Originally e-mailed by Shonda
We are currently running a prototype supercharger on a 2002 Ranger.
Preliminary dyno results have shown a 55% hrsp. increase. The kit should
be ready to sell in the fall of 2003. We do not have a price at this
time. I will keep your e-mail address and notify you when we have more
info.

Thank you for your interest,
Shonda



Just got this email, they are starting to push it back, a couple of months ago they said it would be ready the Summer of 2003.

Jon

Heck, I might have a job by then!

Cool now I can stop dreaming about supercharging my truck without a lot of fabrication and start dreaming about one day actually having the money to supercharge my truck. :E

Originally posted by Rumble_buggy
Cool now I can stop dreaming about supercharging my truck without a lot of fabrication and start dreaming about one day actually having the money to supercharge my truck. :E
Same here man!!

I'm actually gonna start saving for this :E!!!

-Jeremy

wow...the lil ol 3.0 has some potential now....at 55% HP increase, thats about 210...right on up there with a stock 4.0.......

whoops, bad math...230 HP

Did she mean crank or RWHP?

would that be adaptable to any yr and model of the 3.0, since i have the tauri and all, i might still have it in a few yrs.. i would prolly go thro like 6 trannys with that much hp tho

damm, i should get a rwd project car shouldnt i?

what about us Gen II guys!:cussing:

Originally posted by lillitnn92
what about us Gen II guys!:cussing:


I saw this a few days ago:

Originally posted by BOSS 3.0
As mentioned (elsewhere) there is NO difference in any year for the lower intake. If it bolts on a 2000, it will bolt on an '86 3.0L. The ONLY issue is clearing the distributor. If that is so, the charger will clear all '95 and up 3.0's. They say 2000 and up because that is what it was specifically for (drop-in).
If you are up for the challenge, it will work with minor fitting on EEC-V ('95 and up).
'86 to '94 MAY have clearance issues with the distributor, to be determined.


Hope this helps.

Oh man, that should definately help the 3.0's :E

Originally posted by John Moorehead
Did she mean crank or RWHP?

I think she means RWHP, which stock would be about 130, so 55% would put us in the low 200 range, but with headers, exuast, etc. etc. etc. would could push into the 220 RWHP.

Jon

I'd love to see this kit. I think they'll realize what kind of market they are tapping into here. I wonder how long itll be before we have a 3.0 forced induction board on RPS :E. If the bottom end is built right, you could put a smaller pully and shove in some more boost to up it some more :E.

~Russel

Originally posted by John Moorehead
I saw this a few days ago:




Hope this helps.



okay that helps a little, thanks.

morana stud girdle will definetly help on this one.

:beer: Boy I can't wait to get my kit I better start saving for this wow it will be a great xmas present for me.

With a 55% power increase, will any of the stock internals need to be upgraded? Seems like a big jump to not change anything..

Originally posted by WhiteRanger
With a 55% power increase, will any of the stock internals need to be upgraded? Seems like a big jump to not change anything..


Dido!!
I hope my tranny can handle that in the long run 100k+.

Do they have a general idea for the price?

Originally posted by TX21
Do they have a general idea for the price?

Not that they are saying, but my guess would be $4k-$5k

Jon

LOL! Thats a little less than half what i paid for my truck!!:sad2: :rpsrocks:

AAAAHHH!!! My left arm hurts!!
<------ clutching chest

Dam.....well thats to be expected on a new product. I think I will wear out my current motor and opt for the V8 swap down the road. But I might pay 3500 if they go that low.

Thanx for the info


Originally posted by JDugan4859
Not that they are saying, but my guess would be $4k-$5k

Jon

Hey guys, I am working this summer with Whipple to finalize the details of the 3.0L supercharger kit and I would like to let you all know that it is definitely coming. The delays have been caused since we are making sure that the engine, automatic transmission, and computer diagnostics powertrain management systems are fully tested since this application will be Whipple's first OEM computer reflash.

well SC3.0L do you have any details you could share with us since you are on the "inside"? Like hp increase specs or maybe the estimated retail??? I'm hoping its not really 4-5k

do you think the super charger would clear the distributor in gen I and II rangers with a phenolic spacer and a cowl induction hood?

mmmm whipple'd ranger :D that would make my millenium

now all i need is to find a job

Retail cost details are still contingent on distribution costs. However, the kit will definitely retail for way less than $3K. The measured rear wheel horsepower for the manual version 207hp while the automatic makes 192hp. Quarter mile performance is difficult since traction is a real problem off of the line because this kit makes so much low end torque. Even with traction problems we have run 15.9sec at 89mph mainly since we actually hit the speed limiter going through the lights.

I run faster than that N/A those arent very impressive numbers. How come you hitting the limiter at 89? I thought yall claimed 55% increase?

Considering we have about 130 rwhp, those would be about a 55% gain.

Jon

DANG! I was look at crank hp sorry. Its still sorta slow though.

Plus after investing the $2500-3000 or so, you have that power ALL THE TIME. You can do sub 15s with some minor mods all day long from every stoplight and never have a nitrous tank to refill. If you like nitrous, add it on to cool the charge. Grenade your stock internals, but shove out some serious numbers. 207rwhp from a supercharged otherwise stock engine (I'd assume for test reasons) is f*cking amazing. Some of the guys on here pushing 200 at the flywheel could probably see 275rwhp or so from this. I definately plan to use this kit as a pivotal point of a major buildup. This is an M90 or equivalent blower right? (1.5L vs 1.0L). I want that so that down the road more boost is possible. Keep it under 3k and you'll have a serious seller. Keep it under $2500 and itll probably even help Ford sell some rangers:). I wouldn't mind paying $2500-3200 for one, but more than that may inspire me to build my own.

~Russell

Hell yeah, 200 hp is alot for a pretty much stock Ranger, add some headers and exuast, maybe some port work, you could be easliy into the high 200s, add some of the Monra parts and you can hold that power, I just have to start saving my Bouns checks now.

Jon

:E...

Alls I have to say!!!

-Jeremy

i wonder if it'll fit stock under the hood... i hope so

Guys, I have really appreciated the opportunity to clarify some of the questions and rumors floating around about the Whipple 3.0L SC Ranger kit. Unfortunately, we are here in Arizona finishing up some real production programs and we need to disappear for awhile. Nevertheless, Shonda Whipple has kept a list of all emails and phone calls and she will be responding to all of them as soon as she gets the green light.

However, I would like to make a few important key comments. First of all the 89mph limit for the Ranger exists within the OEM computer for powertrain bending durability reasons. Also, please keep in mind that this kit is designed to function and look like a production OEM quality kit rather than just an add-on. Simply looking at 1/4 miles times and peak horsepower numbers does not truely reflect the overall everyday drivability improvements of the vehicle.

More importantly, the 5R44E auto trans is fully calibrated for the kit and the shifts are fast and firm without knocking your teeth out under boost conditions while still maintaining reasonably shift quality when just cruising around town.

Concerning reliability, the engine horsepower is limited due to the torque capacity design limit of the 5R44E trans. In addition, we have two engines each undergoing a 100 hr wide open throttle durability test which will be followed by full engine tear-downs for a detailed inspection by Ford 3.0L engineers.

Finally, details of the supercharger tecnology can be read about on Whipple's website. We are using a 1200 series screw technology supercharger and we are not spinning it very hard, yet.

Thanks for keeping us posted. This sounds great; I'll definately be a customer!

Your not spinning it very hard (yet) and you've noticed a 55% increase?? Geez.

You can send me one of those kits and i will test it out. What's wrong with knocking a few teeth out when it shifts. Sence i run a 4r44e what would be the diffeance and is this going to com with a differant computer or just work with your stock one.


FELGAR_1

Originally posted by SC3.0L
Unfortunately, we are here in Arizona finishing up some real production programs and we need to disappear for awhile. Nevertheless, Shonda Whipple has kept a list of all emails and phone calls and she will be responding to all of them as soon as she gets the green light.

so is the 3.0 charger project not big enough?

just kind of curious why they need to disappear for a while? are we not going to hear anything for a long time from ya'll?


anyhow im looking foward to the kit - and if its not to much I will possibly look at getting one

im glad we finnally have a couple companies making products for the 3.0's!

would there be any worries with the 5spd manual?

Originally posted by Timcars8
would there be any worries with the 5spd manual?

Yeah that was something i was wondering...Since it is designed to work well with the auto transmission, how would it hold up with stock 5 spd tranny and clutch?

Originally posted by SC3.0L
Guys, I have really appreciated the opportunity to clarify some of the questions and rumors floating around about the Whipple 3.0L SC Ranger kit. Unfortunately, we are here in Arizona finishing up some real production programs and we need to disappear for awhile. Nevertheless, Shonda Whipple has kept a list of all emails and phone calls and she will be responding to all of them as soon as she gets the green light.

However, I would like to make a few important key comments. First of all the 89mph limit for the Ranger exists within the OEM computer for powertrain bending durability reasons. Also, please keep in mind that this kit is designed to function and look like a production OEM quality kit rather than just an add-on. Simply looking at 1/4 miles times and peak horsepower numbers does not truely reflect the overall everyday drivability improvements of the vehicle.

More importantly, the 5R44E auto trans is fully calibrated for the kit and the shifts are fast and firm without knocking your teeth out under boost conditions while still maintaining reasonably shift quality when just cruising around town.

Concerning reliability, the engine horsepower is limited due to the torque capacity design limit of the 5R44E trans. In addition, we have two engines each undergoing a 100 hr wide open throttle durability test which will be followed by full engine tear-downs for a detailed inspection by Ford 3.0L engineers.

Finally, details of the supercharger tecnology can be read about on Whipple's website. We are using a 1200 series screw technology supercharger and we are not spinning it very hard, yet.

Have you thought about upgrading the internals with 5R55E parts? The trannies are quite similar internaly. I've even thought
about trying to see if I could upgrade the 5R55E with 5R55N/W
parts. These transmissions come in the new explorers,lincoln LS,ford T-bird
and Jaguar.Here's a link to some folks that know a great deal about the predecessor of the 5R44E, the A4LD.
http://www.firstrate.demon.co.uk/sponsor.htm

This is just to show that these boxes can be built to handle a lot more than they are given credit.Check out their gear box section. There's a pic of an A4LD hooked to a v8 trans dyno!!:nuts:

I'm also wondering about the durability with the 5spd...? I'm not real familiar with the different series of blowers, but how much boost could the 1200 series push out assuming the engine could handle it? I understand that boost at a given setting decreases as the flow of the engine increases, and also that there is a redline of the blower that you can't surpass....just looking for a ballpark. I'm just curious to see if this kit that bolts to a stock engine can be given a smaller pulley and spun faster later on up to 12-15lbs of boost for some really serious power after building up the bottom end and transmission to handle it. What kind of boost are you doing the 100-hr test with? I can't wait to see this kit, and will most likely buy one within 2 years. Coming straight from the company, is this a 2000+ kit or 2002+ or what? And why is that distinction given? Is it clearance issues or what? For the guys with older than 2000, or even OBDI 96 and older, what kind of work would be required to make it work?

~Russell

I think the main thing would be the computer and the 5 spd should hold it. But if they don't make the computer stuff to work with it your back to square one.

FELGAR_1

Ok, I think that I'd start saving up, but I want to see some other people with it first. But I got one question.............

GOT ANY PICS OF THE KIT INSTALLED!?!?!?!?!?

I'd like to see a shot of a 3.0 Ranger with a freakin supercharger settin unfer the hood ready to go lookin for a fight to win.:E Sorry guys, I guess I'm gettin a little to into it. I still want to know if it works with the 5spd, and with it work on a '92? If it won't then I'm gonna keep lookin for a 2.3 Turbo swap motor. Sorry guys, but if I can't have a supercharged 3.0, I'll get a turbo powered 2.3.

