We have owned this truck for 15 years.
During the second year, it wasn't running right. The dealer installed a set of new spark plug wires, then new O2 sensors. Then when another O2 sensor code showed, they found coolant on the O2 sensor. Blown Head Gasket. Bummer. This was at about 92,000 miles. I remembered the previous owner/seller telling me that he had a 100,000 mile warranty, so I asked the Service Rep and he confirmed that was true, it did have a 100,000 mile warranty, but that I hadn't transferred it over to my name. My stomach sank. But for $20 bucks he would transfer the warranty. DONE. The dealer, instead of replacing the blown head gasket, installed a reman longblock and also did a few other repairs, ball joints, suspension, etc, also under warranty. New engine at about 95,000 miles, how cool is that.
The previous owner added some extras-- slight lift, 33" BFG A/T, Expedition interior, front hood bug shield, billet front grill
and we added a few more mods-- wheel spacers, bilstein shocks, Addco front and rear sway bars, HID bulbs in stock clear housings
5 years ago when my son started to drive it, we added flowmaster cat back exhaust and 4 inch chrome side exit tip, XM radio, mud splash bed side graphics and a PowerDyneSupercharger.
PowerDyne Supercharger-
Now with Powerdyne out of business, we check all the forums and internet sites and found F150online.com. There we found a used kit, nearly complete, in a box. Thanks OneLowF.
The install started...
255 lph Walbro fuel pump
36 lb/hr injectors
90 mm Lightning MAF
4" Intake ducting, filter and CAI
BBK 75mm TB
Powerdyne Supercharger kit, brackets, pulleys, tubing
Wide band O2 sensor and gauge
Delta Force Commander Tuning package
**** Click HERE for Build Thread ****
The tuning was easy and straight forward with the Delta Force software. Drop down menus, choose options and load to ECU. Very simple.
During gentle driving and low boost it was lean and detonated. We add more timing retard and more fuel and tested some more. By the end of the day we were at 11.5 AFR under boost and NO detonation. Started, idled, ran great, pulled well under boost and to 5000 rpm, smooth. Very satisfied.
We have driven and enjoyed this supercharged 4.6L for these last 5 years.
LATEST NEWS-
4.6L NPI head and intake to PI Head and Intake Swap using TFS Heads
Now with our Jeeps and towing with a tow dolly or trailer, the supercharged 4.6L needs some more help and love. It developed an exhaust manifold leak or crack and needs repairing. Following our motto "Don't replace, Upgrade".
The heads are the non-PI heads on this relatively new engine, 25-30,000 miles. They do not flow well at all. At 0.500"- intake 150, exhaust 150. After much researching, converting to PI heads (Performance Improvement) is the hot ticket. They flow a little better, at 0.500" I-165/E-150, and ported can do I-200/E-180. Better yet is the Trick Flow Specialties, Twisted Wedge Heads which flows I-250/E-180. Just the ticket! On 4.6L Mustang tests, with TFS heads, mild Comp cams, PI intake, the 4.6 picked up 130HP!
So our plan is to continue with the PowerDyne Supercharger and use the TFS Twisted Wedge 44cc heads, OBX long tube headers with high flow cats, PI truck long runner intake, stock PI cams and finally a proper Mustang Dyno Tune by a shop, Collingdale Performance in South Philly, owner Paul who specializes in Mustangs and the Delta Force tuning software. He feels we will easily increase rwhp by 100. We are shooting for 300-325 rwhp and 325-350 rwtq on his Mustang dyno. That is about 400 HP and 450 TQ at the crank, all below 5200 rpm. Stock 4.6L bottom ends are good to 450HP, so we are good there.
We feel that on a truck with it's towing needs, using the stock NPI cams and long runner PI truck intake will trade 35-50 hp on the top end at 6000 rpm and add 35 tq down low where we want it, compared to short runner Mustang PI intake and PI cams. This plan is sort of just like the Jeep Supercharger builds. The heads will add about 1 point to the CR (stock is 9.4:1 and 220hp) for better power, efficiency and gas mileage and the long tube headers and high flow cats will do the same. The supercharger will fill in the low end torque and strengthen the top end.
Collecting parts now, Hopefully over the next few months this will all come together.
Stay tuned!
