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Discussion Starter #1
I have a 94 thunderbird LX V8 and am looking to supercharge. The only thing is that the car has 146k on the engine and am worried its going to blow up. YOu guys think I should replace the ngine first or is there some way I can beef up the existing engine so that it can take the stress of a supercharger?
 

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02 Explorer Pioneer
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A supercharger is a gamble on any stock motor. I have 85,000 blown miles on a stock explorer motor but I know of others who have grenaded in just a couple thousand miles.
 

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well hows it run for starters? idle? any smoke from the exhaust? has it been kept up and maintained? does it use up oil? any knocking or other sounds from the motor? hows the tranny doing? shifting? any slipping? if it is all good keep the boost low and get it tuned good and have fun boosting it
 

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Discussion Starter #4
alright because all those things are fine so i guess a new venture into the unknown of putting in a supercharger.
 

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Discussion Starter #6
I honestly have no idea just basically wishing and hoping right now. I want Allen though.
 

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Resident drifter
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if you go 6psi, you would be fine with an engine, say with 30,000miles, but with 150 it is a gamble. It will probably be ok, if it was taken care of correctly, but just dont be surprised if it blows up.
 

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02 Explorer Pioneer
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No stock modular except for the new SC'd Cobra have any better internals. All the same powdered rods and weak pistons
 

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If the engine is in good otherwise working and running condition, don't even worry about the mileage. Go with the Allen kit like you originally intended, run it with the 3" pulley and don't look back. There are plenty of high mileage blown Supercoupes running the streets without a single issue, so I don't see why it would prove any different with the 4.6L SOHC, as long as you keep power levels within reason.
 

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hey guys i dont wanna start another thread so i thought i'd ask here.

in maybe 6 months or so once i have more than enough funds im hopeing to get a vortech no idea on which one just pretty certain i want to get a centrifugal. im just looking to see how much boost you guys are running (specifically anyone with an explorer engine). i just put an explorer in my car in january and probably have about 24,000 miles on it now and im wondering what would be safe.Its still my DD for now but with everything i have planned it just wont work very well as a DD when im done,so eventually it'll be just a weekend car.

i just dont wanna kiss my pretty new motor goodbye prematurly
 

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does allen sell their kit without the supercharger, cos i've already got a damned m90
 

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Unless you've got a Gen III M90 ('94-'95 Supercoupe) and the front snout is machined for the alternator suport bracket, you'll need to stick with their unit that comes with the kit. As for whether or not they'll separate the kit from the blower....you'll have to ask Scott for yourself.
 

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AED Specialist
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Always funny to read these type of posts...

Ok, the truth is the 4.6L engine is notorious for having a very strong bottom end with 4-bolt main caps and a deep skirt. WINDSOR built 4.6L engine have
4-bolt main caps with dowel pins as well. Stout stuff for any engine.

The top side of the engine is bolted together using steel laminated head gaskets. The weak part is the piston design and powder metal connecting rods. I don't care what anybody tells you they have done with their car. I don't care what you have read in magazines.

The hypereutectic pistons have given out on NATURALLY ASPIRATED 4.6L engines. Cracked ring lands, broken rings lands, and/or holes in the oil feed holes are very common. The connecting rods are usually spun well past their engineered tolerances and with boost pressure present they have been known to shear the bolts out of the caps and send the rods through the block. Or they just snap at the mid point and create a nice mess.

To supercharge any 1991-2004 4.6L 2V SOHC engine is a gamble. High or low mileage...does not matter.

I had 20k on my 4.6L when the 4.6L piston gave out and broke a ring land. There was only a small warning sign that I had before it let go. Excessive blow bye was seeping through the intake manifold. It just laid over and stopped pulling on the high end. The car was tuned by Jerry W. so I don't think you can argue it was a bad tune.

If you have the very best dyno tune...things can still go wrong. Bad gas could easily cause the engine to knock. Imagine a fuel pump going out or something as simple as a bad tune letting more spark timing advance when it should be pulling it back.

Even the best scenarios cannot be controlled. This is why Ford used forged pistons, forged connecting rods and a forged steel crank for the 2003-2004 Cobra. They didn't want you coming back looking like a 2V engine.

So the bottom line here is...but a blower on the 4.6L and you are on borrowed time. How long? Depends...really it does.

My new 2000 4.6L engine has lasted 6 years with 10-psi of boost. It is a completely stock GT engine. Will it last forever? No.

The Ghost,

Every couple of months somebody asks the same question you do. Clearly you have not done any homework on your own. Frugal, perhaps, but most likely just cheap. The M90 that ALLEN uses on the REV-I kit is actually a GEN-III M90 with an "S"-port. Hence the name M90S.

Any blower you pick up from a used SC or XR-7 is going to be at the best just a plain GEN-III M90. Most of them will be GEN-II's. The snout is a different length on the ALLEN kit and also machined to accept the clamp for the ALLEN kit. Also, you are getting a brand new M90S, not a used salvage yard unit that you might have to rebuild.

The new ALLEN kits (REV-II only) use the GEN-V Eaton M90 which is the best of the best. What you should be doing is figuring out how to fit the GEN-V M90 to the REV-I kit. That would be something you would be commended for.

Hmmm...try something new...something different.

A-Train
 

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i added my blower at 100k and ranit till 125k with 6 psi starting out then went to 8 psi the car ran 12.17, but the motor has used oil before i installed the blower, the motor is still going strong, but ive decided to give up and install and explorer motor, and yes the tune is one thing it has to right, but as Atrain said its a risk, another thing is keeping the ol change which i do ever 2-3000 mile no more than 3 but with that mileage id fine a lower mileage motor

Robert
 

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The Ghost,

Every couple of months somebody asks the same question you do. Clearly you have not done any homework on your own. Frugal, perhaps, but most likely just cheap. The M90 that ALLEN uses on the REV-I kit is actually a GEN-III M90 with an "S"-port. Hence the name M90S.....

A-Train
I'm very well aware of what the M90S is, I came from owning a supercoupe and did quite a bit of homework on it. I have an M90 blower that I can *have* made into a hybrid S-port / MPIII style that I have no other use for.
Yes it is frugal, but I've got no idea wtf else to do with that M90 that's consuming valuable space in my garage. I've read the whole Allen article, read the FAQ, read their website and wondered if I could get away with using the adaptors and simply had the M90 I already have matched to the intake, nor did I see any information on the allen website for specific components of the kit.
It is a Gen II blower that is in very good shape pulled from a 35th anny SC. The SC it came from had low miles and had been retired to the junkyard due to a blown headgasket.

-ghost
 

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I would liek to confirm that the pistons are the #1 issue with supercharging these engines..Even a newer PI engine...

#1 mod for you...Nice lower miel motor..An dthen if you want to SC it....Get the bottom end done...At least new pistons...Maybe rods depending..Crank and block are fine
 

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The shock load from dumping the clutch from a high rpm with a strong engine is the number one killer of cast cranks.
 
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