-Later, Cody

If you want to see some shots of a supercharger sitting on a 3.0 before Whipple releases them, check out all of the shots that BOSS3.0 has of his setup. I'm going to guess that for two reasons it will work on the manual transmission. First: Earlier in this thread, 207rwhp for manual transmission was quoted. Second: I don't think a company like whipple would develop a product for auto only unless thats the only transmission available (unlike the ranger). If you had read this thread as well as others about the kit, you'd see that the supercharger is being developed for newer 3.0s. I would guess though that with less work than a 2.3 swap, you could get the kit to work on the 92. The block hasn't changed at all, but its computer and distributer differences. A newer 3.0 swap wouldnt be too incredibly bad either. I can't wait to hear the final price on this kit though.

~Russell

Hopefully this is not going to be too wordy. The Whipple kit will be released and requires a module reflash. The module reflash is actually a recalibration of the engine and transmission Ford powertrain controller. In this case, a full service calibration supplier to Ford performed the calibration to Ford production specifications. This supplier is the same supplier that performed the engine management calibrations for products like the Aston Martin Vanquish and 2.3L PZEV Focus for example. The final computer code is actually released thru the Ford production system and requires an Exective Order from the California Air Resource Board (CARB) for this to happen. The software is only compatible with 3.0L Manual and Auto Rangers ranging between 2000 thru 2003. Since the 2004 Ranger has different emissions hardware and OBD-II requirements, there will have to be another Exectutive Order issued for next year. The kit may actually physically fit on many other years but the software will not be compatible with automatic transmissions before the 5R44E. We currently have a 2004 engine and 5R55E transmission for high horsepower testing only for experimental reasons. We have run a manual transmission version for 30,000 miles at 230hp with no problems. Finally, this kit is a joint development between Whipple and Ford who both are looking forward to market demands. Hopefully, this will clarify any confusions and limtations.

I will send a jpeg file of the final kit if someone can tell me how to attach cannot seem to figure how to attach the file.

So does that mean that my Superchip is null and void, also email the files to me at jdugan4859@comcast.net and I will put them up for you. I would like to thank you for providing the information you have given us so far. How many times did they have to fill up during those 100 hour tests, cause the 3.0L gets pretty bad milage.

Jon

I'm curious....say you fully port and polish your heads, get headers and a cat back exhaust, a cam and roller rockers will the whipple charger make even more power than what whipple claims?

I mean, they test them on bone stock engines right? With more mods, it should make more power, correct? Or does the system have to be all recalibrated and stuff to make use of the mods. Just wondering.

I keep wondering, what if you can build a naturally aspirated 3.0 that can put out 200 hp instead of it's 154 hp. Then a 45% - 55% increase in horsepower on top of that 200 hp is really something not to mention all the torque you'll gain.

Originally posted by SC3.0L
The software is only compatible with 3.0L Manual and Auto Rangers ranging between 2000 thru 2003. Since the 2004 Ranger has different emissions hardware and OBD-II requirements, there will have to be another Exectutive Order issued for next year. The kit may actually physically fit on many other years but the software will not be compatible with automatic transmissions before the 5R44.

Well that sucks, big time. I think that whipple had the right idea by building this setup but I think that they have made a BIG mistake. It is one that can be fixed but, still a mistake. The 3.0l has been around for a pretty long time and having this kit only work with 2000 to 2003 rangers is not good. Also working on a 2004 kit is good too but they need to go the other way. There is of course more older trucks than newer ones right???? They need a program to work with the older trucks. Even more so now because as we all know the 3.0l is on it's way out of Ford line up.

I'm wondering if it would be possible to update the ECU to one that is calibrated for a 2000? I don't have this problem, but I'm thinking that may solve the problem with the older 3.0's.

:rolleyes:

2000 to 2003 years ONLY? and a special order for 2004

thats over 10 years of 3.0 owners you guys are leaving out! - i'd say thats almost 60-70% of 3.0 owners of this board and what about the thousands of 3.0 owners NOT on this board and mazda B series trucks with the 3.0's?

so instead of this being a universal kit like the 4.0 guys have (BBK) and have two diffrent installation kits for years 89-94 then 95-98 - you guys are only going to offer ONE kit for the 3.0 from years 2000-3003

sounds like someone is letting ford and califorina emissions make the decisions around whipple

im glad your doing stuff for our engines but it's a mistake to leave 60-70% of your market out

that's pretty lame...and if the kits only come out for those years your sales will reflect it...

Originally posted by John Moorehead
I'm wondering if it would be possible to update the ECU to one that is calibrated for a 2000? I don't have this problem, but I'm thinking that may solve the problem with the older 3.0's.

sorry about the double post, my computer is acting funny when i go to reply on here these days

the problem with upgrading the computer is that you would have to swap out the entire wiring harness

For us pre 94 guys when they changed the computer and harness and then again in 98 or so (not sure on the dates, BOSS would def. know) it would not be worth it to change and chances are your going to have a ton of problems because the computer will be looking for alot of stuff that isn't there (i.e. putting a 2000 computer on a earlier model - i had this discussion with a local performance shop, when engines and computers years are not the same it causes TONS of problems)

That's cool. Just wondering. It probably would cause all kinds of problems, not to mention tripping the check engine light daily.

I've come to conclude something: the "Check engine light" could just as easily be replaced by a simple flashing dollar sign. Every time mine turns on, it costs me exactly $450.

http://www.kurts-smilies.de/motz.gif

Originally posted by ajshades
:rolleyes:

2000 to 2003 years ONLY? and a special order for 2004

thats over 10 years of 3.0 owners you guys are leaving out! - i'd say thats almost 60-70% of 3.0 owners of this board and what about the thousands of 3.0 owners NOT on this board and mazda B series trucks with the 3.0's?

so instead of this being a universal kit like the 4.0 guys have (BBK) and have two diffrent installation kits for years 89-94 then 95-98 - you guys are only going to offer ONE kit for the 3.0 from years 2000-3003

sounds like someone is letting ford and califorina emissions make the decisions around whipple

im glad your doing stuff for our engines but it's a mistake to leave 60-70% of your market out

that's pretty lame...and if the kits only come out for those years your sales will reflect it...

I completely agree with that. It's great that yall are making this kit, but if you don't offer it to a larger group your not gonna sell anything. I'm all for supercharging my truck with this kit but I've got a '92 3.0. I'm like what 8yrs to old. Like ajshades said, make a kit for each year group (or at least the harness) and you'll sell 4 or 5 times more b/c of the larger group of people.

That's my $.02

-Later, Cody

The Whipple kit was originally design to flow 270hp in order to go head to head with the TRD Toyota Tacoma supercharger kit. It was detuned due to the potential transmission concerns as instructed by Ford.

For this package, it is much easier to spin the blower faster than putting alot of money into headwork assuming the engine management system sensors have enough range. However, the ultimate power should be made with the best flowing heads assuming you do not have too much overlap and blow fresh air charge out the exhaust valves.

Regarding porting and polishing of cylinder heads in conjunction with supercharging: We just completed an engine calibration for Ford who sponsored Carol Hollfelder of Tiger-Racing. This race car has a 4.6L 4V Cobra Mustang engine with Cylinder Heads and Cams from Ford Racing. It also has a Vortec supercharger with an intercooler and we made 600hp with 10 psi of boost at 7200rpm.

SC3.0L, How will this supercharger react to other components, like a mild cam? I'm definately in, now that you've given us a price forecast. Saying we had a rebuilt/reinforced transmission, could we change pulley size to regain some of that power? How could we go about that?

Finally, is this thing only designed to work with the 5-speed auto? I have the 4 speed. My engine is 2000 though, so could I swap trannies and solve that problem? Or will it work with the 4-speed initially?

Thank you for helping us out on this!! :thumbsup:

Come on you guys, sheesh. Work with him here. I mean all of you beating him down for not making the kit work for the pre-99's and all it is is the computer? Can you not have your own chip taylor made for the application? Hello!! The 4.0 kit from Vortech was only designed to work with the 90-94 Ranger/Explorer's and I've took the time and made it work on a 98' and even had a hand in on a 00' install. Once we were finished they had a custom chip made and everything was fine.

The big thing here to remember is this, they are ACTUALLY making a supercharger kit for a 3.0, not to mention with Ford's backing. Everyone seems to know that the 3.0 hasn't changed much since 86' so when the kit comes out someone needs to buy one with a earlier model and adapt it. It can't be that bad. I can see the need of a FMU with the return style kits and maybe an upgrade on injector sizes in the returnless but since the main part of the kit is made these are trival items.

Stop complaining and start praising, I've built a supercharged 3.0 and its not easy. Thanks to the person who finally made this a reality.

Later Doug904.

Originally posted by SC3.0L
Finally, this kit is a joint development between Whipple and Ford who both are looking forward to market demands.

Hmmmm..... Could this mean a factory SC 3.0 in the future?

CLancy

Here is the pic guys, the formus where acting funny this morning.

http://www.imagestation.com/picture/sraid71/pd5801a1f2880b371113157c8556d4c90/fb987530.jpg

and like Doug said, someone will figure out how to make this work on the older models, it may not be with the backing of Whipple, but I'm sure it can be done, look how far we have taken these engines already, for years there was nothing out there and no one wanted to help us, but though the work of several people and the constant harrsing by others, we now have products avalable to us, just in the last few months we have gotten headers, although we still need a "Y" pipe, but there are some people on this board that know there ****, and with a starting place liek what Whipple is giving, can take this deal to the older models, don't get disapointed yet.

Jon

I really like the looks of that kit. Are the intake runners ported out to be bigger than the stockers? If not, that would free up some power. Lower intake porting/polishing would free up some as well. With the supercharger mounted facing up, intercooling shouldn't be much different than when it sits right on the engine right? Have you been able to talk with Ford about possibly having some FRPP hi performance heads for the 3.0? Will the engine itself handle 270hp as long as the trans is beefed up? When is the estimated release of pricing and of the kit?

~Russell

the kit looks awesome

my big concers...

fitting under the stock hood of a pre 2000 model....doubt thats gunna happen

so not only would i need a custom chip to run it I'd also need a FMU

so far thats an easy 800-1000 on TOP of what the kit is gunna cost

and no one knows for sure if its gunna work like that....

Im much more inclinded to spend this amount of money if the kit was gunna be cheap

but if im going to drop 2-3k I expect whatever I'm buying to work without a problem

I've bought running cars for less than that - most have had more hp then the 3.0 will when its supercharged

sorry to b**ch, and i think whipple is doing an AWESOME job and the kit looks great but they are leaving out ALOT of thier market by only doing these for the 2000-2003 models - and if im guna have to spend another 1k to get the kit to run with my truck year then this kit is not for me....

i agree with ajshades that its gonna cost a rediculous amount to make it work on pre 00 trucks... and that most 3.0 owners would have to do that. i think i would be willing to pay a little more for the kit to have it work on my truck out of the box. i also think whipple is letting ford and carb reduce sales... im not bashing, just saying that the way it is. the larger the audience for a product, the more it will sell.

i own page 3

I got the some question as John, i have a 2000 but i have a 4 speed auto 4r4ee or something like that. will it still work?
another thing, does anything else have to be upgraded?
and lastly id just like to say thanks!

I really would like to emphasize that all of this knowledge and feedback is extremely helpful to all of us especially Whipple and Ford Racing. Remember to keep in mind that the 3.0L Ranger market is unknown and untapped and everyone is learning especially since nothing of this significance has ever been offered. However, we must start somewhere and 2000 thru 2003 is our starting point. We are trying very hard to go back as far as 1998. In summary, the market demand will dictate where to place future financial investments and resources. In other words, it will seriously be considered if Whipple gets a huge number of requests for model years prior to 1998.

Dealing with facts only, throughout the entire market life span of a supercharger kit, 60% of all kits sold occur during the current model year. Therefore, it is extremely important to have the 2004 model years of all kits ready in order to meet the peak of market demands. Obviously, the other 40% of sales occur over the remaining years of which 5 years back is a relatively small demand.

One can also argue that there are millions of 3.0L Rangers out there and even a small percentage of a million is a big number. All of these scenerios have been discussed and thought about in many discussions with Ford. In summary, the level of further investment will be dictated by the real market demand. Otherwise we are all simply speculating using our best judgements.

