Project Red Storm Gets a Huge Boost with Whipple Superchargers

Allow me to reintroduce our newest task vehicle here at Ford Muscle! You may be familiar with the project we’ve already been actively progressing on named Project F Phrase . We love our outrageous little 1969 F-100, and now we now have a counterpart for the old gal, and its name is Project Red Storm . The 2018 F-150 4X4 individual cab is the perfect base for any really badass project vehicle, specifically given its 5. 0-liter Coyote powerplant.

The F-150 is about to visit under the knife and be transformed along with help from some of the best names in the industry including Whipple , Eaton , Moser , Stifflers , AmericanTrucks , and more, and we’re therefore happy you’re along for the trip.

We gave a quick rundown on the direction the particular project would be headed back in 06 when we introduced a portion of its Maxtrac suspension , but now it’s time to begin making real power.

As we mentioned before, our friends in Whipple have been super supportive associated with Project Red Storm. The supercharger was installed in-house at Whipple headquarters in Fresno, California, plus seeing as our truck is a Ca native, it was of utmost importance that the supercharger we chose was CARB-legal. We all went with Whipple’s F-150 Style V Stage 2 supercharger package.

The Supercharger

The truck’s owner, Sawzag Lukason, knew he wanted to choose Whipple from the very beginning.   “We decided to go with the Whipple Supercharger depending on its stellar reputation for dependability and performance, ” Dave described.

With that in mind, we approached our friends at Whipple Superchargers to decide on the best supercharger for the F-150 and decided on the 3. 0L Gen V Stage 2 package. The installation was done in the first stages of the COVID-19 pandemic, and therefore, Whipple was still developing a model for the truck. (FYI: the production edition is now available for purchase. )

“This was a prototype for the F-150 — the first one, ” explained Whipple Superchargers’ Dustin Whipple. “We didn’t possess a production calibration for the new package, so we used our previous manufacturing, made necessary changes, and the outcome was amazing. ”

The particular 3. 0-liter twin-screw supercharger using a huge 150mm front feed inlet was chosen for the completely share engine, boosting power to the celestial satellite! But we’re getting ahead of yourself here. What separates the Phase 2 from the Stage 1 could be the addition of an unique “Roval” 132mm billet throttle body pre-set along with factory electronics. The throttle entire body that Ford equipped our F-150 with was a mere 80mm. On any positive shift blower, the throttle body could be real restriction –  especially using a blower capable of moving this much surroundings.

Whipple informed us that this supercharger can produce as much as 685 lb-ft of torque and 775 horsepower to the flywheel. It includes a 3×4 rotor combination with enhanced sealing, as well as higher efficiency and much more power production than Whipple’s prior generations.

The upside down supercharger is designed to fit into the area of the Coyote’s block, just over the direct injection system, because of its “upside down” integrated style. This design allows for Whipple to incorporate the industry’s largest air-to-water intercooler in the kit to decrease temperatures plus minimize pressure drop. The intercooler is nearly 55% larger than competitive variants, and allows for cooler, denser surroundings leading to more (and safer) strength. An included high-flow intercooler push offers double the flow associated with typical, standard units. An extra-large heat exchanger offers nearly 150% more volume than competitive items, and Whipple also equips it with an oversized aluminum intercooler tank which mounts behind the fender. It offers the intercooler system more than three gallons of capacity for chillier air temperatures, less heat saturate, and more power.

And returning to that calibration — Whipple worked super hard to develop supercharger software program that reconfigures things like fuel, ignite, knock detection, torque management, tranny control, and electronic throttle manage. The vehicle’s PCM keeps the particular engine in its perfect parameters via consistent monitoring of torque output along with other details. If something slips, Whipple’s calibration will automatically reduce improve and torque output so as to not do damage. A 3-bar CHART sensor measures manifold pressure below boost, and an air heat range sensor properly sparks advance in a variety of RPM points. Meanwhile, the particular F-150’s 10-speed transmission is recalibrated to keep the engine in its maximum torque range at nearly all RPM points while still allowing for rough-road, tow, eco, and sport settings.

