I have a 1999 F150 5.4 stock. I just bought a 2001 lighting supercharger with...intake,intercooler,fuel rails,green injectors,throttle body,coil packs,wiring haness and all sensors,crank and idler pulleys and belt tensioner. What else do I need ? And if there is any differnce between the 99-03 parts which ones should I get? Thanks in advance.

 

An air meter that is calibrated for those injectors and a SC'ed application (if you can get one from a Lightning then that would help)....then a chip to help tie everything together.

 

1) You need to go to the Power Improved heads.
2) Intercooler system - coolant bottle, rad, hoses, electric water pump, and an electric pusher or puller fan as an auxillary to your engine driven fan, which you'll need to change because the shaft on the fan clutch is too short to clear the extra blower belt.
3) V-10 water pump
4) Lightning crank damper to accomodate the blower belt
5) Idler pulley assembly for blower unit
6) Upgraded fuel pump, and lines for the extra fuel flow
7) Modified diesel torque converter
8) Lightning/Harley EEC V module
9) Second IAT sensor - Lightnings use two, unlike your truck
10) Modified/stock MAFS
11) Less restrictive exhaust system - use the Lightning/Harley cats
Assuming you don't stand on the throttle too much, your piston and rod assemblies should handle it for awhile before they shatter due to detonation.
I have assembled everything listed above for my 02 Super Duty, and I'm sure I'm missing something yet, but at least this is a start for you.

 

His 99 f150 should already have the 99- up Power Improved heads

 

OK, lets see.
He should already have pi heads.
Why the V10 water pump? Seems to me, increasing cooling capacity would be foremost, yet not mandatory.
Increasing the fuel supply is a given.
Whats with the diesel torque converter?
Exhaust changes are not necessary.
Why would you drive it at all if it detonates?

 

Think about what he is trying to accomplish with his unit.
He wants more power output than what he currently has, and he wants it to be reliable.
V-10 waterpump is necessary due to the increased heat rejected to the cooling system. If you can't keep the heads cool, you'll most certainly have detonation.
Exhaust system with less restriction is most definitely needed. Fact, not opinion. Lightning cats are less restrictive due to increased volume of flow.
Torque converter change is necessary due to higher torque output from the engine. Stock converter will grenade. Maybe our resident trans expert can confirm this.
Lightning cranks, rods, and pistons are different than the high volume production pieces - They're forged. They are made to handle the higher pressures, and loads.
He asked for help, I'm giving some bits of information, based on data that I have been collecting.
thank you for confirmation that his 99 has the PI heads.

 

Ah, I see. I was looking at what was necessary to do the job. You were suggesting what you think would be nice improvements.

 

The items I listed are necessary to begin a correct application of his unit. They don't even begin to address the issue of improvements. Nice improvements would be going to Lightning spec cluch packs for the servos, as well as Lightning spec bands (in the trans). Lightning alternator, and power steering pumps are also different, due to the pulley ratios. His drive shaft will most likely need to be made stronger because of the extra torque too.
The components I listed a few posts back are part of a Lightning's engine system. Since Ford went through the time and effort to develop these parts, they're there out of necessity.
Nicholsd has taken on a project that is much bigger than he anticipated. You can't just bolt on an upper unit, and expect to have your engine live for very long (and "no", I have no clue as to the exact number that "very long" means - it is depedent on his driving habits), much less your accessories, let alone have the blower work correctly.
When you change something upstream, it affects other things downstream exponentially.

 

You are making this a little too hard. I've seen the swap and know what was in that truck. Its been running for a long time under a heavy foot and has probably 30% of the parts you have suggested. The a/f tune is the key to that.
The point I was making was that not all the suggestions you made were necessary, regardless of what Ford added.

 

I'd be interested in seeing what parts were used in the truck you saw converted. Nothing in your posts, other than the generic a/f, and "exhaust mods not needed" comments suggested that you had experience. If I'm over-complicating the issue, give me a list I can use, because if I don't need to make my truck perform like a production unit, I'd love to save some cash!

 

I never said I have done it. I said I have seen it done. The truck in question was owned by an aquaintance of mine.
How is ensuring your a/f ratio is safe "generic"? I would consider it a necessity when adding any power adder.
I was iffy about anyone doing this swap until I talked to this fellow. The conclusion I gathered was that an aftermarket kit was more feasable than this swap unless you get a great deal on the parts.
Anyway, the guy I spoke with explained to me that all that was changed on his truck was the manifold and charger, MAF, alternator, heat exchanger and pump, fuel pump, brackets, idlers, tensioners, throttle cable brackets, and cable. He used a lightning water pump (I assumed for drive belt clearance) with electric fans. He used his stock harness and pcm with a piggyback chip with a custom flash. I was told difficult areas were the vacuum and IC line routing, and heat exchanger clearance.
The 4R70W probably would eventually give out under hard use, but I doubt you would grenade the converter.
Again, the only point I am making is when I was interested in this swap and researched, it I was looking for what was absolutely necessary to make it work.

 

I agree that all of those upgrades are better in the strenght department and if a person is willing to take the time and spend the money, then they will benefit. But there are many that run SC'ers of many kinds on thier non-Lightning trucks and get many, many miles out of them. In the end, it is all about the air/fuel ratios and a good tune. I doesn't matter that you upgrade to a better driveshaft, water pump and/or exhaust, If you detonate ANY engine under full boost (with or without forged slugs) your shortblock will become a very expensive yard ornament at a high rate of speed.

 

Jimbo, I think we pretty much agreed on everything. The Lightning water pump is a V-10 water pump, and it's there for fan clearance, but offers better flow too.
The air/fuel ratio "generic" comment comes from caution. How many times have you been on a board where someone offers criticism without any clue of what they're doing? Lots, I'll bet.

A stock Lightning EEC module will be calibrated for the right stoich. I was under the assumption that Nicholsd was going to use a production Lightning module. What type of piggyback chip did your buddy use? I am always worried about troubleshooting hassles using that stuff, but if it works for him, I'd like to check it out.
I never even considered the throttle cables, that was a good catch.
I'm designing a way to mount the intercooler heat exchanger in front of the condenser, down low, with electric fans as auxillary units to the engine driven fan.
Anyway, the point we both made in our roundabout discussion is that the swap is more than simply slapping on a blower unit and taking off. Maybe I'm overboard on my parts list, but I'd rather do it right once, than keep replacing parts later, which I'm sure I'll still be doing anyway after thrashing the beast.

 

I'm not sure about the chip. He had said he had it reflashed with the tune he needed. So, I assumed it was a piggy back style, unless you can reprogram the stock eec without a tweecer or something similar? I thought that if you use the factory lightning eec on a swap vehicle you lose usage of a few of the sensors?
I agree with you, I would be overboard on this if I had decided to do it as well.

 

good freakin god, al lthis **** to streanghthen so he can run a supercharger?i would think that he should be able to run one atleast at low boost stock, and er torque converter blowing ? i have never ever heard of that at all. you reall ynneed just a water pump, fuel pump , and get it tuned. if all this is neaded, then i should have said **** the ford. i really dont believe they are made that ****ty. btw an exhaust system is not critical, you can keep your current system for temporarily -_- streanthened drive shaft? that must be the king of all superchargers, im sorry but ive never heard you need some of this **** to run low boost for a little while...