The kit was designed using an OEM computer for reliability and financial value. The kit takes 90 minutes to install, requires no rewiring, all fits under the stock hood, and has numerous engine safety features which is typical of an OEM computer calibration.

Also the retail cost of the kit will be between $2500-$2600 and will offer a the Ford Racing endorsement. The production castings are available August 24th for sale and hopefully CARB will issue the EO by then.

Perhaps we should let the current product speak for itself. Therefore, if any of you are in the Dearborn, Michigan area between July 28th and August 15th, 2003 let me know and we will meet at Ford and schedule a short tour of supercharged 3.0L Ranger testing facilities and test drive both the automatic and manual verions so that you can feeback your unbiased impressions.

damn i wish i would be in dearborn, michigan between july 28 and august 15th

but i would just love a kit for a 93 3.0l. but since it sounds like that isn't going to happen, it would be great if whipple would provide help or ideas on how to make it work for earlier model years.

2500-2600 is not bad at all if that is for real! I have to say the kit looks clean in that one pic.

from a guy who used to own a 3.4 liter yota that price is really competitive especially with a big name in sc's on it. the trd chargers went for around 2500. if a certain retailer was trying to clear stock they would go for as cheap as 1900. there were a few problems with the trd chargers like pinging and the nose cone would leak on some but in general they did awsome. this whipple charger should be sweet with my 3.0's application.

I think I'll make this my 19th birthday present to myself. Thats a year away, but my truck will be paid off, hopefully I'll have the money, and that's when I'm allowed to do major work to my truck other than body mods. Thanks for all of the info!

~Russell

I so wish i was in michigan right now:bawl: oh well, ill be able to test it whenever i get one. hopefully at least if they work on a 99.

If they would get away from the reflashed modual and go with a custom chip calabrated for your computer and trans. This would should make this kit work on many trucks. What about just putting for off road use to get away from c.a.r.b aproval. I couldn't use their kit right out of the box anyway because of my mods. 90 minute install that's inpressive. Keep the info coming !!!!! I am definately in for one. Especially if they will sell a stipped down kit since i can't use their reflashed computer.


FELGAR_1

a custom chip that is included in the kit - i would def. be on the list to buy one then

then my only concerns would be would it fit under an old school 88-92 hood and how affective would the chip be on a 92 computer....?

this is very good news the price is good the performance is great and in time there will be a forum to put it on many diferent applications. we've waited this long a few more months won't kill us. well most of us

The main reason Whipple uses the OEM computer is for ease of installation (no rewiring) and that automatic transmission. The 5R44E/5R55E is a really sophisticated transmission that has adapt shifting for purposes of fine tuning the transmission pressure during the shift in order to avoid slippage and also to maintain consistant shift quality throughout the life of the transmission. However, with the supercharger there is so much extra torque that one can smoke the clutch packs within several seconds. We have already taken care of the SC engine management calibration for the 5R44E transmission packages. On the other hand, manual transmissions are usually limited by clutch clamping force limits and our manual test vehicle has no problem dealing with the extra torque at least at 230hp.

Since we are always open to new ideas and applications, we can always consider/discuss the potential to piece out the SC kit as a race only subassembly and you guys can figure out the computer side. Unfortunately, we actually tried the piggyback computer route initially and it was not worth the trouble considering all of the headaches associated with keeping the powertrain emissions legal.

Remember this SC kit opens up new discussions on how to go fast with a 3.0L Ranger using forced air induction. I realize that the nitrous guys are already there at least until the bottle runs out. In fact, I also am a nitrous fan and have a nitrous injected Focus and nitrous injected ZX-11 Kawasaki. Unfortunately, I get tired of filling the bottles and not always having the power available whenever I want it.

I have asked one of the RPS members to post the picture of the SC subassembly so that you guys have a better idea of what the actual supercharger/manifold part looks like.

SC3.0L please cheak your PMs as i live in the area

Here is the info from SC3.0L

Regarding Attachment-1: Torque and HP curves represent measured wheel performance for a manual Ranger. Notice that in addition to significant horsepower increases, there is also significant torque increase throughout the engine speed operating range.

Regarding Attachment-2: Shown is a picture of the entire prototype supercharger assembly without peripheral components. We are showing this view for those who are willing to consider adapting this SC kit to older model Rangers for purposes of stimulating thought and possible design ideas.


http://www.imagestation.com/picture/sraid71/p09e9ccb7990adcbf28fdf5933d5924e6/fb8aad96.jpg


http://www.imagestation.com/picture/sraid71/p485c1a1fc942c313bb89df9a19ea093d/fb8aad94.jpg


http://www.imagestation.com/picture/sraid71/pbad8957cf99f68869e51cb179cd84bb3/fb8aae1b.jpg

That is awesome. I own a 2002 Edge 4x2 5spd. Because I don't have to worry about the auto trans, do I still need the reflash? Also, what HP can the stock 5spd handle?

I will be doing this mod within the next year for sure. Any idea what headers, exhaust, intake and a custom chip could put out with the charger? Anything in the high 200's at the rear would be amazing.

Thanks for your time,
Jason

Yeah what can the stock manual handle?

Yeah, I'm with them! Haha. Getting around the clutch problem isn't a big problem, guys on here have gotten stronger clutches and performance clutches. Could the stock 5 speed hold up to 300hp/tourqe. What is the redline of the supercharger? Is it around 14,000 like some other brands? I think my math is right using some margain of error....over 10psi boost is possible with a 1.2L blower on a 3.0L engine. With 8-10 PSI boost and whatever necessary to hold up to that, we could see some serious numbers out of this mini-smallblock.

~Russell

For simplicity we have been stating that the Whipple SC kit requires a reflash. However, in reality the reflash is actually more like a computer recalibration that involves some major changes to the engine managment calibration system. This is more than what a chip can provide especially since the refalsh already includes a premium fuel calibration even in none boosted regions.

The calibration changes are not only due to the supercharger but also the other components that complement the kit. In other words, aside from the supercharger assembly itself, the kit also comes with a 4.0L Ranger MAF assembly, K&N Air Filter, 23#/hr injectors, and a 3.8L Mustang throttle Body. Therefore, a "reflash" is required no matter whether you have a manual or auto trans due to the new pieces that are fully recognized by the OEM computer.

At 230 HP the limiting component is the 4.0L Ranger MAF which has limited range at this power level. But, at 230HP the 23#/hr injectors were only at 64% duty cycle and have a ways to go assuming the fuel pump can keep up. But, note that the returnless fuel systems have the capability of automatically increasing fuel pressure if additional fuel flow is needed. In order to move to 300HP the next logical step is to move to either a 2003 Lincoln LS MAF or to a 70mm MAF and obviously a smaller SC pulley.

Also, the stock exhaust system has significant back pressure which mainly comes from the cats and muffler system. Initial test results revealed very little performance improvements with headers at 230 hp. However, at higher HP levels other areas may become significant limiting factors.

For the moment, let us run our 100 hr durability engine so that we can all better understand the weak link within the engine. The Ford engineers will help in determining how stressed each critical load component is subjected even if it does not experience catastropic failure.

This is a learning experience for everyone and officially this is called Research and Development. Unfortunately, we have no idea what the upper torque limit of the manual transmission or clutch is even though we do not seem to have a problem at 230hp. Perhaps we will locate the Ford manual transmission and clutch engineer and find out what his calculations and gut says.

check your pm

I like, I like!:E Would we be able to make upgrades like the LS MAF without a chip or reflash afterwards? Or could we request an upgraded kit and reflash including that from the start. Sorry about jumping all over your case about every last detail, but you can tell all of us have been waiting for this for a long time.

~Russell

Doesn't the FFV have 25# injectors? I know they have bigger ones, just don't remember the size.

well today was the day i went to dearborn for this test drive didn't really know what i was getting myself into.
it felt good to tag the gas and spin the tires with no trouble leaving rubber like that was its job

normal street driving was great: acceleration was awesome no problems moving around traffic or getting away from it for that matter

highway: great pick up getting on and up to speed and snappy shifts all the way through from 70 and above still peppy

over all i will say personally the "ass dyno" was :nuts:

i want to thank the guy working to make this go through and a big congrats for it you have an unreleased hit on your hands just hope your figure out the pre-2000 deal out because for the quality and price discussed i am more then willin to pay

RPS members with 2000 and up are lucky, for now

note: i don't work with these gentalmen nor have anything to do with this project. just a ranger owner pushing for bigger and better things for us

rock on.. this thread makes me happy

what would make me spaz is if someone found a way to make it work on a 93

somebody will...somebody will. With the number of people with pre2000 3.0s, I dont think it will be long before the supercharger kit is either retrofitted by whipple after this first one is worked out, or somebody figures it out. I check this thread out more than anything else on the forums, waiting for some more news. Who's going to be the first guy on here to buy? I won't have the money for awhile.

~Russell

I'm trying to see how much kidneys go for, you only need one right, also asking my boss for a raise and hoping that we hit some good bonus, I was going to pay of my credit cards, but screw it, as soon as I get $2500 on them, I will be buying. Also I was looking at truckperformance.com and the other whipple kits they sell are cheaper than what whipple has listed on there site by a couple hundred bucks, so we will just have to shop it around.

Jon

I've heard of some kidneys going for $30K. ;)

Dzballa- the FFV comes with 23#/hr injectors.


SC3.0L, is this kit compatible with the four speed auto, which was also available in 2000? I have an FFV engine as well. Thanks!!!!

yep thats right. I think the actual number is 25.3 or something cause I just bought some. If anybody wants my old ones for cores or to get cleaned, I will have them available in a couple of weeks.

Go whipple!

CLancy

I want them, whats wrong with them? how much?

Originally posted by clancy98
I think the actual number is 25.3 or something cause I just bought some.

Yeah, that looks familiar. I remember that the number had a 2, a 5 , and a 3. Just got the 3 and 5 mixed up. http://www.generation-edge.com/forums/images/xsmilies/icon_smile_crazy.gif

I will tell you what, once i get the money i am going to buy this kit and make it work on my 97 ranger.

:rpsrocks:

I will tell you what, once i get the money i am going to buy this kit and make it work on my 97 ranger.

Word, thats what you need to do. Its not like its going to be impossible, and if it gets bad, there will be plenty of demand for your kit...you maybe have some time and a couple hundred bucks devalue at risk. As soon as my truck is paid off and I get $2500, I'll go for one. I actually think I'm going to open a savings acount soon for that purpose (and other mods). Group discount maybe? Hahaha, just joking on that one....I think $2500 is a great deal. SC3.0, Do any of whipple's blowers have the same bolt pattern? I figure the 3.3L would obviously be longer than the 1.2....but I'm just talking one upsize to the 1.6L for more potential later?

~Russell

Originally posted by bluedge
I like, I like!:E Would we be able to make upgrades like the LS MAF without a chip or reflash afterwards? Or could we request an upgraded kit and reflash including that from the start. Sorry about jumping all over your case about every last detail, but you can tell all of us have been waiting for this for a long time.

~Russell

Anything is possible and reusability is a great concept. For arguments sake, let's assume that an entry level SC kit is purchased with a 8 psi pulley. Sometime later it is determined that one wants to upgrade to 10 psi (assuming available) and this may only involve a module reflash, new MAF, modest royalty fee, and a new pulley and belt.

Letting your imagination go even further, eventually a trick 2004 Ranger comes out and you decide to trade-in your 2000 Ranger and transfer the kit. For this case, ideally it would be great that you transfer the 2000 SC kit over and only need to purchase the different pieces that are specific to the 2004. Since the Whipple SC kit contains all of the upgrade pieces needed to install the kit, you can always put the truck back to stock within 90 minutes and drive away once you reflash the module, assuming you can still find the original parts.

Also, we are not offended by the fact that every answer leads to another question. That is how we all learn and probably why forums are so popular.