Ordered--
TFS Twisted Wedge Heads 44cc CNC combustion chambers, 3/4" deck, 90lb@1.60" beehive springs, Valves I-1.84" E-1.45", At 0.500"lift Intake-250CFM, Exhaust-179CFM, $2089 pr. shipped 44cc on NPI block = 10.35:1 compression
TFS chrome moly head bolts
TFS power steering relocation bracket 51954PSB- not needed
TFS 8mm timing cover bolts for accessories 51954TCB- not needed
OBX long tube headers, 'gutless' cats $555, ordered these but got shipped the catted $805 ones, Win, oops didn't fit, not able to use
New header studs and nuts
New Bosch O2 sensors front $24.99 each, oops needed rear sensors also
New NGK TR6 spark plugs $14.95 set
Gaskets- MLS head, MLS exhaust, intake, timing cover
2001 truck PI intake manifold- upper $65 and lower $75, oops, the '01 lower didn't have the power boost valve, bought a '04 4.6L PI lower and it had the valve and bolted right up
PI cams, used $115- oops the bearing journals were scored, not useable
intake manifold heater water line to clear lower intake manifold- not needed after all
GatorBack serpentine belt and supercharger belt
Rebuild Super-Powerdyne Supercharger by 928 Motorsports, billet compressor, etc, +2pounds boost
BBK shortie headers and Flowmaster cats and down pipes
UPDATE-5/2/15
Going to the shop finally. He got very busy with some projects and he needed to get them finished.
Hopefully about 2 weeks for all the work.
Heads, Cams, Long Tube Headers, Dyno before and Dyno Tune after.
Hopefully nice improvement everywhere. Expect 300+rwhp and 325+rwtq.
DYNO- BEFORE with a bad exhaust manifold leak and running very rich due to the leak
Mustang Dyno, heavy 33" BFG A/T tires, 4500 pounds(I think closer to 5200 pounds), auto, 2nd gear- 180rwhp at 4980rpm, Valve float at 4800rpm, 200rwtq at 4400rpm 6-7 pounds boost, RICH 10.2:1 AFR
Dyno in 2nd gear not optimal and will change results about 25hp less than 3rd gear dyno pull
Tuner feels there is at least 30rwhp/30rwtq with just a tune, leaner AFR and less timing retard
Expectations: +AFR heads, +PI cams, +PI intake manifold, +long tube headers, 3" high flow cat and muffler, +rebuilt Powerdyne SC with billet wheel-- hopfully enough for 300rwhp/325rwtq
UPDATE-5/15/15
-Used PI cams I bought were junk, scored bearing journals, will use my good NPI cams with slightly less lift
-TFS Heads and intake on, reused NPI lower intake manifold, might need to get PI lower with valve
-Now with TFS heads, OBX long tube headers don't fit, even with tube clearancing, Getting BBK shorties and flowmaster cats and down pipes.
-Rebuilding the Powerdyne supercharger, Usine 928 Motorsports, Super Rebuild with Billet impeller
-Added new water pump and starter because we were there
-Waiting on BBK headers, misc gaskets and EGR tube (rotted) and finish install
-It seems like 1 thing leads to 3 others. We'll get thru it to the finish
UPDATE-5/28/15
-BBK shorty headers fit and Flowmaster cat down pipes fit with a little massaging and attached to existing cat back exhaust. Will need to upgrade to 3" high flow muffler and tubing later
-Forgot to get rear O2 sensors. was going to delete them initially, but now will use them.
-Our '98 4.9L lower intake box had a 'flapper' boost valve and the PI lower I got to go on the PI upper did not have this valve, it was blocked off. I think that it was off a 5.4L which doesn't need the 'torque' boost of the valve. Tried to reuse the NPI lower on the PI upper and it failed and leaked.
-Was able to source a 2004 4.6L PI lower with the valve from JY in WI. The threaded inserts were too long and had to grind them shorter and it bolted on perfectly and the 'boost' valve worked.
-Was able to re-use the stock '98 4.6L 'under manifold in the V' metal heater line. Didn't need a different tube like the internet leads you to believe. Maybe that was for the Mustang intake manifold.
-Got the 928 Supercharger back. Beautiful and tight. Installed with new GatorBack SC belt.
IT STARTED AND RAN !! NO LEAKS !!
Unloaded my tune and reloaded the stock tune and then swapped it out for a custom tune.
It was running rich and now it is running lean. WTF. Bad 90mm MAF. Switched the MAF out to a different Sniper 90mm MAF and no better. Turns out to be a couple of things.
-The 36lb/hr injectors were 36 at idle but ramped up to like 42lb/hr with increased pulse width
-The 90 mm MAF that I bought and was told was off a 'Lightning' was not. It was off a Cobra. Apparently there is a difference in the scaling between the 2 MAF sensors.
Got the correct MAF values entered into the tuning program.
