super charger questions

v8ranger · Post by **v8ranger** » Fri Dec 05, 2008 3:22 am

I am looking to be putting on a paxton super charger on my 5.0 Ranger. Do I need to have a special carb? I am running a 600cfm Edelbrock carb and GT-40 heads.

And I am running a E-303 cam and im looking to change it and get something with more mid range power. Is an F303 or X303 a good choice??? and what kind of idle do they produce???
Thanks all...

cgrey8 · Post by **cgrey8** » Fri Dec 05, 2008 8:17 am

Both of those cams you mentioned are higher RPM cams as compared to the E303. I'd recommend staying with the E303 if you are going supercharged.

However if you just want a lower RPM torque cam, my recommendations would be the Crane 2020 or Crane 2030.
The 2020 is a lower end cam, far better suited for a truck and better than the E303 at RPMs below 5500.
The 2030 is an all around better cam than the E303, but looses some torque as compared to the 2020 at lower RPMs (i.e. below 3000).

That catch with these cams is you'll need aftermarket springs to prevent bind. Stock springs usually bind around .510" lift. The E303 has a .498" lift which is just shy of bind. But these Crane cams lift in the .530" and .544" lift range...well within the range of aftermarket springs, but beyond what "stock" springs can handle.

v8ranger · Post by **v8ranger** » Fri Dec 05, 2008 10:03 am

My problem is, I loose torque at 3000 or so at high was speed. At 65 im at about 2100 RPM's and it realy seems doggie. Low end torque is not a problem.

plowboy34 · Post by **plowboy34** » Mon Dec 08, 2008 6:05 pm

We have the the same basic engine in my son's truck, we just have the "P" heads. We don't have that problem but we do have an AOD instead of a manual trans. If your talking about being in 5th gear it is going to be a little doggie. If your not talking about being in 5th gear maybe something with your ignition is off, my son's pulls great all the way to 5800rpm.

As far as the supercharger through the carb, yes you need a special carb. It is called a blow through carb, you can convert a carb to it but they do not work as well. I would highly recommend getting a blow thru carb.

87ranger · Post by **87ranger** » Tue Dec 09, 2008 7:08 am

actually it depends on the blower kit, if it has the paxton enclosure it pressurises the whole carb making it run and operated just lke it would in atmospheric conditions, if its just a "hat" then you do need a blow thru carb

v8ranger · Post by **v8ranger** » Tue Dec 09, 2008 7:32 am

Yes, it is when im in 5th gear. shifting down to 4th it pulls good. Just figured it wouldnt be real doggie in 5th. I think the carb enclosure would be the way to go for now then. I have priced the blow through carbs and they are very pricey.

MalcolmV8 · Post by **MalcolmV8** » Tue Dec 09, 2008 9:59 am

v8ranger wrote:I have priced the blow through carbs and they are very pricey.

I'm new to carbs and s/c in general. What's pricey? How does it compare to EFI? Just curious.

v8ranger · Post by **v8ranger** » Tue Dec 09, 2008 11:16 am

The " blow through " carbs are starting out at around $600 and have seen them up to $1,000. So for me to save $3,000 for the setup might take me a while.

cgrey8 · Post by **cgrey8** » Tue Dec 09, 2008 11:45 am

I setup my Ranger 5.0L with EFI including a tuner and software for less than that.
$100 for the EEC
$180 for complete Mustang main, injector, and O2 wiring harness
$550 for TwEECer RT
$100 for BE and EA software to use it PROPERLY
$160 for an Innovate LC-1 wideband

However with a supercharger, you'd need aftermarket injectors. Used 36 to 42lb injectors on eBay are usually not more than $100 and new ~$300. And you'd likely want to upgrade the stock 88lph fuel pump with an aftermarket one. I got a TRE Performance 255lph fuel pump from eBay for ~$60. Of course, I don't need nearly that much for a stock engine. I just got it because I planned to do my 331 stroker project MUCH sooner than this and I wanted the fuel pump in place.

The cost of the supercharger you go with will vary depending on whether you get a centrifugal or screw-type. But the cost of the supercharger would be money spent either way. For the difference in price, EFI is probably a tad more expensive but assuming you already have a laptop, it's much more fun to tune.

87ranger · Post by **87ranger** » Tue Dec 09, 2008 2:56 pm

just go turbo and take the money youde save and b uild a nice tunned port intake and injection setup

v8ranger · Post by **v8ranger** » Wed Dec 10, 2008 5:39 am

I am " old school " I guess. I dont have the smarts to do all that EFI tuning. I like to keep it simple. I like my carb set up. Just looking for more power as we all do lol. Maybe I should save my money and start with a 347 stroker kit. Or even get a 5.8L and stroke that. But thats a big wish list again LOL.

cgrey8 · Post by **cgrey8** » Wed Dec 10, 2008 6:47 am

The 347 stroker isn't that unreasonable. In fact, it has many advantages over the 5.8L/351 which mainly is it's almost the same cubes in a block that fits where a 302 does and can use 302 equipment like 302 Ranger headers, 302 intakes, etc. Upgrade to 347, install a mild-but-high-lift cam, stronger valve springs (if you don't already have aftermarket springs), and a mild port job on stock heads will do wonders. You could leave the heads as-is, keep the E303, and you'd still have some pretty impressive gains...probably more than a Ranger needs for a typical street application. My guess is you would be well into the 325hp range. The limiting factor would be the heads choking the engine at higher RPMs. But they would not be a limiting factor at the bottom end which means you'd reap the benefits of the stroker with more low end torque. But of course with the additional torque that a longer stroke, more CID, and higher compression give, you'll need to think about your tranny. An AOD that's good for a stock 225hp engine is going to be pushed pretty hard with 325hp. You'll really want to get all the "stock" upgrades possible done to it to make sure it's up for the task. Same is true for the T5. Stock T5s, even T5s that came in 5.0L GTs, are probably a tad weaker than stock AODs. If you want to keep a manual with the torque of a performance-oriented 347, you'll want to get a T5 upgrade kit installed on preferably a Cobra T5 since the Cobra T5s were the strongest production T5s ever made. Or you could get the aftermarket T5s that are rated 330-500ft/lb range. I paid right around $1100 for my aftermarket FMS T5 rated to 330ft/lbs. I don't know what the Astro 500ft/lb T5s sell for. Either way, you'll pay for it up front with a properly sized tranny or over time fixing busted T5s.

v8ranger · Post by **v8ranger** » Thu Dec 11, 2008 7:15 am

I all ready have lightly ported GT-40 heads and a T-5. I know everyone says keep the E-303 cam, but I am not real imprested with that cam. Dont get me wrong, its ok at this point, but im just looking for more mid range power and torque. With ruffly 275HP low end power is never a problem with as light as the Rangers are. I want more mid range and a little more lope in the cam without setting the timing to low. Decreasing my timing make it lop more but messes with the take off. I think I need a better upgrade cam and springs to acheive what I want. Any suggestions?

plowboy34 · Post by **plowboy34** » Thu Dec 11, 2008 7:50 am

What do you have your timing set at now?? My son's lopes very good, when you start it in parking lots and stuff people are looking cause it doesn't sound at all like a Ranger is suppose to.

v8ranger · Post by **v8ranger** » Thu Dec 11, 2008 2:36 pm

I dont remember what I set the timing at. Dont get me wrong, it has a lope to it, just not as much of a lope that I hear in other hot rods.