Oh, by the way the 230hp kit spins the supercharger at 12,000rpm and the 1200AX has a 14,000rpm limit. Therefore, 300hp will more than likely require a larger supercharger.

OK sc3.0l, I am only 3 hrs away from Dearborn. Have you done any on highway tests yet? Would you like to come see me? :) j/k

I am running ported heads, lower intake, jba's, 2.5" exhaust, a 210/210deg cam with .470"lift at the valve, BUT I am also running 10:1 compression. I am also running an eecIV (batch fired), with a '94 supercoupe maf. How many degrees of timing do you think I would have to dial out and what kind of # I could make, if I went with your system? Could I just get a 1600 charger with the Ranger discharge plenum?

A few questions that I still have. Is intercooling possible with the subassembly? it looks pretty wide, but I dont know if a water-air would fit and allow good flow. If so, what about also having a 04 lightning style AC coolant cooler for some fluid that you pump through the intercooler during full throttle. With that extra cooling, would close to 300 be possible on the 10lbs possible boost? Also, do the different chargers have any similarities in bolt pattern? Thanks for keeping us updated.

~Russell

If you refer to the subassembly picture posted you will notice a silver plate in the front of the intake manifold. That plate was removable since an water to air intercooler actually fits in there from Allied Signal. In fact, there is actually a guide wall inside the casting to guide and hold the intercooler in place. There was also going to be a totally separate cooling circuit and a separate heat exchanger that goes in front of the vehicle in the radiator area.

Unfortunately, Ford was concerned that the average Ranger customer would not want to spend the extra money and they wanted a kit that is quick and easy to install, especially if performed by a Ford dealer. Also, once we hit the 230hp target with premuim fuel, it was hard to justify the extra $$$.

In reality, no one really knows the upper limit capability of the 3.0L Vulcan or the weak links at each hp level once we get beyond 250hp with a 5R55E transmission.

Also, I am guessing that a 1600 SC is a different bolt pattern.

We have just received (3) complete Lightning kits from Ford to begin research with this intercooling configuration on several new Ford products that we expect to hit the market by end of the year.

Although I appreciate the offer to visit Fort Wayne I am sure you can appreciate that time is very limited and we need to strategically allocate our time and resources, thanks.

With either a ford/whipple intercooler system or one that we make ourselves, what kind of increase can that yield? I agree that an included intercooler would probably turn away some buyers due to cost, but thank you for leaving the option of doing it open, leaving the access panel and guide wall instead of making it out of one closed smooth casting. When is the expected completion of the 100hr durability test results/calculations?

~Russell

Please note that the initial production castings have the intercooler access blocked off. However, we have machining plans to include this option depending on market and power demands.

Regarding 100hr durability testing: We currently have (1) 2003 and (1) 2004 engine waiting for a dyno cell to open up for testing at our Wixom, Michigan dyno facility. We are told that the slot will open up in about 1 week. Whipple is also sending (5) complete SC kits next week of which (2) will be tested at Ford R&D.

The 100 hr durability test will tell all engine reliability at 210 and 230hp. In reality, this 100hr test is officially referred to as " the 100hr Piston and Gasket" durability test which is obviously designed to stress the piston and gasket components. Apparently, the lower end of the 3.0L Vulcan has a significant design saftey margin but I guess we will see.

The Ford test engines involve cylinder head pressure transducers, mega instrumentation, and high dollar computer analysis tools that are used to determine long term life durability and reliability of every component. These results will obviously be confidential but will be used to determine the investment steps required for Whipple to go beyond 230hp.

With 8 psi of boost the Whipple supercharger is so efficient (compared to a roots) that intake air temperatures are relatively cool. However, if the kit is ever pushed to boost levels approaching 12 psi, the intercooler may play a more significant role because of the high boost temperatures and engine pinging tendencies assciated with high temps.

All these numbers we keep reading (210hp and 230hp) are at the rear wheels right? If so, that's not bad at all really but more is always good. :)

I think those numbers are at the crank due to the fact that 207rwhp for manual was quoted before, and 230 that keeps popping up would be about right. What would be necessary for whipple to decide to sell the subassembly with the access panel removeable? I'm glad that it sounds like the R&D is going beyond just getting the initial kit out and into higher performance later on. I can't wait to hear about the results of testing and more progress.

~Russell

I keep having this thought in my head. I mean, I keep wondering. Are supercharger kits like software? Do we stay away from the .0 release and wait until it matures? Or do we dive in head first and deal with the bugs as they come up? Just something that I keep wondering.

It sounds to me like they are doing a pretty thorough job of making sure its right the first time. I probably won't be getting one for a little over a year, and therefore may have an intercooler option or some other goodies (a polished kit or something maybe), but I don't think there is going to be anything but the best in even the very first kit. I think that time will only make it better due to more in depth R&D on making more than 230hp with the 3.0, but if I had $2600 in my pocket, I'd already be trying to make it on a waiting list. I mean come on, they are working with the freakin engineers who design the 3.0....how much better than that can you get :).

~Russell

I want one SO bad. I wish that i had a 00' I hope someone can find way to make it work on other 3.slows. I think the kit is WELL worth the wait and money i would easy pay over $4,000

check your pm !!!!!!!!!!!!!!!!!!!!!!!!!1

check your pm !!!!!!!!!!!!!!!!!!!!!!!!!

I only have one thing to say about my feelings on this subject,

SCHWING!

is that a hard on, or am i just happy to see a 3.0 forced induction?

Mike Meyers fans should understand SCHWING! But yeah, SCHWING!

Originally posted by *1999*^..XLT..^
i would easy pay over $4,000 :grrr: :grrr: :cussing: :cussing:

quiet, willya?!?!

what about us FFV guys? are we just SOL or will you be making a special reburn for our computers (seeing as how we already have 25.3# injectors)

I here ya Tremor I have a 99 ffv and have been wandering myself if we use the same flash it should be cheaper without the injectors

The FFV is a difficult question to answer since it depends on several factors. The first question is to ask is why do people buy flex fuel vehicles? The second question to ask is of the people who buy flex fuel vehicles how many actually run alcohol blends of fuel over and above the 10% blends found in higher octane grades?

Conceptually, the FFV vehicles require higher flow rate injectors in order to protect for running high percentages of alcohol blends. Alcohol has much less energy per pound than gasoline. In addition, stoichiometric air/fuel ratios are very different between the two fuels. The end result is that the FFV injectors have to flow a significant higher volume of alcohol when compared to gasoline in order to make the same amount of power.

Therefore, in order to protect for FFV vehicles running on alcohol, these vehicles will need 30#/hr injectors in place of 23#/hrwith the supercharger. However, if the FFV vehicle will never run anything other than gasoline, then the stock FFV injectors are perfectly fine and only require minor calibration changes which can easily be incorporated in the reflash.

For the moment we have not performed any testing running anything other than pure gasoline and 10% ethanol blends. Please note that the red Whipple vehicle shown at SEMA 2002 was actually a FFV vehicle and it runs great on gasoline especially since it has a 4.10 rear-end which really makes difference.

I agree with you SC. There really isnt a point to FFV in most cases. If somebody did want to run high percentages of alcohol, they most likely would be more worried about the environment than power (which would rule out the stock 3.0 anyways) and a supercharger probably wouldn't be high on their list. Lots of guys simply have FFV because it was the truck that was on the lot with the options they wanted. I dont think any FFV guys on these boards would be mad if a supercharger didnt allow them to run on 30% alcohol.

~Russell

Yea, i got the FFV, but only because my truck was used and i wanted the truck itself. I have no idea where i can even get the other fuel from, let alone care enough to research what i can put into my engine besides gasoline.

Oh no I wont be able to run an alcohol blend, J/K, I can't even by the stuff in the state of Texas, the only reason I bought it that was is cause that is how it came from the factory, but I liked the bigger injectors too. This is something that I had been wondering about so live should be good. I have 4:10 gears as well, is everything still on target for 8/14 as the release date?

Jon

hey guys read my post about the whipple kit, enthusiasts wont be happy, and to save you a little time I'll tell you part of the bad news here, they pushed release back to the 1st of next year, talked to them on the phone today.

-2000 Ranger 3.0 5speed (black)
hurst short throw, K&N aircharger

-2002 Kawasaki ZX6R (chrome pearl yellow)
moto art graphic design undertail, pyramid technologies rear
fender, Enkei 17's

I guess I'm glad a supercharger for me is more than a year out and this stuff will be ironed out. If its $4100 and delayed, what has SC_3.0 been talking about? I still want to supercharge mine, but hopefully somebody can do it for less than $3500. If not, I'll pick up a supercharger and fab up the kit myself. It would be a lot easier with a kit, but it all depends. What is the truth here?

~Russell

Read the new replies on02 Kawpowers post. SC_3.0 replied and assured us of the real facts. The info that was given by this Mike character was wrong i assume/hope. I guess we will see what happens.

Too bad for all of the confusion but the kit is on track as originally stated. However, there are still some details left to work over the next few weeks like details of packaging, updating the website, and notifying installing dealers etc...

Four of you will be test driving the 3.0L Whipple SC kit next week and you will be driving the introductory production 230hp kit. This Monday we will take our first crack at a 250 and 270hp using our manual transmission Ranger. We are using the manual Ranger just in case she blows up during the initial phase of testing since we are pushing 10 to 12 psi of boost to achieve this.

The blower sounds really different at these higher boost levels because of the increased speeds whereas before you really had to try very hard to hear the blower at all.

The goal here is to run the quarter mile in the 14.X range at 9X mph and check iexhaust temperatures and intake temperatures to see if an intercooler will help. We are also running 100 Octane gasoline and we punched out the cats and have a Catback for starters.

Please keep in mind that this is a R&D study ONLY. In fact, the 100hr durability test will tell the long term durability at 230hp. But, since we are fast approaching the end of the development cycle for the 230hp kit we are no longer afraid to blow her up in the name of research.

Originally posted by SC3.0L
we are no longer afraid to blow her up in the name of research.


i expect some crazy numbers :)

Originally posted by clancy98
:grrr: :grrr: :cussing: :cussing:

quiet, willya?!?!


What i ment to say is i would pay 4 grand for a sc3.0 ranger:E ;)

my truck pays off may 5 2004 if they have an application for a 99 ffv I will have mine in the fallowing months lots of extra cash
02 kawpower I also have a 02 ZX6R muzzy green drop 1 tooth in the front wicked acraphorvick full ti coming soon

Waiting for some "slightly used, R&D supercharger" posts on the for sale boards soon. If so, I got dibs!!

Can't wait...

alright guys I am with 3.0 kaos in the respects of the 99' FFV I am ready for more power but I need to know exactly what it is that I will need to be able to bolt it up. I have looked at a 2000 FFV and everything under the hood is the same. if I am wrong could some one hook me up with the right info

Hey SC 3.0L, since you have shown you have superior customer information over the guy I got on the phone, let me know when all the final details are worked out so I can call my order in. Thanks for straightening that out, I sure am glad I talk to you guys, cause I would figure they would have someone that knows whats up answering the phones. I think I want this thing more than my next breath of air sometimes.

-2000 Ranger 3.0 5speed (black)
hurst short throw, K&N aircharger
-2002 Kawasaki ZX6R (chrome pearl yellow)
moto art graphic design undertail, pyramid technologies rear
fender, Enkei 17's

Originally posted by 02 Kawpower
I think I want this thing more than my next breath of air sometimes.

Careful what you wish for..........

BTW, do you type your sig every time you reply? Because it came up when I quoted you. There is an easier way, you know....

Yeah I know, I havent bothered to figure that out yet, thanks though

i just spent an hour reading all 5 pages of this, around the 3rd page I started learning stuff about the new unit, I am the street magazine editor for TRS Magazine and the proud owner of a 1992 ford ranger custom...of course, i have the 3.0 and will purchase this kit as soon as it is available, so all you older model 3.0's just stay tuned to my website after the supercharger release date, to see how to make this kit work for you...

www.badazzrangers.com
www.cardomain.com/id/dangerranger02

Please visit the Modifications page on my badazzrangers.com website for other things you make be looking for, if they make it, i've found it..... if they don't, i've made it...lol

:burnout: :burnout: :thumbsup:

Originally posted by SC3.0L
Too bad for all of the confusion but the kit is on track as originally stated. However, there are still some details left to work over the next few weeks like details of packaging, updating the website, and notifying installing dealers etc...