Now after several dyno runs to check everything and get a good tune It was late and time to call it quits for the day. Tomorrow, load the final tune and get some dyno power numbers.
8 miles was done on the dyno to get the tune, 10+ partial and full pulls, No Leaks.
UPDATE 5/29/15
Continued dyno tuning and road testing.
Sounds awesome, really roars. pulls way harder and no bog like before, very impressive!
Final numbers- 250rwhp @5300 and 260rwtq, 6-7 pounds boost, flat torque curve, 2nd gear pulls to 80-85mph
Revs to 5350 rpm with no valve float
GAINED +70rwhp and +60rwtq with TFS PI heads, PI intake- upper and lower, stock NPI cams, BBK shorty headers, new cats, rebuilt Powerdyne supercharger and a proper dyno tune
It was the right choice to not use the PI cams. They would have just moved the power curve further up in the powerband but would have added 25-30hp.
2nd gear dyno pulls gives dyno results about 25 hp lower than 3rd gear dyno pulls.
2.5" cat back flowmaster muffler limiting power. It does sound nice. Will change to 3" Magnaflow.
So, that would have been the 300rwhp that predicted.
UPDATE 6/3/15
Picked up the truck today to bring home.
Tuner spent considerable time also tuning the transmission. Increasing the line pressure, decreasing the downshift rpm, delaying the upshift to 3rd and 4th.
Made a huge difference in drivability.
Power wise, naturally aspirated/out of boost feels better than before with 2-3 pounds boost. Accelerating pulls way harder. Put your foot down to pass, 60-80 comes very quick. Will easily smok'em from a stop.
Big difference, well worth the time and money. Definately feel the increased power.
Also expecting increased mileage, will monitor. Hard to keep my foot out of it.
As far as I can find, this is the only Truck NPI head to PI head and intake swap using TFS heads.
3" Magnaflow cat back exhaust coming soon. That should help compared to the 2.5" and flowmaster muffler.
TESTING-
driving, warmed up, did 40-80mph and 4x 60-80mph WOT blasts
ambient = 70*F, normal charge IATs- idling = 95*F, light acceleration = 110*F (+25-40*F)
WOT acceleration = 135*F peak and decreases to 123*F at WOT 5-6 pounds (+53-65*F with boost)
Will add meth/washer fluid injection and see if we can get boosted IATs lowered 40*F.
NEXT-
-3" Magnaflow cat back SS single tip exhaust-DONE- 10/26/15- flows better, more power than the flowmaster and 2.5" pipes.
-Get the Meth/washer fluid injection plumbed and working. Decrease IAT 75* will add 7.5% more power, +20hp
-Change MAF sensor to 90mm Lightning Ford Racing part, currently have Cobra 90mm and not sure if it is working correctly
-ReTune for 90mm Lightning MAF, 3" Exhaust and lean out cold start up and overall due to Long Term Trims -21%
UPDATE- 11/16/15
-installed the Magnaflow exhaust, way better than knock off flowmaster before
-Welded in O2 sensor bung into new exhaust
-Have been chasing a bit of a tuning issue, irratic AFR at times, lean/rich, poor mileage, rich cold start, stumbling, CEL for richness. Thought that it was a bad MAF
-Today changed the MAF to a NEW Ford Racing 90mm Lightning MAF Meter, M-12579-L54
-Re-loaded a new Delta Force tune
-WOW, what a difference. Starts, idles, smooth, no CEL
-Come to find out, the 90mm MAF that I originally got with the used Powerdyne SC Kit was a 90mm plastic housing with a stock F150 sensor installed. 1L3F-12B579-AB is a stock 4.6L F150 sensor for '02-'04. This will NOT work correctly in a 90mm housing
-So changed to an original new Ford Lightning MAF and the tune is soo much better
-Off to get the emission stickers done, passed with flying colors
UPDATE-12/15/15
-drove to NC to pickup boat, cruised 70-75 easily
-towed 28' boat 8 hours, 70mph easy, could use some deeper gears, thinking 4.56 instead of the 3.73s
-upgraded front Expedition brakes worked great, no fade, can't wait for the rear disc conversion
-need airbags/lifts on the rear, ordered a Firestone kit
Cams
-Non PI cams- 201/208-0.462"/0.462" Intake 0.462" 201*@0.050" CL 114*, Exhaust 0.462" 208*@0.050" CL 113-113.5*
-PI cams- 200/208-0.505"/0.531" Intake 0.505-0.507" 200-201*@0.050" CL 114*, Exhaust 0.531-0.535" 208-210*@0.050" CL113.5-115*
PI cams have more lift and 1* less duration and give 15-20 more HP
-CompCams #102-601-9L 234/238-0.550"/0.550" -powers to 7000 rpm, way too much duration for truck
VALVE SPRINGS ON BOOSTED ENGINE
Ford Lightning Truck 4.6, 5.4 and 5.4 SC engines all use the same stock valve springs with 70 pounds seat pressure. Manifold boost pressure acts like an air spring in the opposite direction trying to 'open' the valve and the valve spring is trying to 'close' the valve. Net spring pressure is valve spring pressure minus boost pressure.