Included in the box could be the supercharger itself, intercooler, oversized Crusher air system, and PCM development via the new Whipple flash device called Tomahawk, which also enables the user to read and erase requirements and customize wheel and axle sizes. Whipple also includes Bosch MU52 55 lb-hr fuel injections (replacing the stock 17 lb-hr port injectors), all parts plus hardware required for installation, and in-depth step-by-step installation instructions.

And did we mention that whenever installed on a 2018-2020 F-150, this particular supercharger is 100% SMOG lawful? This system can safely and lawfully be used in all 50 states!

“Through testing, Whipple acquires an Executive Order (EO) through the California Air Resource Board (CARB) stating the addition of the supercharger keeps emissions compliance to their standard, that is the most stringent, ” explains Whipple product line director Nick Purciello. “With the increasing number of states implementing CARB standards, it is more important right now than ever that we obtain this qualification. Customers then have the piece of thoughts knowing their supercharged vehicle are available and sold legally across the country while not having to worry when it comes time for examination and registration. ”

The Installation

The particular installation process is intricate, and we turned to the experts for this part. Even as we said before, Project Red Surprise was delivered to Whipple headquarters exactly where she underwent a baseline dyno draw before going under the knife — yet more on that later. We will not bore you with all of the nitty gritty information on the installation, but here is a simple overview of what you can expect should you choose this particular supercharger for your truck. The aforementioned incorporated installation instructions will break this particular down into an easy-to-digest process to suit your needs when you’re ready to get moving.

It should be noted that our truck’s Coyote was 100% stock before the installation, and yours can be as well. This supercharger was specifically designed with this type of application, with no additional adjustments required for big power right out from the box. It will fit under the manufacturer hood, the engine block does not need to become cut or ground, and no additional interior modifications are required. Whipple has additionally equipped the kit with plug and play wiring with male and feminine connections for ease of installation.

Parker Ruiz from Whipple began by disconnecting the mechanical fuel pump control module electrical connector plus battery, before draining the coolant and removing the radiator envelop, enfold. Our F-150 doesn’t have a front side camera, but if it did, that will connection would need to be undone, combined with the windshield washer fluid connection. Both upper and lower grille shell section had been removed. All connections were unfastened to allow for the removal of the factory airbox, and all lines to the intake a lot more, including both brake booster fast connect lines, EVAP solenoid electric connector, electronic throttle electrical connection, and others were removed. The heating unit tube on the passenger side from the block was removed, before disconnecting the driver side heater tube fast connect fitting and carefully eliminating the factory fuel line.

After removing the feed collection from the factory port injection program to the direct injection mechanical push, as well as the fuel rail foam addresses, and disconnecting all fuel injector connectors, you will need to loosen the 4 bolts holding the fuel side rails down, and the eight manifold-to-cylinder mind bolts. The push pin in the engine loom tied to the consumption manifold was removed and the consumption manifold could be removed from the motor. After cleaning the intake a lot more to cylinder head surface and setting up tape over the exposed ports, the particular intake manifold runner control (IMRC) solenoid and IMRC position messfühler connectors were covered with electric tape and secured to the manufacturer loom at the rear of the engine. Then your actual installation could begin.

The supplied temperature a lot more absolute pressure (TMAP) pigtail had been connected to the stock MAP sensor connection to await installation to the TMAP sensor later. The supplied ignite plugs were then gapped in order to. 028-inch before applying a light layer of anti-seize and installing. The particular coils were then reinstalled on to the plugs.

The water pump pulley was removed before needle nasal area pliers were used to rotate the particular factory pinch clamp at the drinking water neck towards the driver side intended for future clearance of the supercharger. Right after switching the stock O-ring through the factory bank 2 heater towards the newly supplied one and setting up it into the port, the electrical circulating pump and bracket had been removed from the engine. Three manufacturing plant fasteners were removed that linked the timing chain to the mind cover, and one from the water push (for the new idler plate).

