I am haveing a hell of a time finding a sorce for a supercharger/turbo/blower for my 1996 Ford 4x4 with a 4.9L inline six.
The truck is a very modifed prerunner truck that I build when I worked for Mazda Motor sports offroad race team. If anyone can help hook me up with some leads for one I would be in there debt. The truck has all hand built suspension, bumpers, and custom made wheels to get a certian off set that I needed. It has 22" of front travel and 24" of rear. It rides on 34x9.50 wildcountry mudrtv tires. The tires are not even for sell fot the pub. I got them from mazada. The raduis arms are built out of 4130 chromemolly 1 1/4 .125 wall tubeing reinforced with molly plate the is dimpple died and hime jointed at the end. The have been made longer so they are now 34" long to get the extend travel out of the front. The front Prerunner bar (bumper) has a large aircraft grade alum skidplate and the bumper run in to the engine compartant all the wat to the fire wall and makes a engine cage and also renforces the the spring towers for those hard hits we all love I am curently working on getting swayaway racerunner 3" bodie shockes for all the way arround the truck. The rear sus is very hard to explane it is a kinda 4 link with antiwrap bars that are himed that run to under the cab and bushinged at the rear axel because the shakel hangers have the capabilty to cam over to get the sus travel and keep it stable. I am also working on a compelete cage 6point that ties back in to the engine cage.

Well enough about the truck I sure hope some one can help me find a supercharger If you have any Q's fell free to ask away.

Thx James Colorado

PS and yes I built the truck my self i am a cert welder

 

I have a Powerdyne system on my 1989 4.9l. You can use the 5.0/5.8l kit they sell as a starting point. I had to fabricate two brackets to mount the compressor, which should be falling down easy for somebody who built a prerunner suspension. The hoses will also need to be custom lengths and shapes. I added an intercooler to my system using a reworked supercoupe unit which wasn't too hard either but a local guy has the equipment to form bulk lengths of straight rubber blower hose to whatever shape I needed. I run a Vortech rising rate fuel pressure regulator, just because it has more adjustability than the Powerdyne unit where you have to choose from one of six regulators which only adjust in a narrow range, along with a high output bosch framerail mount pump and 24#/hr injectors. I installed an airfuel meter and a boost gauge on my A-pillar and a temporary 60 psi fuel gauge on the cowl for dial in, now removed. I have hypereutectic cast pistons stock compression ratio a mildly ported mainly in the bowls 1.94/1.6 valve head, intake has been extrudehoned and port matched, exhaust manifolds back on now until I fabricate some decent 3/4" thick flanged stainless steel copies of my leaking rusting Clifford pieces of crap. I use an all msd ignition system with integral BTM, the Banks airbox top with a K&N filter element dual 2.25" exhaust with an O2 sensor in an xpipe, no cats and two edelbrock rpm series mufflers. I can run 12psi of boost on 93 octane. I have experienced only occasional pinging and only when towing up a big hill if I don't drop it out of fifth soon enough. The truck made 287 rear wheel horsepower at 4300rpm and 392 rear wheel pound-feet of torque at 1900rpm.

 

congrats on a great motor. 4300 rpm..thats good on the I-6

 

Hey Thx for the great info that is close to what i was going to try I was going to get a kit for a toyota supra and work form there. But it sounds like you got all the home work done for me . The brakets are a cake walk to build I have a maximill (bridgeport) and a 8' lathe so brackets are no troubles. So you used a complet kit for a 5.0 or just the bare bones charger and got the the rest along the way. And THX again got the great info

 

I bought a complete like new but used kit from one of those "38 mudder with open differentials and straightpipe" punks we have way too many of here who said the powerdyne was junk. I checked it out and quickly paid him $900 then spent $50 replacing the stretched/stripped/glazed internal drive belt in the blower and voila problem solved The best part is he showed up at the last 4X4 pickup show and go with slicks on his now 514 powered rear axle hopping POS powertrax equipped might as well be one wheel drive never a straight launch in its life F250 and I gutt stomped him from here to breakfast with some "wimpy little streetcar tires"(really M&H racemasters)and a six cylinder that "will never revup". I'm so sick of these punks and their loud slow poorly setup ridiculously heavy never had it to drag strip so it must be really fast trucks I could puke! I'm going to put on two more mufflers just to be different.

 

You can throw a turbo setup for a 300 together cheaply too. 2 T03's from Chrysler 2.2's, the stock EFI intake, a slightly modified set of stock exhaust EFI manifolds, an intercooler of some sort(Mine is a Banks unit from a Power Pack for the 7.3 IDI diesel,) and, a custom EFI system, the stock setup on the 300 just sucks, and, the stock injectors have to go too, they're 14#/hr @ 39 psi, run at 55..... I had re-programmed a computer from a Buick Grand National, but, due to a short and improper fusing of it's circut, it died after 5 minutes running.... The EFI 300's main shortfall is the speed density EFI system, and, even worse, the California 95's and all the 96's have an OBD-II MAF setup that doesn't take kindly to any modifications whatsoever. So, it definatley won't take kindly to 20 psi of boost.... My 300 HD runs 9.5:1 compression, with a SBC 1.94/1.60 valved, heavily ported 66 240 head, a Hedman header, a Clifford 270H cam, and, the stock 82 intake and 1bbl.... Even with the stock induction setup, it puts 230 hp @ 4500 and 330 ft/lb @ 2000-2500 to the rear wheels, and, I've been known to shift it at 7200 rpm...
I even had a 4-71 blower on it at one point, the 300 responds very well to any kind fo forced induction.
Evan

 

I have received a number of emails on this topic so let me say yes it is the current kit powerdyne sells for the 1988-1996 5.0/5.8 trucks part number K10183-101 in satin. It is quite easy to tune with just an air fuel meter and and the use of both an adjustable main and a rising rate fuel pressure regulator. However, I would counsel anyone who does this to remove the catalytic convertor at least for the tuning stage as cat.s are very intolerant of rich running and the only safe way to approach max power on the supercharger system is from the rich side.

 

 

for all you peeps doing forced induction, I thought id bump this thread up, its over 3 years old, and has provided me with ALOT of information that I hadnt been able to find elsewhere.