Hey SC3.0L, you seem like a pretty busy dude, have you gotten any updated info from whipple since we last heard from you? Just curious if they're close to finishing up the final touches. I'm trying to organize a general time frame of when I can expect to need my cash ready. Also, please tell me there isn't going to be any kind of a waiting list, if so I would like to know what I have to do to get on it ASAP. Sorry to bother you, thanks for the dirt.

Originally posted by 3.0 kaos
02 ZX6R muzzy green drop 1 tooth in the front wicked acraphorvick full ti coming soon

yes I like to go fast I also have a 83 944 porshe with plans to drop a LT1 vett engine into then maybe supercharge it later my ranger is the first new ride I ever bought and my pride and joy bikes being my first love civics being my first hate

It is hard to predict the exact day but but it appears that we are only a few weeks away. As previously mentioned there are tiny items to iron out and we are working through them as fast as possible.

The final production castings have arrived and several complete kits are currently in transit for installation into show trucks for SEMA.

We are preparing to offer 100 kits/month starting September. If we are all pleasantly surprised and cannot meet demand then we will kick up the manufacturing to meet market demands.

Finally, we just tested an 11 psi boost drive pulley and developed a calibration for 100 octane fuel with the cats punched out and a JBA catback. Above 4000 rpm we are still detonation limited on spark advance and had to pull out 4 degrees of timing from optimum.

Nevertheless, here are the preliminary numbers:

Peak Boost: 11 psi
Wheel Torque at 2500 rpm: 230 ft-lb
Peak Wheel Torque at 3550: 250 ft-lb
Wheel Torque at 5800 rpm: 208 ft-lb

Peak Wheel HP: 230hp at 5800 rpm

For the moment, this is the extent of our playing since we need to go back to work to get the base kit out. However, this does demonstrate the ease and flexibility of the base kit to power increases simply by changing a drive pulley which only takes about 5 minutes.

What is the typical limit of hypereuretic pistons? Is it compression limited, or is it a peak power problem? I've heard online as well as talking with a friend building a 383 for his camero that hypereuretic have problems with the crowns breaking off and that they are to be avoided if at all possible. I am wondering (from 3.0 guys, I know whipple probably won't do all of this) what they could probably take with head polishing to eliminate detonation and a stud girdle to strengthen the bottom end. I think the bottom end (crank, rods, mains) would stand up to some good power with a stud girdle, but I'm worried about those pistons. 100hp/liter would be a pretty good goal though. I'll build an engine to withstand the boost if necessary, but it'd be great if the stock internals would do it....if done carefully.

~Russell

what do you think will have to be done for the s/c to work on a 92 ranger, what can be done for it to clear those "tight" spaces?

Originally posted by SC3.0L
It is hard to predict the exact day but but it appears that we are only a few weeks away. As previously mentioned there are tiny items to iron out and we are working through them as fast as possible.

We are preparing to offer 100 kits/month starting September. If we are all pleasantly surprised and cannot meet demand then we will kick up the manufacturing to meet market demands.



Sweet, only a few more weeks. So tell me SC, is there any preorders being taken, cause I'll be damned if I'm not one of those first 100 in September to get one. I'm growing more worried that for some freak chance I'll be told they're all taken. Thanks for sharin' the scoop.

Originally posted by SC3.0L
The final production castings have arrived and several complete kits are currently in transit for installation into show trucks.

Hey I'm showing at Slamboree in a couple of weeks, if you would like you could send one and I will but it on and be more than happy to show it off for you. Hell I would almost be willing to let you paint your logo all over my truck as well. j/k

But please let every one ther know that we greatly apprecate everything they are doing for us. Because of the time that you are spending now, hopefully many other companies will jump on board with other products, and rest assured that your hard work will not go un paid for, I might wait a little while to see what happens with some higher HP models, but I will soon be ordering one.

Jon

Since you guys have been waiting forever for serious performance parts for a 3.0L there is no sense panicing this close to the end. After all what is a couple of months out of a life time?

Once Whipple develops a kit, it is customary to let the customers further the development. This forum is great since performance recipes and experiences can be shared. Nevertheless, we are developing a 300hp 5R55E version mainly for promitional reasons. This is a big increase and will need new pistons, head gaskets, exhaust, injectors, new MAF, an intercooler, and very wide tires.

Regarding fitting into a '92 Ranger. I have no idea but they all look essentially appear to fit the same to my untrained eye. All I can say is that is clears 2000 through 2003 without needing to remove or move anything. However, 1998 and 1999 also look the same at least to me.

In fact, provisions where purposely made for ease of installation since the average buyer of this kit is anticipated to be between the ages of 16 to 29 and I did not want anyone cutting and soldering a vehicle wiring harness. Cutting a wiring harness is a nightmare which usually results in a failure which totally disables a vehicle or causes severe costly damage.

Concerning piston design: What really risks damaging a piston is increase in engine speeds. The inertia loads are tremedous when compared to combustion gas loads. This is why light weight parts are attractive. However, the gas loads associated with detonation are very significant and can damage pistons, as well as the top ring. On the other hand, head gaskets are designed mainly as a function peak combustion pressure.

Typical normally aspirated engines are designed for peak combustion pressures of about 900 psi. Turbo engines shoot for about 1200 psi. For comparison todays modern diesel engine see peak pressures ranging between 2250 to 3000 psi. Hence, as Boss 3.0 correctly pointed out, we anticipate that the weak link will occur with the head gasket. The second is more than likely the piston and the third is a close race between the transmission and rear-end. This is why we are running the 100 hr "piston and gasket" durability test to gage where we are.

Although we may all be surprised, credible sources beleive that the bottom end of the 3.0L Vulcan is well over designed at 150hp HP. But, only time and experience will confirm this.

Why is the 300hp kit only being designed for the 5R55E (auto, right?) transmission? I figured the manual would be stronger after clutch slippage was cut down. I would really love to see a 300hp vulcan in my truck some day, and it will be a nice surprise if that can happen without pulling the engine. Putting in some forged pistons, and doing header back exhaust as well as head porting/polishing wouldnt be too big of a deal if it would allow 300hp. When the duribility test is done, itll be nice to know what the weak links are. Everything is upgradable, so once we know whats weak, it can change. I want a stick shift, but if upping to a Tremmec 3550 is necessary...its necessary...etc.

~Russell

Hey guys,

If everything goes right I'll be checking out the kit this weekend in Dearborn. As most of you know I'm very familiar with the 3.0 liter engine and I've have done one custom installed supercharger on one as well. I will be able to tell you if it should work on a pre-00 Ranger. The biggest thing I see as a problem, which came up on my install, was on the pre-95 with a distributer. I'll look and see to how it mounts and where it sets as for this. I can't wait to see how it compares to a supercharged 4.0 and if it takes new pistons and rods for a 300hp kit well I'll be happy to make some calls and do the math to help design a engine kit for them like I do with the 4.0.

Like I said this should be a great Saturday!

Later Doug904.

Looks like we'll both be doing some studying on whether or not the Whipple kit will fit a pre '98 Ranger. I would like to see if one would bolt up to an 89-97 truck and see how they benefit. We'll find out this weekend and return with answers.

Hey Doug and Brandon- you guys will probably be driving within 1/2 mile of my house(unless you go up through Ohio). I live 1/2 west of exit 105b off of I-69 at Fort Wayne, In. Honk on the way by. I've got to work 5-1 on Sat though. Let me rephrase that. In this economy, I GET to work o.t. on Saturday.

Doug, that would be really great if you came up with a kit of the componants necessary to get to the 300hp mark. I would gladly buy a kit from you to build the block to handle maybe a 1.6L 3.0 blower? (ahem..SC3.0 :)). I can't wait until the market is really strong for the 3.0s.

~Russell

Originally posted by 91XCAB
Hey Doug and Brandon- you guys will probably be driving within 1/2 mile of my house(unless you go up through Ohio). I live 1/2 west of exit 105b off of I-69 at Fort Wayne, In. Honk on the way by. I've got to work 5-1 on Sat though. Let me rephrase that. In this economy, I GET to work o.t. on Saturday.

You'll have to look up, we're flying.

Originally posted by Doug904
Hey guys,

If everything goes right I'll be checking out the kit this weekend in Dearborn.





Damn, I'm in northwest Ohio I'd come check it out If I didn't have to go to columbus this weekend. That sucks, but is good, well you know what I mean.

is the maf the only thing that needs to really be reprogrammed? if so, why not just get granetilli to make a custom one for the s/c?

i am sitting, waiting paitently for the "will it fit a 92" question to be answered. if it ends up being just a tight fit like Boss ran into, it still may be worth it. i wonder, what would the 11psi along with header back exhaust, e-fan, pulley, intake, aftermarket ignition, intercooler, p@p heads would do to a 3.0L if it's already putting out 230rwhp in test trim. maybe.... :nuts:

Originally posted by lillitnn92
i wonder, what would the 11psi along with header back exhaust, e-fan, pulley, intake, aftermarket ignition, intercooler, p@p heads would do to a 3.0L if it's already putting out 230rwhp in test trim. maybe.... :nuts:

I'm pretty sure that the underdrive pulleys we use in N/A form could not be carried over once the S/C is installed. I remember some problems that BOSS ran into with his; dkz007 had to make him a new one. The E-fan would definately help out, because it would be that much less stress on the belt. Kudos to anyone who figures out the length necessary, though.
Concerning the intake, I'm pretty sure that Whipple already uses a K&N cone filter mounted in a CA setup.

P&P heads and a header-back exhaust would definately be good. If you ran 11 psi. on stock exhaust and heads (hypothetical :tongue: ), installing the P&P heads and doing the exhaust work would make the boost number itself decrease, but the overall power would increase. That's a very very good thing.

I don't see any reason why an underdrive pulley wouldn't be usable. True, the ratio will be different and a new pulley will be needed, but a pulley is a pulley. I wouldn't put the 11psi kit on there with a UD pulley and expect 11psi. The supercharger pulley, just like alternator, water pump, fan, etc will run a percentage slower than stock. However, that would be easily compensated with a smaller supercharger pulley. I definately see forge pistons, ceramic headers, head p/p, and driveline changes in my future as well as the highest performance whipple kit available whenever I get the money.

~Russell

With regard to the UD pulley on a supercharger.

Running the right pulley setup involves a lot more than just having the right ratios. You need to take into account contact area of the belt to the pulley's, diameter of pulley and size of belt also need to be calculated for the power transmitted. Also, the length of the belt vs size of pulleys and rpm needs to be calculated so you don't get belt slap.

The actual equations aren't that difficult, but there are about 10-15 of them neccesary to create the right pulley setup. So when you get into the amount of changes with the supercharger, e-fan and UD pulleys you might be getting over your head if you don't know what you are doing.

On top of that you need to start taking into account sheer stress on the pulley bolts; torque, sheer and bending stress on the shafts; etc.

When you start to get into serious engine mods like SC3.0 is showing us, you're not as able to just "backyard engineer" things as you are with a stock engine.

Jason

When you start to get into serious engine mods like SC3.0 is showing us, you're not as able to just "backyard engineer" things as you are with a stock engine.

I knew that was true for the most part on everything, but didn't really think about the fact that it would extend to pulleys. Everything you said makes sense and I see why all of it is true, I just didnt consider that a 10% difference would bring all of that into account. Although, this is also the reason I am so excited that a company like whipple is introducing an engineered kit vs having to figure it out myself. Sorry for the misinformation.

~Russell

What's really amazing that most people don't know is that superchargers can take up to 50 HP to run. That means that it takes 50 hp just to turn the charger. I know that chargers are getting better all the time, but think about that little belt having to transmit 50 hp or even just 25 hp. It makes you a little less confident when you try to start moding it yourself.