The supercharger support group was then installed onto the rear of the idler plate, but remaining loose for now. Three support appears were installed onto the front idler plate, and the idler plate had been secured to the engine. The 4 supplied O-rings were installed on to the fuel rail adapters just before installing the fuel rail connectors to the fuel rails. Then, the particular fuel PSI sensor was taken off the factory fuel rail plus installed onto the adapter. Right after equipping with O-rings, the intake and exhaust fittings were installed into the energy inlet block. The supplied -6 ORB plug was then put into the extra port. Two a lot more O-rings were installed onto the particular inlet and outlet fittings before installing the particular fittings into the rear side from the fuel rails. The supplied injector shims were installed to the injector port of the supercharger housing. After that, the fuel injectors were set up to the fuel rail, and the provided fuel injector position lock mounting brackets were installed to clock the particular supplied fuel injectors into the right position.

The fuel injectors, side rails, and lock bracket were set up to the intake manifold and guaranteed, before the supplied fuel crossover collection was installed around the back of the supercharger. The supplied bypass actuator had been installed onto the bypass nipple and nipple on supercharger casing before securing with a zip tie up. Three supplied O-rings were set up into the supplied quick connect fixtures, before the fittings were installed to the proper ports, and the supplied 6AN plug with O-ring was set up into the lower port of financial institution 1 . The supplied silicone pipe was used to install the eighty. 5-inch cord using Whipple’s representation to route it correctly.

A supplied pre-formed O-ring was installed onto the top closing surface of the supercharger housing. After that, the supplied 3-bar TMAP messfühler was installed onto the front from the intake manifold and the eight provided manifold O-rings were installed in to the Whipple intake manifold.

After ensuring that the supercharger had been on a flat surface, the oil fill up plug was removed and the air compressor was filled to the bottom from the fill plug (4 fluid ounces). The compressor was rocked to and fro before the compressor/rotors were spun with the pulley so that the oil would fill up the bearings.

The particular previously installed tape was taken out of the cylinder head’s exposed slots and the surface was cleaned, prior to the supercharger housing (without the lid) was installed onto the motor. Four supplied bolts were set up in the outer bolt holes plus six larger bolts with provided O-rings were installed under the mind. Supplied bolts were secured towards the front support bracket, before applying torque to all ten manifold bolts within a specific pattern. The water pump pulley has been then reinstalled, and a supplied inner bypass O-ring was installed towards the lid bypass passage.

The supercharger lid was then installed on to the supercharger housing, carefully putting the bypass down. The cover was secured with a total associated with 20 bolts in a specific design. The evaporative emissions canister free valve (EECPV) bracket was slid under two bolts. The manufacturing plant passenger side rail fitting had been then connected to the DI pump stock hose and the factory fuel inlet line was connected to the driver part fuel fitting. Then, the manufacturing plant fuel PSI sensor connector has been connected to the sensor. The EECPV had been slid to the previously installed group before the factory plastic quick link fitting was connected to it. The particular two-way electrical connector was also coupled to the EECPV.

A supplied line with a quick connect fitting has been installed to the EECPV barb appropriate and upper quick connect fitted on the supercharger’s inlet. A provided brake aspirator hose was set up from the brake booster to the reduced quick connect fitting on the supercharger inlet. Then, a supplied PCV hose was installed to connect the particular passenger side valve cover as well as the supercharger inlet via quick link fitting. Eight fuel injector electric connectors were plugged into the new gasoline injectors. The water neck vent collection hose clamp was rotated to manage forward to avoid leaks, and the manufacturing plant heater hose quick connect had been connected to the factory heater tube, just before connecting the factory heater tubes to the previously installed plastic drinking water fitting.

Utilizing the particular supplied step spacer and the t-nut in the idler plate, the provided smooth idler pulley was set up. Then, the supplied grooved idler pulley was installed onto the particular idler plate using included stage spacers. The supplied circulating water pump bracket was secured to the control device cover stud. The stock moving water pump was installed on to the new bracket using supplied t-bolt clamp and rubber strip prior to reconnecting to the factory hoses making use of stock clamps. Then the supercharger pulley was installed.

Using Whipple’s routing diagram, the supercharger belt was installed. The intercooler pump motor was connected to the water reservoir having a supplied clamp and rubber remove before installing the supplied rubberized hose and pinch clamps.

The factory radiator closeouts were removed from both sides from the radiator and the stock horn group and horns were also taken out. The horns were then moved from the factory bracket to the provided version.

The low-temperature radiator was then installed, ensuring that it wasn’t touching the stock radiator, and the horns were reinstalled. Then, the intercooler reservoir had been installed. This was a multi-step, although relatively easy, process.

