The inner seals blew out and all of the oil from the head unit entered the impeller housing and blew threw the I/C and into the intake, into the cumbustion chambers, fouled the plugs and the rest is history.

 

Repectfully, I think there may be a bit of mis-information in this thread. Plenty of folks have Procharged/centrifugal-blown trucks and are quite happy with them. Check the dyno sticky, the power curves show there is no narrow band for power. Look at the dyno graphs.

Prochargers run cooler than cents that tap the pan, this has been proven time and time again.

Boost builds progressively. More than stock just off idle (2000 rpm or so once boost starts), though not where a roots/twin-screw are. But cents build power all the way to redline. I run 10.5 psi and have no issues.

I make 410 lb-ft of peak torque, 380 lb-ft at 2800 rpm. It tows a 7000-lb boat with ease, even uphill.

Granted, I put 4.10s in the rear, on street tires, to optimize things further.
I run consistent 14.5 quarters on a GTech, though I don't think it's quite that fast. (Ran a 14-flat on it once but no way in heck it's that fast) But even if I'm around 15 seconds in the quarter, that's pretty impressive for a 3-ton truck with 130K miles that is near 10 years old.

I bough a Procharger because it was used and cheap

But I wanted one anyways. MY 97 had good low-end power, and nothing past 3000 rpm. I already had traction problems on the boat launch ramps stock...still do

 

I'm not trying to argue over this topic. But take your same truck and add a Kenne Bell or a Whipple Charger and there is NO COMPARISON TO POWER. The screw type WILL simply walk away and never look back. And here is another reason to buy a Kenne Bell or Whipple Charger, you don't have to change the rear gears to a lower ratio. Torque is what pulls NOT HP. The bottom line is that the Procharger will not make the same amount of Torque throught the entire power band as a Kenne Bell or Whipple Charger. Kenne Bells and Whipple Chargers are what the Lightning owners are switching to. There must be some reason why they are switching.

 

I respectfully call "shananagins" on RustysFX4.
Im sorry but there is no way a substantial amount of oil made its way up from the low mounted a/a intercooler of an ati.The oil will condense on the i/c and collect at the bottom.An engine would have to blow a ring and run for a while to get oil to blow all the way upto the t/body.

As far as power,I think the best 1/4 times are held by Bullet,Fatherford,Pilot,and myself as far as centris on a non factory s/c vehicle. Phill(pimp of times) is doing good things w/ the positive displacement.DYno numbers need not apply

As far as towing..The better seat of the pants you feel while towing,the worse your drivetrain feels.Remember,most of the guys in this forum dont have a 4r100 tranny.Meaning the nice feeling you get while towing,stresses the tranny even more(despite any shift kit or valve body)..

fwiw



I edit to say those best 1/4 mile times are on stock blocks...

 

Out of the 7 of my customers cars 4 were non IC and there was no oil left in the head unit at all. We set the head unit and IC back to procharger, inturn they sent it back with new IC and the same IC and the old head unit. We cut the old IC at the welds about 3.50"'s from the bottom of the IC and there was about 1.5 table spoons of oil left in the bottom. The cars that were running the ProCharger without the IC had no oil left in the head unit at all. These cars were running 15-20lbs of boost when it happend. As far as the rest of the oil from the head unit, where else did it go, there were NO LEAKS at the time of it happening. The only place it could have gone is into the T-body. As far as stress on the drivetrain, this is the result with any power adder, just simply allow more money to go ahead and do what is called preventive maintance. Go ahead and have the trans built to handle the power no matter what. You have to PAY TO PLAY.

 

I wont argue your ati experiences,but this is the first Ive heard of it in this site or any of the mustang sites.The only reason I can see an ati expelling most of its oil is due to a faulty or inadequate bypass circuit..It happened to me on a road trip,the vacuum line going to the bypass got severed.But when I got home,none of the oil reached the t/body.

 

You won't see many post on this site about problems with ATI. Go to
www.corral.net and go to the power adder forum and do a search. Here is one.
http://www.corral.net/forums/showthr...arger+problems

I hope this helps explain the ATI customer service issue. Another thing is when it comes time to replace a seal or maintance. ONLY ATI can do the repair work.

 

I couldnt agree more.Ive got the receipts to prove it

 

Perhaps CFM was the wrong word but more like CF/Revolution. You still need a rate. The larger the blower, the more air displaced per revolution of the blower. The slower the blower spins, the less heat generated, second to the natural cycle.

Again, my books are at work, today is Labor day and I'm to lazy to try and remember Boyle's law.. haha.. I'll get back to this during the week. But I still say PSI can be the most misleading of all measurements, and even I still do it because this is the "norm" when talking about FI. This can be manipulated to many ways and doesn't have a "direct" affect on power. Now given most people say "I went from 9psi to 12psi and got more power." Sure but what you did more importantly was increase the rate at which the air is moving into the motor.