I, too, am very greatful a company is doing all the engineering on this one. Whipple is quality, and it sounds like they really know what they are doing. Not that 200/230 hp wouldn't be great, but I'd like to hear more about this 300 hp kit they're cooking up. I would be all over that kit like a fat kid on cake.

SC3.0L... You wouldn't happen to need an extra R&D engineer, would you?


Jason

Well Unfortunatly the Detroit Airport is shut down. This means that we'll not be heading up that way this weekend but I hope we can reschedule it for a later date. I still wanna get a chance to ride in it and compare the feel to one of my supercharged OHV or even the SOHC 4.0's.

Sorry guys,
Doug904.

pesonally I would really like to know about the comparison of the two. When I bought my truck I couldn't find a 4.0 now I know where several are, nothing would suit me better than to put one guy in his place. I get closer every mod!

Too bad most of our visitors (test drivers) cannot make it for the drive tomorrow but I am sure that the few that can make it will take good pictures. Trucks are cleaned up and modules are flashed with the latest calibration and ready to go.

Yesterday felt like x-mas since (4) large boxes containing complete 3.0L superchargers kits arrived from Whipple. We tried to install the first one onto a 2004 only to find out that Ford changed the PCV connector, MAF connector, moved the AC line a tad, different purge something, changed a few stray hoses, and installed some braking block with hydraulic lines that comes really close to the kit. Nevertheless, even with the on the fly fabrication we completed the installation at exactly 120 minutes.

Also, beat on the manual Ranger with the 11psi kit (230 rwhp) a bit and it handled one "drag strip launch" perfectly with the tires fighting for traction all through first gear. Unfortunately, the clutch started slipping after the second launch even with the clutch pedal fully engaged which indicates that the clutch is marginal with the 11psi kit. Everything went back to normal after the clutch was allowed to cool back down. Therefore, we changed our minds about going to Milan dragway with this clutch.

Hopefully, someone will learn to perfect the launch without hurting the clutch. I must admit, I have never "offically" drag raced a car ever in my life. I tried to launch the SC Ranger like I launch my stock Hayabusa GSX1300R Suzuki which I average mid 1.60's at the 60 foot mark. Conclusion: Do not slip the stock clutch too much with 250 ft-lbs of wheel torque going through it.

I am not able to fully follow the pulley conversation since I am not exactly sure where it goes. I can tell you is that the SC kit replaces the stock serpentine belt with an extended belt. The tangential speed of the belt is driven by the crank pulley diameter. That means that every accessory along the path of the belt will also be driven at the same tangential speed. However, the actual rotational speed of each accessory along the path of the belt is dictated by each accessories diameter and that also goes for the supercharger.

As has been mentioned, distance between contact points, belt tension, belt wrap, and blower speeds all factor into the equation of an optimal working belt system. All these factors are considered to make sure the belt does not slip, chirp, or beat itself to death. Don't forget that in addition to the amount of steady belt load that sudden changes in blower speeds during automatic transmission shifting also really stresses the belt as the inertia of the blower suddenly changes.

Since this area is over my head, if someone can tell me where I can buy the UD pulley in question and the brand, we will purchase one and have Whipple's SC Kit designer give his expert opinion.

By the way, I will kindly step down from this area of conversation and stick with SC performance questions.

I hate to give a date for reasons of getting shot later, but we are targeting September 2nd, 2003.

Originally posted by SC3.0L
Since this area is over my head, if someone can tell me where I can buy the UD pulley in question and the brand, we will purchase one and have Whipple's SC Kit designer give his expert opinion.


Many of us buy them from a guy on here. His user name is dkz007. Many people are very pleased with the results and build quality. I think they're around $70.00, shipped.

SC3.0L, for the sake of clarity, and to keep this thread on subject, I split the thread, putting all of the discussion about UD pulleys into another thread. That way this thread can stay on the subject at hand w/o being distracted by teh bickering that was going on about the UD pulleys.

sorry about any bickering that may have been propagated or contributed by myself.

About the Supercharger kits. Is the 300hp kit build-up with headers, pistons, intercoolers, et al. A probability or a "maybe at some point we'll look into it"

I understand that this kit would be a little more work than might be feasible investment wise. but if there is a good possibility that a 300 hp kit will be produced then I may opt to wait for that.

Jason

Currently, the 300hp (flywheel) is a research study in addition to promotion. The head gasket, pistons, and whatever else is needed will be modified to handle this power level assuming we do not end up sinking alot of funds.

At this point no one really knows the potential of this market. If the market is there then many will step up and offer race parts to support whatever the market demands.

My recommendation is that 230rwhp be the upper limit that will be offered by Whipple as an emissions certified kit. I only mention this since the original concept of the kit revolved around the bolt on and go concept. Destroying the powertrain is BAD marketing practices.

Even at 230rwhp with a 4.10 and limited slip the Ranger breaks the tires loose really easy. By the time you add an intercooler, pistons, rear-end, clutch, etc etc to get to 300hp you are talking relatively big bucks to get up and running and additional on-going bucks to fix breakage. Therefore, a one-off promotional truck is great for the moment.

Originally posted by SC3.0L
...By the time you add an intercooler, pistons, rear-end, clutch, etc etc to get to 300hp you are talking relatively big bucks to get up and running and additional on-going bucks to fix breakage.

That's O.K., some of us have more money than sense. ;)

Boss, That only implies that some of us have enough money to buy gas for the week :)

Originally posted by BOSS 3.0
That's O.K., some of us have more money than sense. ;)

Boss can you pass some of that sense my way. SC3.0L that fact that you guys are doing anything is great, and I can understand that you guys are in this to make miney, and it would be foolish for Whipple to sink in a ton of R&D money on a 300hp kit and only sell a couple 100. I'm sure you guys will run with the current kit and in a couple years look at making a stronger one. At which time I will have a used kit for sell on the board, because God knows if you make it I will buy it.

Jon

screw the sense.. i want the money

i think i'm gonna start another job just to save up for this :) my truck was suckin on the hills here in VT comming to school...

-paul

I was watching a ricer show the other day before car & driver trucks and horsepower where they were building up a Supra I6 with H-beam rods, forged pistons, etc etc. I really hope the aftermarket for us Vulcan guys would get to that point. In the future, will we be looking at 4-digit numbers? :E Haha, I'd be extremely happy with 300hp. If I build up a block, I think I remember boss saying you could bore it and offset grind the crank to get 3.3L. That would be 330hp at 1hp/L. What is the strongest crank out there for us? The SHO? Its not forged though I dont think, so what makes it stronger? Everyone keep up the good work.

~Russell

was anyone able to check on clearance issues for older model rangers? such as the 92...

The airports in Ohio were closed because of the blackout so they weren't able to make there.

Jon

Originally posted by Phred168
Boss, That only implies that some of us have enough money to buy gas for the week :)

Yep, that's me too!
Retirement stipend: $1600
Mortgage and truck payment: $1835
Hmmm.....

No clearance checks that I'm aware of. I offered to buy the R&D rejects to do just that ('92-'94 first), but I may look in to getting a bare bones kit to retro-fit the older models. May require some foot work on your own, but time will tell.

The SHO crank is the stongest, it is forged and takes $800-$1,000 of welding/machining to work. One-off forgings are available for $1500-$2,000 depending on the # of cranks you want (not exactly a cost effective option, yet).

Boring and offset grinding will net almost 3.2L, 3.3 and 3.4 are obtainable with sonic wall checks, conpensating the bore centers and welding the crank = $$$$

You can have the crank shot peened and balanced and that should help. I just have the 4.0 crank balanced and checked for problems when I build one. So far I've seen numbers in the mid 250's at the rear wheels which would put it up somewhere around 275-280 at the flywheel with the stock cast crank on a 4.0. I've seen numbers even higher with the stock cast crank on a 5.0. Also, there has been many a 4.0 with Torque numbers well into the 300's, 333 RWTq I think has been the highest I've seen so far. The cast crank should hold up pretty decently with numbers in the high 200's and low 300's. Around 350 and up I'd start worring about the crank and even then with a good girdle and crankshaft work you could still use the cast crank. I just couldn't justify doing a crank until I hit enough power to break one, especailly with a Whipple the engine's not gonna hit high stess loading like a Vortech, its gonna be consistant power threw out the RPM's. Just my opinion though :)

Later Doug904.

BOSS, so what size bores are you using to calculate those displacements. I'm just wondering.

If the stock crank and bottom end (with a girdle and work) will hold up to 350hp, does that mean there is more potential here? :E. I think my goal for my current truck is gonna stick around 300hp. Im a kid and don't have the money for a complete forged buildup starting from scratch. But after getting out of college and having a real job, I want to go nuts on a standard cab ranger. With an SHO crank, stud girdle, forged rods and pistons, copper head gasket, stronger valve springs, larger titanium valves with the work to fit them, etc etc, is 400+ on the horizon? I guess really the only limit that we can't fix here is the block itself. Im not real familiar with the stresses a block might see, but is that an issue, or does it only come into play when talking about rediculous amounts of boost and compression? I daydream sometimes about 3.0 specific forgings for reasonable prices, aluminum blocks, hipo FRPP heads, etc. I really hope the aftermarket catches wind of the work whipple is doing for us 3.0 guys.

~Russell

spoke to whipple again today, asked how soon I could order a kit. The lady who answered told me the 3.0 kit is finished and will be ready for sale as soon as copyrights clear which she said could be anywhere from a week to a month. Just figured I share what I know w/ you guys. Getting ready for boost. ooohhhhhh boost.

blueedge, I'm totally with ya. I'm a day dreamer too.

What I'd like to see is a set of high flow aluminum heads from TFS or others, forged steel or nodular iron crank at 85mm and possibly even 90mm stroke lengths (I think a 90 mm could fit, but that's just a guess), forged steel connecting rods, gear driven camshaft (because I love the way gear drives sound, and exact cam timing is good), a proven stud girdle, ARP head studs, ARP crank studs, ARP everything, long tube headers, and a 4-bolt main race/replacement block with a 90mm bore and room to grow. Oh yeah, and I also want everything a s reasonable price. I was thinking they can call the Vulcan race block, a Vulcan Ambassador like Spock. Yeah, how's that sound? lol

I didn't mention forged pistons, because that an already be had. Although, forged pistons with pins aren't cheap. You're basically looking at $600-$650 bucks retail. I also didn't mention roller rockers, because that too we can have I believe.

Most of the other stuff such as intake and exhaust is already available, it's the internal engine stuff that we need. And thankfully Whipple is giving us a supercharger. I'm sure with all those things mentioned, the Vulcan can put out a crap-load of power while still being reliable and much lighter than larger displacement engines. But again, that's just day dreaming.

www.moranav6racing.com/parts3.html

Bores are all the way up to 3.575" (pinto I4 forged psitons), but that is going to be a sonically checked and recentered bore (slighly more meat on the outer cyl wall) - $$$
The main issue with the crank is RPM capability. The stock crank is limited to ~6K. HP and torque are not too much of a problem, because we just can't get there yet.
Once the SHO crank bugs are worked out, look out! We will be playin with another 1,000 rpms. But it won't work without some other serious mods. The stock valves are too small for that kind of rev'ing, the springs are dead at 5,500 rpms, and the stock lifters will be useless. Mustang 5.0L anti-pump up lifters, or modify the stock ones to be mechanical (gut them and drop the pushrod cup to the bottom of the lifter, use longer pushrods to make up the difference). Hardened pushrods, etc.

