David, I get 3-4 psi with the stock pulley because we have less air up here at 5700' elevation. (The guys at sea level are getting ~5.5 psi.) I have a 2.9" pulley waiting to be installed, which should get me around 7 psi, but I want to add the water/meth injection at the same time. I am currently collecting parts for the water injection system...
I'm having the same problem. I was pulling about 7-7.5 in Atlanta (820ft), but am down to 5 and 5.5 in Salt Lake City where I am between 4800 and 5500 all the time. I've got a 9lb pulley - which should get me back up to around 7 - I just need to install it.
The blower project on the newer Rangers is a little more involved, because they went to 'throttle by wire' in 05 or 06, iirc. You will have more of a challenge tuning it, I think. The 03s are really the easiest, since they didn't use an EGR in the 03s, and the throttle was still a normal cable.
I haven't played with the 4.0's that much, so thanks for the info. I had to modify the kit for the Explorer to get it to work also, so I'm used to having to figure it out as I go. Wouldn't it be nice to be a bolt-on type person...
My 07 only has 9000 miles so far, so it will be a while before I really do anything to it of consequence. A Magnaflow dual catback and a XCal2 is all it has seen...
Yeah, its kind of interesting in the mountains (or near them) - I drive from 5500 to 6000 feet (and back) every day in a space of 20 miles. On the other hand, the whole state of Florida has a max elevation of ~350 above sea level.
With 3-4 psi, I'm barely putting more air into the engine than sea level naturally aspirated, that's why I'm looking for a little more boost...
I'm hopefully going to get the 9lb pulley on this weekend and get it retuned. Then I'll be off to a friend's place in Sacramento. It is around 0-100' there, so I'm going to try and find a shop there to dyno and tune so I can have a low altitude and high altitude tune on the XCal2. Hopefully it will work...
If the tune is done correctly, the low elevation tune will work just fine at high elevation - all that happens at higher elevation is that there is less air going in, so you are running at a lower 'load' on the program.
I have the SCT Pro Racer s/w, so I am doing the tuning myself.
Took the truck on a trip to the mountains this week - we are doing a project in Steamboat Springs, so I ran up there with some late-arriving stuff and looked it all over. For you flatlanders, this trip is around 200 miles each way, starting at 5500' at my house in Littleton, going up to 11150' at the Eisenhower tunnel, back down to around 7300' around Kremmling, up to 9400' at Rabbit Ears pass and down to around 6700' at Steamboat, and is filled with a continuous stream of ups and downs along the way. (There are long significant grades - for example, from Silverthorn to the tunnel takes you from 9000' to 11150' in 10 miles.)
The little truck was excellent - the only time I couldn't go the speed limit or better was when traffic prevented it. (Several times I found myself in the left lane going 35 because some woman in an Escort or Corolla had no concept that her little 4 cylinder wasn't going to pull that car up that grade at anywhere near the speed limit...)
Basically, I could pull grades 1 gear higher than before - hills that used to be working hard in 4th I could now take in 5th, and hills that used to lug 4th way down (or require a screaming engine in 3rd) were now pulled at speed in 4th. There was no time that I needed to go down from 4th. So, I could keep up with the big guys and that's exactly what I was after with the blower.
Oh, btw, I got almost 20 mpg for the trip, which I thought was excellent.
Good thought, but This truck from the factory has a cold air intake. Quite capable of supplying more than enough cool denser air air for a stock engine.
I kow it is not a Ford, but in relation the supercharger -
This is however one of the rare times where it might be a good idea to slightly modify the stock cold air intake. If you read my signature, I have the M62 on my 92 Olds (series 1 3800). I have modded it quite a bit with a modified / internally remachined supercharger to reduce air inlet temps even with the higher output PSI, machined / matched throttle body, full 3" flowmaster, high flow cat, alcohol injection, custom chip reflash and opening up the stock factory CAI box (added another snorkel, which required quite a few mods to the radiator support, not much to the actual factory CAI box. I wanted no chance of sucking in any hot underhood air.
I would have prefered to start with a M90, as used on the Ford t-bird, but unfortuantly the M90 Series 11 engine was never offered in the Olds 98, and I realized the limitations of the M62 too late to make the change (too much spent on modding the existing engine combo)
And everyone is right, these superchargers are quite quiet to begain with, you do get more of that traditional supercharger whine with the opened up intake though.
The Ranger looks great - should be a fun and enjoyable truck. It is amazing how much more low end power you can get with these setups!
The engine is completely stock inside, so whatever the stock pistons are - iirc, they are cast aluminum.
dmanlyr, my next plan is to put on a meth/water injection to lower the air temp under boost. What most people don't understand is that warm intake air is a good thing for all situations except wot - the warmer air is less dense, so the throttle is opened farther, reducing pumping losses. The only time you want cold, dense air is at wide open throttle when you are looking for max power, and the water injection helps make that happen.
Had to change the alternator, since it was sick, so while I was at it I put the 2.8" pulley on the supercharger. Boost was 3-4 psi w/ the stock pulley, and is ~6 with the smaller one. After we spend some time verifying the tune is good with the increased air, we'll get back to the dyno. It feels a lot better, but we'll see ...
@rubydist It sounds like your install went pretty well. I'm new to the forums but I've done lots to my ranger (1" body lift, beltech shackles, t-bar crank, magnaflow, and lots more).
I bought an eaton M90 off a 92 t-bird supercoupe. I'm rebuilding it now and I've got a machine shop to build the adaptor plate. I know there's lots more to it... could you give me a brief step by step "how to" so I don't screw it up? I'm taking my time with this so I'm in no rush.
Any help would be appreciated.
I have a 2005 SOHV 4.0L xlt
Last edited by aaronhahn777; 02-09-2013 at 09:15 PM.
Reason: more info