whipple blower ???
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i will call you this weekend crash...didnt have much time to think about it today... my thinking on the 2 valve motor is omly the ease of bolting on a 3.4..
i know the 3valve heads are better,4valve even better but more money...
if i do this my budget would be around $20,000 to $22,000 bones give or take....
like i said i think proweld for the long block im going to over build in case i want more
.. or go more to begin with, i have all winter to think about it... one thing to consider to is i live in wisconsin it dosnt get above 80 or 90 degrees
very often here.. i like the ice box and the bigger heat exchanger with fans to..
fabing a mid plate would prob be the way yo go
i know the 3valve heads are better,4valve even better but more money...
if i do this my budget would be around $20,000 to $22,000 bones give or take....
like i said i think proweld for the long block im going to over build in case i want more
.. or go more to begin with, i have all winter to think about it... one thing to consider to is i live in wisconsin it dosnt get above 80 or 90 degreesvery often here.. i like the ice box and the bigger heat exchanger with fans to..
fabing a mid plate would prob be the way yo go
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$20,000 is more than enough dough I think. Just get good forged rod pistons cnc head job blower cams2.3 whipple @ 16-18 psi and I'm positive you will be a happy camper. Transmission upgrade it when ur stock one gives up, and go with at least 4.10 gears. I thinks u can do this with less than 15k.
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From: North Carolina
I will say anything over 600-650rwhp in one of these trucks will be more then challenging. Cost will be through the roof and every system will require an upgrade. It would be a high 10 or low 11 second ride at the drag strip on slicks but unless you were going to run drag radials on the street your beast will be getting smoked by a lot of less powerful vehicles do to the lack of traction. You will have a very expensive wheel burner. All things to consider. I've mentioned this in other threads but I'll throw it out there for thought here. I make 475rwhp at 1100' on 12.2 psi with 11 degrees of timing. Now just imagine a built motor that doesn't need to be detuned to keep the rods in it running 15-18 degrees of timing. The additional timing can be worth 50+ hp alone. Now optimize your power band with a set of cams designed for a blower and with higher lift. 30hp. And for kicks will go ahead and port the heads. Gonna want a 3.25 or 3.00 pulley to get the boost back up with the flow improvements. Getting the picture? 600rwhp is not hard to get. I believe 600rwhp can be obtained on 12psi with the right cams, heads, built motor, and inlet restrictions removed.
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From: North Carolina
Don't get me wrong, we can push 12 PSI on a stock engine running pump gas... 93 octane. It is not unrealistic.
That experience was making 478/542 on a 4.6 at 12 PSI. A built, 9:1 forged engine, factory PI heads with swedged plug threads, TR-6s, a ported shroud T-67, and a good, custom fabbed 3" 3-core intercooler. I had a built engine, and could peg a 20 PSI gauge in an instant. But I was not tuned for it. No time to react.
Again, not trying to sway Flux away from the Whipple, we will move forward with one.
That experience was making 478/542 on a 4.6 at 12 PSI. A built, 9:1 forged engine, factory PI heads with swedged plug threads, TR-6s, a ported shroud T-67, and a good, custom fabbed 3" 3-core intercooler. I had a built engine, and could peg a 20 PSI gauge in an instant. But I was not tuned for it. No time to react.
Again, not trying to sway Flux away from the Whipple, we will move forward with one.
Put up or shut up... I wondered when someone would ask me to. I forget there are so many new members since 1999! We are damn good at what we do!
4.6 L. 5-speed, a T-67, first graph on the top is at 8 PSI (Base kit). The second was at 16 PSI (And I can dial in 5 PSI more, as I saw 20 PSI on the guage). At all boost levels on back to back runs, charge temp was 91 degrees!
A/F is 11.5:1, and the power levels at 8 PSI are perfect for stock engines. NO LAG. Now, with the controller (16 PSI) the boost hits so quick and hard you really have to be on the ball, because you will hit the rev-limit in the first 3 gears with my 5-speeds. It happens that fast. I will say this... I WAXED a twin turbo Porsche and TWO Vettes that mashed the LOUD PEDAL when they heard me whine on the HIGHWAY.