After coffee with farmer the other night, I am sold on forged pistons, regardless of the price. Here is the theory. We are looking at 300HP out of a 6cyl. Well, the Cobra DOHC is moving 390 HP supercharged on hypereutectic pistons, so "why can't we??". Simple 390/8= 48.75HP per Cylinder
300/6= 50HP per Cylinder.
Doh! We passed that little safety margin Ford builds in to every engine.
So, get the custom forged pistons, and make sure to lower the compression height (more mass below the pin to improve stability), and it will lower your compression for more boost potential.
The recognized safety margin is 12.67:1 effective compression on 92RON fuel.
=SUM(((Boost/14.7)+1)*Compression Ratio) for you MS Excel fans, or Boost (in lbs) divided by 14.7 +1 multiplied by your compression ratio. This gives your effective compression ratio and that will tell you how well your Ranger will survive on pump gas.
Example (and another reason not to use TKT!), a stock 3.0L with a 6lb boost M-62 will be running over 13.5:1. Bad. Now, the whipple is a different beast (before anyone starts yelling). The Whipple does not heat the incoming air near as much as a roots charger (higher adiabatic efficiency), and that is a whole-nother formula (that I haven't figured yet)...
Roots 40-60% efficiency
Vortech centrifugal 72-78% (others 60-78%) efficiency
Whipple 70-80% efficiency
This is why they use a 1.2L supercharger (M62=1L, M90=1.5L) and they get as much boost pressure as an M-90 Eaton. I would LOVE to see the 1600 (1.6L) WhippleCharger on this set up!

I would LOVE to see the 1600 (1.6L) WhippleCharger on this set up!

I second that motion!!!!

Not to be greedy, the 1200 kit is wonderful, but are there plans down the road to making a casting to bolt up to a 1600? Or is it something a little machining could take care of? A 1.6L supercharger spinning close to redline with the engine at 7000rpm on forged internals....:drool:


~Russell

Originally posted by bluedge
Not to be greedy, the 1200 kit is wonderful, but are there plans down the road to making a casting to bolt up to a 1600? Or is it something a little machining could take care of? A 1.6L supercharger spinning close to redline with the engine at 7000rpm on forged internals....:drool:


~Russell

Not that I wouldn't want the above. But I've been planning on headers/exhaust, intake, intercooler, and the 1.2 liter between 12-14 lbs of boost (I think the 230hp version sc3.0L has been talking about runns 12 lbs with no intercooler) However SC3.0L mentioned that about 8psi was right at the charges peak efficency rpm. If 12-14 psi is right at the 1.6L peak efficency rpm that would make the intercooler that much more effective.

Do they make a clutch to handle around 300HP for our trucks?

First of all, I would like to thank all of you who took the time to come by and test drive the Whipple auto and manual 3.0L SC kit. In summary, verbal comments where very positive about torque, power, shift speeds, and shift firmness.

Also, please remember that the 4x4 Manual Ranger that was demonstrated was running 10-11 psi of boost and 100 Octane fuel. In fact, I have just returned from Milan dragway with the Whipple manual Ranger and here are the numbers. Please forgive my 60 foots since as mentioned before I am a dragbike guy and I am still learning and trying not to destroy this stock clutch.

60 ft: 2.384 seconds
1/8 Mile ET: 9.704 seconds
1/8 Mile Speed: 74.15 mph
1/4 Mile ET: 15.06 seconds
1/4 Mile Speed: 90.76 mph

* Unfortunately the speed limiter is still set to 88 mph and it was a battle between supercharged power versus engine torque reduction from the engine management system.

Atmospheric Conditions:
Ambient Temperature ~ 90F
Humidity ~ Slightly Sticky
Altitude ~ (600-800 feet)

I spoke with Whipple's top designer and here are the following comments replacing the 1200 with a 1600 blower:

- The 1600 blower is 2 inches longer and it looks as if it will probably result in interference with the fire wall.

- The bolt pattern and something else will result in major mod's to the manifold and a new casting.

- He suggested that we check pressure drops throughout the induction system especially across the throttle body for possible gains in boost. The kit as sold can accept the next size larger throttle body that Whipple is thinking of offering with the upgrade kit. Therefore, we will check the pressure drops to check for areas of performance improvements.

Wow, that's actually not bad. So that's a bone stock engine with a blower attached. That's just not bad at all. Although, wait a minute are those times for the 11 pound kit on the 4x4 Ranger? 11 pounds of boost isn't good for a daily driver I would assume. I mean, that would wear out your engine pretty quick. Wouldn't it?

Man, I sure wish I was there to test drive one. I bet it was a blast. I'm curious to hear how one sounds. Is there a nice whine to them? Was there any picture taking or video taping allowed? If so, can someone post them?

In regards to the 1.6 liter blower. Like someone else mentioned, we don't want to be greedy, but c'mon Whipple make it happen! Not only will we love ya for it, but we'll also throw some of our hard earned cash at ya for a 1.6 liter kit sometime in the futre.

Remember, if there's a will there's a way or at least a hammer big enough. Right? :D But, I guess for now the 1.2 liter kit will definately begin to wet our apetite for power. ;)

with those numbers on a basicly stock engine and a 4x4, i am happy. i can only imagine what it would do with a 2wd, modified engine, and traction??!?!?! do i see possible low 14's to high 13's??

dzballa! two words.... centerforce (okay that's one word:E )
a stage two clutch could handle that power, but it would be pushing it. a dual friction clutch is found in a lot of cars/trucks pushing more than 300 at the wheel HP these days. the thing i would be more worried about is the tranny.

[QUOTE]Originally posted by BlackRangerEdge
In regards to the 1.6 liter blower. Like someone else mentioned, we don't want to be greedy, but c'mon Whipple make it happen! Not only will we love ya for it, but we'll also throw some of our hard earned cash at ya for a 1.6 liter kit sometime in the futre.
QUOTE]

I think the 1.6L would be great. But lets all give SC3.0L a pat on the back before we start giving him crap for more, more, more. I never would of expected such a polished supercharger kit for the 3.0, so I'm gonna be happy for that at the moment.

*Pat on the back to SC3.0L*...

ok, that's done. More, More, More:E

Oh yeah, he deserves a major pat on the bat. Hell, if he was somewhere near, I'd buy him a case of beer just for keeping us informed and what not. I also praise Whipple for all that they've done. I'd like to buy everyone at Whipple a case a beer, but I think they'll be happy if I just purchase a kit. I think. ;)

i'm pretty sure they wouldn't mind having both! lol

lillitnn92, yeah that's what I'm saying. I have a Reg Cab 4x2 which is much lighter than that 4x4. I'm guessing that the 4x4 ix also an extended cab which also adds to the weight. With some extra mods, I figure my 4x2 will definately haul some ass.

We were told that Ford discontinued the sale of the extended cab 3.0L 4x4 option since it was too underpowered from the added weight. By the way our 4x4 Ranger is a single cab.

Also, although late we are currently in the process of installing the 100hr durability engine into a dyno cell today and hope to fire the engine tomorrow, check for leaks, and make sure that our dyno harness works, etc...

If everything goes well during the break-in actual testing begins this coming Tuesday (Aug. 26th) and therefore should finish no later than Saturday (Aug. 30th). We will take and post pictures so that everyone can see the entire SC installation with the engine out of the truck.

Finally, just before we pull the throttle wide open for the next 100 hrs we hope to perform (3) dyno pulls to get our advertised engine torque and horsepower numbers just in case she blows up. However, don't worry if she blows up at 240hp we will back down the power and try it again at 230hp. If she blows up again then we will back her down to 210hp. This will continue until we either run out of engines or test cell time, which ever comes first.

now that's what i'm talking about, the engine blew up? eh, hey frank! go get another 3.0! lmao, that's awesome,

oh yeah, sc3.0L, if you have contacts with ford engineers, ask one of them to give you a list of modifications needed to bolt this sucker onto a 92 model 3.0

also, i can't wait to put these stickers on my truck!!! how about you guys? There SHOULD be a pic below...

http://www.badazzrangers.com/superchargedstickers.jpg

Nice decals but I probably won't advertise for a while:nuts:

yep, i still like the "sleeper" look too, i might put them on the interior, dunno yet, i bought these decals about a year ago in hopes of actually being able to use them! lol, but you know, everone would probably think you don't have one, and you are just bs'n so i may just put them on anyways, lol

I personally would want to find another make of car that had a "3.0 supercharged" (or possibly 3.1-3.4 depending on if any block work is done) and put that emblem on. It would look sleeper, but still let people know what just beat them :).

~Russell

Originally posted by SC3.0L
First of all, I would like to thank all of you who took the time to come by and test drive the Whipple auto and manual 3.0L SC kit. In summary, verbal comments where very positive about torque, power, shift speeds, and shift firmness.

Also, please remember that the 4x4 Manual Ranger that was demonstrated was running 10-11 psi of boost and 100 Octane fuel. In fact, I have just returned from Milan dragway with the Whipple manual Ranger and here are the numbers. Please forgive my 60 foots since as mentioned before I am a dragbike guy and I am still learning and trying not to destroy this stock clutch.


1/4 Mile ET: 15.06 seconds




This is the real deal guys. I had the honor to drive the two trucks and you will not be let down with the results you'll get with this kit. After hearing everything he had to say about the product and the hisory of everything, all i can say is im sold.
-We'll have more info and pictures shortly.

Also Ed, you were pretty close at the 1/4 mile time you predicted :)

Originally posted by Taco
This is the real deal guys. I had the honor to drive the two trucks and you will not be let down with the results you'll get with this kit. After hearing everything he had to say about the product and the hisory of everything, all i can say is im sold.
-We'll have more info and pictures shortly.

I wanna see some pics! i cant wait to see more of what i already saw when SC3.0 posted the other pics. too bad no vid yet i cant wait to get that so i can show off to my friends of what my truck will be like sometime soon. heh ahhh i can only wait

well, what was the stock 1/4 mile of the truck before s/c? just wondering how many seconds/tenths, the stock truck improved with no drivetrain/traction components, just the supercharger.....cuz i run 16.4's right now in my 3.0, i hope i'll get into the 14's at least...

Before and after numbers would be nice but most people don't think of that.I'm sure with some work you could improve those 60 ft times by .500 good locker good tires traction bars and more experience launching a ranger. easily 14's

i have all of those modifications already
www.badazzrangers.com, click on modifications...

one day I can hope to put it on my 92...if someone finds out if it will work....

Originally posted by ajshades
one day I can hope to put it on my 92...if someone finds out if it will work....

I will be at Whipple Labor day and this is one of the things i will look at since I have a '91.

Me too since I've installed one on a 94 and know most of the problems associated with. Hey Brandon, who's bringin the beer? It is labor day? hahahaha.

Doug904.

Whipple supercharged 3.0L Ranger Vulcan dyno engine is ready to go first thing tomorrow once we perform an 8-hour break-in. We have 8,000 gallons of 93 Octane premium fuel available and hope it is enough to finish the 100hr wide-open throttle test.

I will have some pics of the dyno engine and setup posted soon!

Originally posted by SC3.0L
We have 8,000 gallons of 93 Octane premium fuel available This line needs to be followed with a series of Tim "the toolman" Taylor grunts.


I mean, holy moly, that's just nutz. God Bless you SC3.0L, I'm putting you up for Sainthood.

100 hour wide open throttle? Does that mean exactly what I think it means? That the engine just sits there for 100 hours at wide open throttle? Wouldn't that RPM's go way up and eventually it would just blow up, or are the RPM's controlled so that it doesn't spin widly and detonate? Then again, it could still blow even if the RPM's were controlled. I was just wondering as to what goes on in this test.

Well, I don't know. But since it's a dyno, they should be able to apply a decent load to the engine. Thus allowing, WOT without the revs jumping through the roof.

I wouldn't mind knowing what RPM the engine is run at though. Because if the engine runs 100 hrs straight at 5750 rpms, I'll be very, very impressed.

hey guys, how about emailing Trucks and telling them you would like to see an episode of the whipple supercharger install on a 3.0ranger

Here are some more pics.

http://www.imagestation.com/picture/sraid76/p9623230b661eb6e4e0d711a19d003bb4/fb46a02c.jpg
http://www.imagestation.com/picture/sraid76/pa06c5ed5a9010f92fc3247fcb8a40078/fb46a06b.jpg
http://www.imagestation.com/picture/sraid76/pe3459cb72870ec0d95a25d15b4c9182c/fb46a059.jpg
http://www.imagestation.com/picture/sraid76/pfd39e0ddc29209a539706fd428249edb/fb46a046.jpg
http://www.imagestation.com/picture/sraid76/pde5c7410a6a881d63cb1ea296995b3e0/fb46a03d.jpg

JDugan, did you post more pics of this? I can't find them but wish I could, I think this is as close as I can get to the whipple for now, since they don't even have our setup on their website anywhere.

