as you can see from my sig, my truck is a manual 4x4 with the 4.6, i want to get a supercharger, and i was thinkin that the procharger would be the best for me cause its intercooled and will give me about 100 extra hp at the rear wheels. now i know this is centrifugal so the charge doesnt come till the higher rpms, but bein a manual transmission 4x4, when i pop the clutch, i have trouble plantin the wheels sometimes as it is, so i cant see me needin much more low end torque (make my life even more difficult) plus, since it IS manual, i can also chose my rpm's a lot more readily than an automatic driver, so i will be able to chose when i want my boost, just my thoughts, i just wanna go the fastest i can, what do u guys think?

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The TRUCK:
1999 Black F150 XLT Sport 4x4 Flareside, 4.6 Triton V-8, Manual Transmission, Captains Chairs, Power Everything.

Appearance Changes:
Button-down Tonneau Cover, Webasto Sunroof, Spray-on Bed-liner, Xenon Fog and Headlights, Blackwidow Car Alarm, Window Tint, Wet Okole Seats (ALL).

Stereo:
2 10" Kicker CompVR's on Fosgate 360a2, Kicker Components Front & Fosgate 5x7 Rear on Fosgate 200a4, Blaupunkt Muchen Deck.

Performance:
265/70 R17 Yokohama Geolandar A/T+, Borla Split-Rear Cat-Back Exhaust, K&N FIPK.

 

Upgrade to the d1-b head unit, or what ever the new equivelant.
I had one speced out and on a 5.4 with a d-1b head unit it would make it's entire boost of 10 psi by 2200rpms. There was already 5lbs or so by 1600-1800r's.
And it would put me at almost 400rwhp. They said you wouldn't have to get a bigger fuel pump, but was recommended. Also there was no need to retard the timing due to the intercooler. Over about 12-14 that would change but you'd be save even w/ the d1-b unit or any of the 6-9lb units.
The biggest noticable thing is that the d1-b makes instant boost.
Good luck.

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Dr.(wife says i'm spoiled) Jones.
2000 F-150 5.4L
AUTO,SC-sb 4x4-XLT, 3.55LS, 8.8 front- 9.75 rear, sidesteps, sprayed in liner, 17"wheels ORP, trailer-tow pkg, CD, Cpt chairs, 4whl ABS, Keyless Entry, Airbox silencer removed/K&N, Amsoil(transfercase, motor, rearend), 3" custom dynomax ultra flow catback, as an anniversary gift. With a best of 18.5 MPG.
kjones02@elp.rr.com, strengthbeyondstrength2000@yahoo.com waiting for the 275hp PSD
www.ford-diesel.com , www.fordvschevy.com/ , www.blueovalnews.com/, www.webattack.com, www.thedieselpage.com/cgi-bin/Ultimate.cgi

 

i believe the new equivalent is the P-1SC, it supposedly puts out 60-65% gain at 8 psi, which is approxmately 135 hp at the flywheel, which should get me up at 350hp at the fly wheel, plus they allow me to change pulley sizes without voiding the warranty, so i would imagine i could get the numbers pretty high with more psi. if this head is just as good as the old head, to get full bost around 2000 rpms is amazin, and being manual, i will have nps achieving that.

thanx powerlifter405

 

I was looking at power options recently, in general not detail, but most everything except for larger diameter exhaust/headers requires more expensive premium gas. Gas prices are too damn high as it is around here. We pay 79 cents per litre CN$ for 94 octane chevron right now. That's around $2.80 for a U.S. gallon or around $1.80 American. Regular is 62-70 cents a litre (Canadian). With the bad gas mileage of a supercharger that's a lot of bucks in a near. Yup... I want a supercharger too but... :-(

 

what SC are you guys talking about, I know the ATI one, but the D1-B never heard of that. What type is it: roots or centrifugal? I never heard of or seen a a graph or dyno results of a centrifugal SC that put out it's max boost at 2200rpms.

 

WT,
I spoke w/ both ATI and an indepedant shop who was having to build custom mounting hardware, because at the time i contacted them they didn't have anything for the 5.4.
With the set up they gave me, I know it wasn't the orginal factory setting, was able to give me the numbers I wanted.
There was a reducion in size of the pulley to the boost built quicker, but also topped sooner.
A variable in boost is of course RPMs, I can't see how you can run 4500 rpms and see no boost.
The crank is turning at, lets say, 5G- 75 mph- 2nd gear.
Well if your doing 5g 100mph in 3rd, the crank is still turning at the same speed as before. Since you are already moving the perception of boost may appear less due to the fact you're all ready moving at a high rate of speed.
The only time I could see this to be the opposite is when your coasting, ie no load. The only time i've seen this loss of boost was in a turboed gasser.

------------------
Dr.(wife says i'm spoiled) Jones.
2000 F-150 5.4L
AUTO,SC-sb 4x4-XLT, 3.55LS, 8.8 front- 9.75 rear, sidesteps, sprayed in liner, 17"wheels ORP, trailer-tow pkg, CD, Cpt chairs, 4whl ABS, Keyless Entry, Airbox silencer removed/K&N, Amsoil(transfercase, motor, rearend), 3" custom dynomax ultra flow catback, as an anniversary gift. With a best of 18.5 MPG.
kjones02@elp.rr.com, strengthbeyondstrength2000@yahoo.com waiting for the 275hp PSD
www.ford-diesel.com , www.fordvschevy.com/ , www.blueovalnews.com/, www.webattack.com, www.thedieselpage.com/cgi-bin/Ultimate.cgi

 

Coolsville, the ATI kit with a P1sc is a good choice for your 4.6 5spd. As far as you being able to control your boost, there are a few points to make here. Your boost, on a positive displacement or centrifugal, is also dependent on throttle position. With my Magnacharger, I can be running 4-5k RPMS and still be in vacuum. Same goes for a centrifugal, down shift into 3rd from 4th and see 4500 RPMS and no boost. Now if you floor it with a centrifugal at this point, you'll get more boost because the RPM's are up. With positive displacement blower, any thing over 1800 rpms, punch it, and boom here comes full boost (centrifugals take a bit more time, especially in the higher gears!)

powerlifter405
"I had one speced out and on a 5.4 with a d-1b head unit it would make it's entire boost of 10 psi by 2200rpms."

Won't happen, I had one and it was awesome, but expect about 3-5 psi by 3000 RPMS. There are two reasons that the D1 series makes more boost sooner than other centrifugals. One, it has a 4.4:1 step up ratio, and two, the D1 series comes with a 14-15# pulley. Oh yeah, the P1 series is more a replacement for the old P600B. It is self contained (no oil line feed / return), and has a higher step up ratio (than the P600). The D1 series is still a centrifugal, just bigger and badder (louder too)!

"They said you wouldn't have to get a bigger fuel pump, but was recommended."

I sure hope so, NEVER skimp on fuel in a forced induction aplication. Ideally you'd run a 255 in the tank, a T-Rex in line, no FMU, a chip, and 36# injectors. For Coolsvilles purposes, run the ATI P1sc kit as received and have fun. Also, the D1B sounds like a cat got caught in your fan, it's ridiculously LOUD. The P1 will be a bit more stealth!

Good luck!!

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2000

Magnacharged


[This message has been edited by White Trash (edited 01-22-2001).]

[This message has been edited by White Trash (edited 01-22-2001).]

 

Powerlifter, I can take you for a ride in my 94 GT with a P600B, 94 Lightning with a D1B, and 2000 5.4 with a Magnacharger and show you no boost at 4500 rpm in all of them. In all fairness, you are correct in saying that the blower is still moving air in direct relation to RPM. In a no / light load condition, every modern S/C kit has a bypass to vent boost. If they didn't, just think what would happen on decelleration when your motor is spinning 4500 RPM and your throttle body butterfly is closed? Bad deal.


Peg the gas on your centrifugal powered rig in 2nd and the boost comes on hard (acceleration-RPM-Boost rise quickly due to the mechanical advantge gearing provides). Do the same in 4th gear, at the same RPM, and you won't see the same boost. There is much more load to overcome and the centrifugal is weak in this area. A positive displacement blower will show max boost at any RPM-Load-gear......when you stomp the loud pedal.

All in all, some boost is better than no boost at all!

Have fun!


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2000


Magnacharged


[This message has been edited by White Trash (edited 01-23-2001).]

 

simply put,with a centrufical, boost or CFM is linear with rpm, and a positive displacement it is not.a roots or screw type compressor grabs a fixed amount of air per revolution, the faster you spin it the more of these "packages of air" it forces the motor to eat,while a centrufical, moves less air cfms a slower speeds and more cfms as the rpms increase, if you are seeing 10psi from a centrufical at 2200 rpm's then that thing will be pushing 25psi at 6000.boost pressure is nothing more than residual pressure, if you could build a motor that could pump as much air as the compressor made, you would see no boost.

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2001 F-150 XLT S-CAB 4.6 "the full ride"
96 Taurus GL
93 Kenne-Bell Supercharged Mustang
"Injection is nice, but I perfer being blown!"

 

WOW, so much info. Thanx for all your post, but i am still in despair over which blower will suit me and my truck best. I drive my truck a lot like a muscle car. I love stop light racing, and i like the feeling of droppin the gear and gettin thrown back in my seat on highway ramps, streets, etc., you all know my truck from my sig, now which to chose? I think the battle now is between procharger and magnacharger. Everywhere i go i hear good things about both.

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The TRUCK:
1999 Black F150 XLT Sport 4x4 Flareside, 4.6 Triton V-8, Manual Transmission, Captains Chairs, Power Everything.

Appearance Changes:
Button-down Tonneau Cover, Webasto Sunroof, Spray-on Bed-liner, Xenon Fog and Headlights, Blackwidow Car Alarm, Window Tint, Wet Okole Seats (ALL).

Stereo:
2 10" Kicker CompVR's on Fosgate 360a2, Kicker Components Front & Fosgate 5x7 Rear on Fosgate 200a4, Blaupunkt Muchen Deck.

Performance:
265/70 R17 Yokohama Geolandar A/T+, Borla Split-Rear Cat-Back Exhaust, K&N FIPK.

 

coolsvile - those are the same ones I'm debating between. But as well as performance I want quality and looks, yes I want it all. My favorite is the Holley kit, it looks great comes with everything, has performance with show quality looks. Perfect for what I want but not available for the 4.6.

This may help you a little, both the magna and ATI are good quality (word around here), the ATI will stand out in the engine compartment when installed, where as the magnacharger replaces the whole stock intake system and looks hidden, so at a glance you won't see it there.

 

Crash!
with all that extra low end power, and the height of the 4x4's suspension, dont you think it will be difficult for me to plant all that extra power off the line! That is one of my main concerns. I already have trouble with that when the road is slightly wet or goin up hill

 

I have driven Freds truck too. It is very quick. I was one of the guys who helped install it by the way. Bet you boys didn't know that.

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Patrick aka Mudder or MR.Daylighter of Arlington Texas (D/FW), member of the Texas Chapter club DAYLIGHTER edition F150 ®, Black 98 S/S S/C F150 4x4 0RP 5.4 V8 3.55ls, Ramsey Pro 8000 hidden winch, Grizzly roll bar, Superwhite Bulbs, 2 Baja back up lights, 2 KC 57 Series 5x7 100 watt long range lights, 2 KC 55 watt fog lights (all-season kit) 10 165 watt KC Daylighters, 2 chrome, 4 Stainless, 4 black ( with 14 KC's, I come alive at night), Manik grill guard, Westin step bars, Rhino Taillight guards, Magnum bug shield, Sonic aluminum treadplate 36" tool box, Flowmaster 40 series dual exhaust, Airaid High Flow system, Edelbrock IAS shocks, 285/75/16 BFG AT/S KO, American Racing Baja wheels, Pro Comp headlight blackouts, Red Top Optima battery, personalized plates, Cobra 18WXST CB radio with 3' whip antenna, Escort Laser/Radar detector, Nokia cell phone, a Mobil Speed Pass on the back window, 3 F150World stickers, a Texas Chapter of F150World.com sticker, a BIG KC block sticker on the back window and a DAYLIGHTER sticker on the front windshield, and yes, I also have been infected with the infamous door crack. More to come for the Daylighter: JBA headers, superchip, 1 more Daylighter for the front, 2 KC reverse Lights, a Lighted Ford tailgate logo, and a 4" Rancho suspension lift (yes boys and girls, it's just about time). If you would like to see pics, email me at Mudder@TexasChapter.com
Also the Moderator of the Ford Trucks vs. GM trucks and Ford trucks forum over on fordvschevy.com so check it out.
Check out the Toughest SOB in the WWF crush the Rock's Lincoln: http://www.amta.net/files/sc-2.avi
OH HELL YEAH!

2 BRT 4U "Go ahead, flash your brights at me, see what will happen."

Got light?
It's a KC thing.....you wouldn't understand.
Candlepower to date: 4,214,000. Gonna add more soon.

See all my pics at my zing.com site: http://www.zing.com/album/?id=4294059243

Also check out www.F150World.com/Mudder

 

Coolsvile,

You are always going to have problems getting a truck to get traction, the lack of weight in the bed = spinning tires. You will just have to learn how to launch your truck. I used to have an 82 S-10 with a 350 in it. It was a screamer (12.9 in the quarter), I could never get good enough traction right off the line. I learned to ease into the throttle out of the hole and then jump on it after I had already rolled for a couple of feet. Same thing here, you are going to have enough power to ease out of the light and still win the race.

You could always look into some cheater slicks, but who really wants them on their 4x4?

 

Hey Crash! buddy, can you shoot me an E-Mail at jdoldt1@tampabay.rr.com I have some questions about the Magnacharger and engine strength.

Josh

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1999 F150 XLT, V6, S/C, nothing important done yet.