow anything.....ever?

If so, it's cheaper than a new tow vehicle.

 

Are you kidding? Let her drive it! It worked with mine.

 

No, because like My.. I mean Her Lightning, she'll like it and it'll become hers, like everything else in this marriage.. haha

 

I will not have to worry about her wanting to drive my vehicle. She doesn't care anything about performance, so I will have to take the buttering up route!!

 

We have a lot in common

My wife has a C320 sport sedan..... last year in May she said it was getting to harder to shop with it due to the stroller taking up space in the trunk...

(I'm being worked and don't see it coming)

Next day she is going shopping and mentions it again, I say "take my car" which is an E55 and larger trunk and interior...

(Owned)

Her car since

Part II
She drove the truck a couple times since the supercharger install... but made no comment
Today she was going out and it was deja vu when she said "maybe I should take the truck so I can put a few larger items in the bed"

(RED ALERT)

Not this time, I told her I would go with her and she got a big sad face..

Husbands be aware or look like this

 

That's too funny!

The E55 is one hell of a sleeper, lol.

So what kind of drugs are you slingin' to be sportin' all of those g-rides? I want in

 

Just curb servin' the game of life baby!

 

From my meager knowledge of supercharging in researching this book over the past 14 years, there is something called adiabatic efficiency in supercharging. Without getting technical, in a nutshell this is the relationship of amount of heat created when supercharging vs. the power curve. Of course, heat is energy so the less energy lost, the more gained in power. While I do respect your opinion, I am not "far" off. It is generally accepted by engineers that when supercharging, anything less than 6.77 (rounded to 7) PSI of boost is a waste and this can be more easily gained by improving the engine itself ( boring, porting, valvetrain etc) rather than the bolt on solution. Supercharging in general does add slighly better torque in the low end when dealing with the roots type, the eccentric vane(Shorrock) or the modified eccentric vane (Eaton), but the centrifugal ( invented by General Electric for the aero industry in the 1920's and adpated by Duesenburg first), needs to really "spin" to get the boost. as the power generated by the centrifugal s/cer ratio is more as a result of a square root relationship- very different from the other three types of blowers and as a result, has a very narrow range of boost.

This is an age old dilemma; s/c vs. normally aspirated and one that has proven dubious when considering the power generated by modern F1 cars. This is why I mentioned the plenum in my previous post. In my supercharged 1934 MG KN, the plenum "stores up" the charge and reaches boosts in the range of 25 to 27 pounds. My pop off valve does not permit any greater pressures (otherwise I think the engine would blow).

As you can tell from my discussion, I personally love the idea of superchargers as they are quite romantic. I am wondering however if there ever was a comparison made between "blueprinting" ( for lack of a better term) an F150 engine and supercharging it. Again, anything less than 7 PSI could be better gained by working the engine and your 100 horsepower could turn out to be 150!

 

Stated very well due to it being your opinion and not fact based. Your description and love of the supercharger would be a great concept for a romance novel but does not equate in all applications.

Example

6.75-7psi Powerworks 359rwhp
Stock 05 Supercrew 209rwhp
Total amount gained 150rwhp

 

This book? And which book is that? I know there are several really good books on FI but I was curious which one you were refering to.

I'm a Mechanical Engineer, Thermal option, I've had dreams.. or should I say nightmares of adiabatic efficiency. Yes compressing air does increase heat, but the method of how you do it can affect the delta T. RPM of the blower to reach required air flow also affects delta T. Lets not forget about the real important detail in MOST modern FI systems.. The intercooler.

I'm not following your "plenum" explaination but I'm thinking you are refering to some sort of "container" (intake manifold below the intercooler) that holds air under pressure until the intake valve on a cylinder is open thus taking in boosted air. But controled by some sort of "relief" valve.

There are a few guys, several on this board who've built a motor, though I'm not sure about to the extent of blueprinting it and have found an increase in power over a "OEM" motor. Thats a given. But 100 or 150 hp will require some extensive motor work. Bore, Stroke, porting, cams, etc. More than likely this well decrease the drivablity of the vehicle. Not so with a high hp FI motor. They'll run timid (for the most part) until opened up.

The biggest "flaw" in your theory is refering to this as "PSI". Boost as it is refered to is virtually meaningless. It is only a measure of the resistance of air to flow into the motor. CFM would be a better measure. I could plug half the intake port in my head and get a ton of "boost" but no power because of the lack of flow into the cylinder. On the other hand I can port/polish, cam, free up exhaust etc and loose boost but actually increase power.

Again, no disrespect but I frown when someone misleads people by what they "think" they know.

Spinning a blower to just feed the cylinders with "enough" boost (0 in vacuum) will produce a much lower parasitic loss and delta T change than spinning a blower to make 16psi. But still provide a noticable increase in power. This can be compared to different elevations in N/A motors but to a much larger extreme. Each situation must be dealt with on an individual basis but with the right tuning, benefits can be seen below 7psi. Which is a really bad "base line" description.