I do agree with this but on another note. Have you ever heard of "velocity porting"? I've been meaning to do some research as this was recently talked about in my group of motorcycle friends. It's concentrated more on shaping the intake ports so they have a venturi shape rather than just opening up the port. It's suppose to help "ram" the air into the cylinder after the cylinder is done it's part in sucking what it can.

I think they should all be fairly close based on fuel consumption. Most if not all do not boost when not under a load but still take power to turn. That being said they are marginal compared to N/A because they still get similar fuel mileage. No scientific fact here, just old fashion testing and reading. Generally Cents are accepted to be more fuel friendly as they are not always compressing air. Twinscrews are next due to the nature of the best (at higher rates). Roots are inline with twinscrews until the rates go beyond there narrow design limits. As with the others, the larger the blower the higher the efficency level. Twins are more broad ranged than roots. But Technology has improved the roots blowers.

Again PSI is misleading! Speaking for the positive displacement units, (as I do not have much experience with cents) the twinscrews are more efficient at higher boost levels (larger rates). But even that can be broken down into which twinscrew company makes more efficient blowers.

Again excluding cents because of lack of knowledge. Twinscrews are cooler at higher boost levels. At low boost levels it isn't much of a difference.

I've heard of cents needing to be rebuilt after several 10's of thousands of miles but again, no certainty. Twinscrews boast about reliablity but there are 10's of thousands of Eaton (roots) blowers on several different manufacturer's vehicles that are said to last several hundreds of thousands of miles. Only mantainence is changing the oil every 75K or so. (Stock boost levels)

 

NO. SC coolant runs only slightly above ambient. Unlike the engine coolant the cooler the better. If it's 50 degrees F outside you will feel it as compared to 90F. The engine coolant wouldn't do you a whole lot of good. 100-120 degrees F is average temps of the intercooler fluid.

 

KB is suppose to be releasing several (10 or 12) new kids in the very near future. I think the one he is refering to is the new 2.6 for the Lightning.

 

Cents do have there place in the world. I can respect the power they make and I considered a Procharger. I don't regret my final decision but I can understand yours. To each his own! I haven't heard to many people disappointed with either. And I wouldn't consider them to have a "narrow" power band. Just not as fat down low as the posi's.

 

1. Ther is a comparison. Look at the dyno stickies. Low-end torque is superior with a roots or twin-screw, no arguing there. Anywhere else, there is a lot to compare. And I gurantee you that one type of blower won't simply walk away from another. There are a simply too many things to consider. Look throughout the forum. Many, many trucks run quite fast with cents, others with twin-screw/roots.

2. No one ever said you have to re-gear. But you can...and it may help dependng on the speed ranges you run. Also...HP wins races. Not that these are race trucks.

3. True. But HP is comparable, torque is comparable at anything beyond low rpm.

4. That's because it's an easy swap.

I suggest reading the results what folks are gettting with a particular setup, and not just going bench-racing. There is a ton of data - and real-world data is the key to knowledge - on this site and others that clearly shows there is not one right answer...but there is a right one for you.

All I'm saying is, look at the numbers.

 

BTW all of these blown trucks have oil blow-by issues. A lot of oil gets into the combustion chambers.

Prochargers hold 6 ounces of oil. My catch-cans catch way more Mobil 1 than this over a period of several thousand miles.

My IC probably has more than 6 ounces of oil sitting in it right now 6 ounces is not a lot. In fact, it's very little. A cup of water is what, 12 ounces?

So I'm not sure how this would blow an engine or cause any damage, even if all 6 ounces got dumped in at once.

I tell you this: if my Procharger puked all 6 ounces at once, by the time it went thru the piping and the IC, not much would even make it to the t-body.

But consider that some people pour tranny fluid right into their intakes, my dad did this back in the day. a half-quart at a time...thinking it will clean deposits (old habits never seem to die). These engines smoked a LOT then the oil burns up and all is well.

I can say with some degree of confidence that one could literally squirt all 6 ounces of oil into their t-body and nothing but smoke would happen.

Look, I own a Procharger but I'm no fanboy. All companies have issues. I'm sure there are owners who have problems with ATI. Likewise, there are a lot of owners on this site, some of us long-term, who have not had problems.

The data, the numbers, the results of others are your best bet for info on putting a power-adder onto your truck.

But really, there isn't a bad choice.
Fact is, there are chioices, make the right choice, based on factual data, for what you want to do.

 

Thats cuz this is a ford f150 type forum

And again,regardless of what the platform,the only way an ati would purge its oil is if there is some kind of obstruction or problem w/ the bypass circuit.