Yeah there are 5 pics that 3.0LSC sent me from the dyno 100 hour run. Let it sit for a couple of mins might take a while to lad them all up.

Jon

Looking at the rear photo from the 3.0 things are looking good for the pre95 crowd. Now for hood clearance hmmmm.....

Doug904

Originally posted by Doug904
Looking at the rear photo from the 3.0 things are looking good for the pre95 crowd. Now for hood clearance hmmmm.....

Doug904

yeah, it looks that it wouldn't be an issue at all. the distributor would be out of the way from what i can tell. the hood clearence....well see.

Fliped the couch over today found a couple dollars in change maybe I'll have enough when me truck pays off. 8 more payments

I'm going crazy waiting until whipple actually has these for sale..... I never usually check my e-mail, and I've been checking it about 3 times a day for the last month, come on shonda send me the good news! I feel like I've been drinking coffee all day, I'm afraid I may have a heart attack when I finally have one in my hands.

lmao, only what? 5 more days til scheduled release? this is gonna be amazing, I have high 13's to low/mid 14's predicted for my ranger, i already have rearend/trans mods....i wonder...if the kit actually fits the 92 model 3.0, what maf/chip would whipple put out? would the new maf just "plug in" to the 92 model harness? would this work?

Anything on the electronic side is going to be home brewed. Whipple is not offering a drop in kit for the older trucks. I would wait and see if they would sell just the charger and the discharge and inlet castings and not order the whole kit. If you ordered the whole kit, it would mean you have a set of injectors, a maf and a reflashed ecu you could wipe your a$$ with.

Originally posted by dangerranger02
, what maf/chip would whipple put out? would the new maf just "plug in" to the 92 model harness? would this work?


No, from what I take your gonna need a set of 19lbs injectors, a pro-m maf cailbrated for a supercharged 3.0 and a FMU with a 8:1-12:1 ratio not positive yet. Let's find out what the kit has to offer first and then go from there. I don't think it comes with new injectors or MAF, not for $2600 but I could be wrong. I'll know come Monday.

Later Doug904.

Originally posted by Doug904
No, from what I take your gonna need a set of 19lbs injectors, a pro-m maf cailbrated for a supercharged 3.0 and a FMU with a 8:1-12:1 ratio not positive yet. Let's find out what the kit has to offer first and then go from there. I don't think it comes with new injectors or MAF, not for $2600 but I could be wrong. I'll know come Monday.

Later Doug904.


according to this it does....

originally posted by sc3.0L In other words, aside from the supercharger assembly itself, the kit also comes with a 4.0L Ranger MAF assembly, K&N Air Filter, 23#/hr injectors, and a 3.8L Mustang throttle Body. Therefore, a "reflash" is required no matter whether you have a manual or auto trans due to the new pieces that are fully recognized by the OEM computer.

yeah, I think that compression estimate is in the right neighborhood. I consulted my buddy w/ a 4.6 GT SC mustang, w/ a vortec, and I asked him what he thought about compression on one of these ranger setups. He seemed to guesstimate that w/ a 9:1 ratio we could probably push some more boost than when we first get the kit. BTW, what is our compression on one of these 3.0 from the factory?

well goodluck 92 guys - if it all works outwithout to many problems I will be right behind you in a couple months to get one

Again Doug and myself cannot stress enough that much will be learned on Monday when we get to see and test the 2 trucks. Doug has expreince with the pre 98 trucks with 3.0s and I drive a 91 3.0 daily so you early guys will be well represented. I know that pre 92 3.0 guys may have more difficulty due to the dual belt setup but that's another thing I'm going to take note on. Between those of us there on Monday, we will ahve plenty of notes to go over and see what turns up.

I believe compression is about 9.5:1 thimk I read it in my manual

yeah, I'm a bodyman w/ gearhead tendencies, I love modding anything, but I'm not too wise on engine compression, I'm sure between all of the guys on here that are going to be getting one of these, and those that don't who will still be here to talk about it , I'll probably be picking up pretty damn quick, so keep turning those wrenches and talkin to us. I'm listening

Factory compression 9.3:1
This is the highest compression ratio Ford has used in an OHV engine in many years. Sheesh, and people wonder why we ping...

My recommendations for a 92-94 3L setup:
No less than 24lb injectors (30 preferred). Get an aftermarket MAF burned for the SC and the injectors. That will let you run it until you can get a custom chip from a wide bad O2 run. Use the MAF transfer data and dyno readings to burn the chip. Bingo!
FMU's are a pain and they are not as reliable.

boss, with the larger injectors, do you recommend a larger pump? such as a 155 in tank setup? and what about ignition system, i plan to run the msd products listed on my modifications page on www.badazzrangers.com (http://www.badazzrangers.com)

sweet god I need the whipple this is getting more drawn out than two parapalegics in a foot race.

well I know that they are saying that these are for 2000-present but I am wondering if I can use this thing too. Anyone got an answer?

Originally posted by Irish_Ranger
well I know that they are saying that these are for 2000-present but I am wondering if I can use this thing too. Anyone got an answer?

it's still a question that will be determined when someone does it on the older models. so far we think basicly it will work. the only thing is the reprograming of the computers. thiers is only for the new models, so us older guys will be left to figure that out ourselves. what Boss says about 4 posts up about covers it.

And the wait continues until Monday when we can hear from Doug and Brandon and their impressions of the kits. Who knows, maybe I'll even buy one in the future, but only if my truck could get into the high 14's with not a whole lot of work. Oh well, I'll just live vicariously through the rest of ya'll, hehe.

i'll more than likely get one after this fall semester for my 92 3.0, mid decemberish...lol, so i'll post during and after install, headers are going to be next, within two weeks at the latest

Three words:


Income Tax Check.


:E

155LPH would be fine, that is what I'm running.

guess what...tomorrow is monday, lol

Originally posted by John Moorehead
Three words:


Income Tax Check.


:E

or...

"Need a job"!

:mad:

Lemme rephrase: Income Tax RETURN check.

I work full time at an automobile factory (Nissan Motor Manufacturing in Smyrna), so I definately have a job. 48+ hours a week, plus college, plus ROTC. Full schedule to say the least.

Tax return this year should be over $3K (Zero dependants). Just the right amount!!

so todays monday, where the superchargers at?

Originally posted by John Moorehead
:mad:

...I definately have a job.

Oops, sorry John, let me rephrase:
My three words are "need a job"!

I'm "unemployed" on 30 SEPT, the wife and I are still living in a 6x10 pop up camper with 2 dogs, the Ranger is still down and I have no place to wrench on it, and we close on a house on the 8th...
Doh! I feel your pain with the full schedule.
On 1 October the VA picks up my claim for disability and vocational rehab, I might get a life then, who knows.

Anywho, back to the post:
Check the stickies at the top of the board, there are new updates, pix and some wonderful news on the 3.0L superchargers, I may have more after next week...

Ah, I see now. No harm, no foul, right? :hug:

Sorry to hear about everything. BTW, love your sig!!

One thing I would recommend to anyone who is gonna install the Whipple kit is that if you have a 5 speed truck, install an aftermarket clutch. The stock clutch was slipping bad when we left Monday.

alright, i dont feel like reading this all, how much is it costing total? and how much work/maintenence needed?

how much extra hp? how much space does it take on top of the motor? which style supercharger is it?

thanks

If you're not taking the time to read it, I'm not taking the time to post it.




what an arrogant attitude.

If you're not taking the time to read it, I'm not taking the time to post it.
Thats what I was thinking. There are so many details and updates and whatnot that you need to read it.

~Russell

Originally posted by WaitinToDrive
i dont feel like reading this all

:rolleyes:

if you'd read the other sticky at the top of the 3.0 board you will find all the information you need - it has pictures, hp info and basicly everything that was covered in this post....

wow...what a ****....


i can't wait to save up some cash for this! :)


-paul

Check his profile:
Occupation - 12th grade
That says it all.

WaitinToDrive: If you don't read, you can't learn. Just a fact of life. You may want to try the search button.

you might want to try the little X button in the top right also....

BOUT DAMN TIME! thats all i will say

has anyone been able to break through all the chaos and order a kit yet? j/w

:lol: sorry boss I had to put something up that was funny

Originally posted by dangerranger02
has anyone been able to break through all the chaos and order a kit yet? j/w


I wish danger, I really do but I haven't heard any good news about where I can get one in a while.

Everything is relative!

From the SC customer perspective I hope that it is more like anxiousness. However, from Whipple's perspective it is chaos trying to get this kit out to the masses and keep everybody satisified.

Between 2000 and 2004, Ford has released 31 different calibrations which end up as different PCM part numbers.

For example:
-2000 has EGR, 4R44E & M5 Transmissions. FFV's have a 4R44E auto.
-2001 has EGR, 5R44E & M5 Transmissions. FFV's have a 5R55E auto.
-2002 has no EGR, 5R44E & M5 Transmissions. FFV's have a 5R55E auto.
-2003 has no EGR, 5R44E & M5 Transmissions. FFV's have a 5R55E auto. Unfortunately, they changed a machining process on the AC compressor that hits the bottom of the SC.
- 2004 has no EGR, 5R44E & M5 Transmissions. No FFV's. Still maintained machining process on the AC compressor that hits the bottom of the SC. They also have a new camshaft, new PCV connectors, New MAF, New MAF connectors, New Purge Valve, and a few annoying items.

Now this is Chaos!

which transmission is better the 5R44E or the 5R55E??

Ford auto transmission nomenclature is the following and we will use the Ford Ranger 5R44E transmission:

5R refers to five ratios or gears
44 refers to 440 ft-lbs of torque capacity
E refers to electronic

Therefore when comparing the 5R44E and the 5R55E the ladder transmission is designed to handle 550 ft-lbs of torque. But before you get too excited note that during maximum torque converter slip the output of the converter is mulitplied by roughly 2.0. In other words, for a 5R44E the maximum engine torque should never exceed 220 ft-lbs of torque.

On the contrary, for a 5R55E the max engine torque should never exceed 275 ft-lbs of torque.

If you are familiar with torque converters maximum slip (maximum torque multiplication) occurs at idle. However, as the converter approaches its' "stall speed" the multiplication goes to nearly 1.0. For the 5R44E you can assume for simplicity that the stall speed occurs near 2000 rpm.

Let's work with engine output torque since this is what really matters to the transmission. The Whipple SC kit makes approximately 245 ft-lbs (corrected) of torque at 2000rpm.

At 3000rpm the base Whipple SC makes about 280 ft-lbs of torque. Theoretically, if the SC is able to make full boost at idle with the converter at full slip the input shaft of the tranmission would see 560 ft-lbs of torque and probably destroy the trans instantly. When this scenerio occurs, then the engine management system is responsible to limit the engine torque to save the transmission.

Ok thanks for the clarification. Now that brings me to a few more questions... Seeing as how I have a FFV which comes with the 5R55E as stated by you, is there any special system that the FFV owners are able to obtain over the norm. or is there only a single type of engine management system available (seeing as how I am unable to get E85, losing the FF capabilities hurts my feelings none)

By you having a 5R55E that means that you should be able to run the race only special module/smallest pulley option at 270hp and 270 ft-lbs of torque without destroying the auto trans. In fact, Ford has given us the okay to push 300 ft-lbs of engine torque for the 5R55E if we wished. However, you need at least 104 Octane Fuel and I believe that I have seen near 12 psi of boost lately with the calibration.

Also, the RPS team drove this 270hp calibration while they were here in the manual 4x4 test vehicle. Note this was only a demo of the capability of the sc kit and engine management system.