Most interesting info of testing and findings-
-stock N/A 70 pound closing valve spring pressure "adequate according to Ford engineers"
-testing with stock springs and 18 psi air pressure to the intake port and the valve starts to open and leak, 70 - 18 = 52 pounds of pressure trying to close the valve which is obviously too low, even the Ford engineers spec'ed 70 pounds N/A.
-stock lightning with 12 pounds boost, 70 - 12 = 58 pounds and valve float at 4700rpm, good for limiting output and warranty claims
-upped to 18 pounds boost, 70 - 18 = 52 pounds pressure trying to close the valves, well below the Ford engineer's spec of 70 pounds
When changed to 80 pound seat valve springs, 80 - 15-18boost = 62-65 pound pressure, 4800rpm valve float and still below the Ford engineer's spec of 70 pounds
When changed to 90 pound springs, 90 - 15-18boost = 72-75 pounds and valve float at 5100rpm, barely above minimum spec of 70
When changed to 105 pound springs, 105- 15-18boost = 87-90 pounds and 5400rpm valve float, Now we are talking!
When lowered boost 2psi, 105 - 13-16boost = 89-92 pounds and 5800rpm, Finally good results!
-and all this is with a mild more aggressive lift cam which will require more spring pressure to control the valve
-120-125 pound springs allow even more boost and aggressive cams before getting seat leak and valve float
So what does all this mean? See a pattern
-N/A can get by with stock 70 pound seat pressure valve springs
-stock Lightning with stock 70 pound springs has its rpm and output severely limited
-increased boost and mild cams requires an additional 20-30 pound valve seat pressure to control valve float and motion
-even more boost and more aggressive cams will require an additional 40-50 valve seat pressure to control valve float and motion
BOOST AND MILD CAM NEED MORE THAN STOCK VALVE SPRING PRESSURE
So, TFS Heads with 90lbs valve springs - 6 pounds boost = 84 pounds and ?valve float at ?5300rpm
Perfect, the truck shifts at 5000rpm.
1998 F150/Expedition Front and Rear Disc Brake Conversion
-basically upgrades the F150 brakes to the '7700 option'
-front rotors and calipers from the Expedition are larger, heavier
-rear disc brake conversion using Expedition parts on the F150 drum axle
-front- discs= 12.13" 1.18" 17.5 pounds, calipers dual 51mm pistons
-rear- discs= 13.15" 0.56" 19.0 pounds, calipers single 51mm piston
-master cylinder 1.25"
-Stock F150- front discs= 12.13" 1.02" 19.25 pounds, calipers dual 48mm
-Stock F150- rear drum, caliper single 48mm
-Stock F150Master Cylinder=1.125"-1.0625" (1 1/8"-1 1/16")bore
Parts Needed- 1998 Ford Expedition
-rear disc brake backing plates and emergency brake parts
-Power Stop rebuilt Calipers-- F: S4652, R: S4678 powder coated red $235shipped $30core
-Centric Semi-Metalic Pads-- F: 30007020, R: 30007110 $50shipped
-Centric Premium Rotors, early 12mm lugs-- F: 120.65058, R: 120.65059 $177shipped
-Centric Premium Master Cylinder 1.25" bore $50shipped
-Detroit TrueTrac rear Diff #913A561 31 spline 8.8 $450-480
10/26/15 Front DONE
-Above rotors, pads, calipers and master cylinder
-much improved pedal feel, firmer compared to 1 1/16" stock MC
-stops great, still breaking them in
-used 'speed bleeders' for the first time, worked well. Will drive for a week and re-bleed
-Keep getting better, these are a must
Will do the rear soon along with TrueTrac diff and re-gear lower, ?4.56 gears
Now with 3.73s- cruises 70mph at 2000rpm with the 33" tires.
OK empty cruising, not the best for towing or loaded.
Expect with 4.56s- 55mph at 2000, 70mph at 2400rpm.