Both graphs peak at 4000 RPM.
8 PSI- 388.7 RWHP, and 428.7 RW FT/LBS.
16 PSI- 478.0 RWHP, and 542.9 RW FT/LBS!
Several of us tuned that day, and I made more power than a Terminator Cobra at 16 PSI.
4.6 L. 5-speed, a T-67, first graph on the top is at 8 PSI (Base kit). The second was at 16 PSI (And I can dial in 5 PSI more, as I saw 20 PSI on the guage). At all boost levels on back to back runs, charge temp was 91 degrees!
A/F is 11.5:1, and the power levels at 8 PSI are perfect for stock engines. NO LAG. Now, with the controller (16 PSI) the boost hits so quick and hard you really have to be on the ball, because you will hit the rev-limit in the first 3 gears with my 5-speeds. It happens that fast. I will say this... I WAXED a twin turbo Porsche and TWO Vettes that mashed the LOUD PEDAL when they heard me whine on the HIGHWAY.
Both graphs peak at 4000 RPM.
8 PSI- 388.7 RWHP, and 428.7 RW FT/LBS.
16 PSI- 478.0 RWHP, and 542.9 RW FT/LBS!
Several of us tuned that day, and I made more power than a Terminator Cobra at 16 PSI.
Generally, lag is more prevalent on the 4 bangers. Our V-8s make enough bottom end torque to eliminate any lag. The A/R on the turbos we have used have been .63-.81. The .81 makes loads of power. I ran a .81 on both the 4.6 and the 5.4. My 4.6 pulled all the way to redline... 478/542 was at 16 PSI.
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http://www.whipplesuperchargers.com/...sp?ProdID=1236
This is the Lightning upgrade for the 3.4L compressor.
This is the Lightning upgrade for the 3.4L compressor.
to the top of it??? its hard to see...
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That is the piece included in the upgrade kit. Tuner kit only, once again. But JDM has the tune and a list of fuel and air system mods.
The finished product. Midplate included in the kit. The base SHOULD be the same, as it bolts to the Lightning intake. The rise and bolt pattern on the adapter is what will be different. It looks like it increases plenum volume, which is a good thing.
The same link I posted above, although I had that image in my hand two days ago, and believe it or not, have been searching for it since. I am all over this, even when you think I am sleeping... LOL!
http://www.whipplesuperchargers.com/...sp?ProdID=1170
You are going 2 valve aren't you? Now let's move forward. Call me so we can nail down the details and decide who is going to build your engine to start with. We have the blower and fuel/air system nailed down for sure.
The finished product. Midplate included in the kit. The base SHOULD be the same, as it bolts to the Lightning intake. The rise and bolt pattern on the adapter is what will be different. It looks like it increases plenum volume, which is a good thing.
The same link I posted above, although I had that image in my hand two days ago, and believe it or not, have been searching for it since. I am all over this, even when you think I am sleeping... LOL!
http://www.whipplesuperchargers.com/...sp?ProdID=1170
You are going 2 valve aren't you? Now let's move forward. Call me so we can nail down the details and decide who is going to build your engine to start with. We have the blower and fuel/air system nailed down for sure.
the top is the kit that fits 04 to 08 f150, the bottom is the
plate for the whipple lighting kit with the 2.3....
thay look to be very close..
.
Last edited by flux; Oct 20, 2013 at 03:45 PM.
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From: BC, Canada
I know the 3.4 uses the 2.3 Lightning inlet elbow with a reducer. This elbow will not fit onto a 3v mid plate.
If you fitted a 3.4 then you need to move the bridge and drive pulley forward 22mm (7/8)
If you fitted a 3.4 then you need to move the bridge and drive pulley forward 22mm (7/8)
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so the 2.3 and 3.4 are the same length?