A provided electronic throttle pigtail was after that installed to the factory electrical connection and routed to the left side from the vehicle to be connected to the throttle entire body later. The throttle body within the Stage 2 kit is Whipple’s 132mm Crusher throttle body, that was installed to the supercharger inlet utilizing a supplied gasket and hardware. After that, the electronic throttle extension had been connected to the electric motor.

The stock coolant reservoir’s drivers side bolt was removed to set up the intercooler filler T-bracket beneath the coolant reservoir mounting tab prior to the bolt was reinstalled. The for filler injections tee was then secured towards the bracket, and the bracket secured towards the valve cover. An included rubberized hose was installed from the financial institution 2 outlet intercooler fitting towards the intercooler filler neck and each ends were secured with touch clamps. Then, the supplied decrease airbox was installed in the stock location, fitted with its filter, plus topped with the upper airbox.

A supplied rubber grommet has been then installed onto the supercharger inlet tube with a quick link fitting, and a supplied silicone line was installed over the air inlet tube and airbox lid. An additional silicone hose was installed within the throttle body before installing the environment inlet tube between the filter plus throttle body. One more silicone hose pipe was slid over the throttle entire body before all ends were guaranteed with the supplied hose clamps.

A supplied make-up air flow hose assembly was installed in the driver side valve cover towards the quick connect fitting in the air pipe. Using the stock hole in the electric battery box, a supplied push pin number was used to secure the intercooler relay and fuse holder towards the battery box before routing the strength wire to the main power guy on the battery side. Then, the floor wire was routed around the front side of the battery box and back again toward the fuse box. The particular nut on the power stud (located on the positive battery connector) has been removed, and the intercooler pump exchange power eyelet was installed towards the power stud on the battery’s good stud and secured.

The ground bolt on the passenger part inner fender was removed, the particular intercooler pump relay ground eyelet was installed, and the factory bolt was replaced.

In the fuse container, the red 10 amp blend from position #F17 (ABS) has been pulled and placed in the abandoned fuse slot on the fuse touch. The supplied fuse tap has been installed into the #F17 position. The particular relay/fuse was then secured along with zip ties, ensuring that all other cables were clear of the belt program.

The engine coolant was replaced with a Ford accepted engine coolant, and Whipple furthermore recommends running two bottles associated with Redline Water Wetter. Finally, the particular battery was reconnected, and a 50/50 mixture of coolant and distilled drinking water was added to the intercooler program, before  the Tomahawk device had been used to reflash the PCM. As soon as that was complete and the truck has been ready to roll, the radiator enfold and grilles were replaced plus previously removed connections made. It was time to hit the dynamometer!

Before and After Dyno Assessment

Before heading to Whipple headquarters, we decided to notice where Project Red Storm has been at in the power department through the factory. On the Ford Muscle in-house Dynojet dyno, the F-150 put down a best of nearly 365 horsepower and a touch over 387 lb-ft of torque at the wheels. Due to the fact we understand that all dynos read through a little differently, the decision was designed to make one more baseline dyno check on Whipple’s in-house dyno. That will testing resulted in a best pull associated with 350. 49 horsepower and 351 lb-ft of torque.

Finally, after the set up was complete and double-checked plus calibration was worked out to a To, the truck let it rip towards the tune of 650. 78 hp and 529. 27 lb-ft torque capacity at the wheels. That’s an inclusion of 300 horsepower and almost 300 lb-ft of torque. Truly amazing stuff on an otherwise stock (and emissions-legal) truck!

“The whole project has been incredible through the initial installation process to the functionality gains that we achieved, ” Dork said. “Dustin and the people on Whipple have been great to work with, and also have put together a kit that has replaced all of my expectations. I’m looking towards the upgrades to come to see what sort of power we can make out of this Style V 3. 0-liter Whipple supercharger. ”

In the next sequel of the Project Red Storm tale, we’ll get to work squeezing a lot more horsepower out of the F-150 with a transformation from SMOG-legal to “race-ready” as well as the addition of E85 and custom made tuning. Stay tuned!

This post was originally published on this site

Related Posts

Leave a Reply

%d bloggers like this: