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Description of Vehicle

MAKE: FORD

MODEL: RANGER

BODY/STYLE: XLT 4-DR Extended Cab

YEAR: 2002

ENGINE: 4.0 SOHC

DRIVE TRAIN: 2-WD

TRANSMISSION: AUTOMATIC 5R55E

REAR END GEAR RATIO: 3.55

The Banshee Supercharger (proto-type) was installed in June 0f 2005. The engine had 92,000 miles and vehicle and is my daily driver. At that time and up to May of 2008 I averaged 125 miles per day travel, (to-from-during) my work days. I have had (no) mechanical or engine problems with the Banshee Supercharger Kit installed and currently have over 187,000 miles on the vehicle. With supercharger installed I found during my freeway driving the automatic transmission no-longer needed to shift down when going up an incline. The fuel costs remained about the same as the add'l cost of the 91 octaine fuel was offset by a better mileage.

After the install it took about a week for the factory computer to re-adjust to the new setup. I used the stock 3.16" supercharger pulley and was content with the (5.5 to 6) lbs of boost. I also left the stock 24 lb fuel injectors, maf, and throttlebody in place. I previously had installed the K&N cold air filter system, and this is what I connected the kits air intake components to. After about a month I took the vehicle to a SCT dealer for a dyno reading and found that the engine would (start) to lean out at top of the Hp/Torque curve. I then kept rpm's no greater than 4,000 and went to a SCT dyno-tune event purchasing a SCT Xcalibrator II, and the tune. My tune was a basic for fuel/transmission shift points.

With a supercharger installed you want less restrictions on (air in) and (air out). The 3" air inlet worked fine, but in checking the exhaust I found that the last (Catalytic Converter) has a 2 1/2" discharge pipe that the factory reduced down to 2 1/4" at the flange located between (cat & muffler). I removed the flange and ran a 3" pipe from the Cat to a Flowmaster Super 40 muffler, with 2-2 1/2" discharge lines out "lightning style", just in front of the passenger rear tire. A complete 2 1/2" muffler system would probably work just fine, provided restriction is removed.

"Here are a few pictures of my install"

- Diary of my 2002 Ford Ranger -

April 18th, 2005 - Completed the installation of the Eaton M90 Supercharger.

September 22, 2005 - Dyno Run @ JBA Performance -

188-ftlb Torque, 4756-rpm, 70-mph, 3.9-lb boost

183-horse power, 5775-rpm, 85-mph, 4.7-lb boost

September 29, 2005 - Dyno Run @ JBA Performance -

266-ftlb Torque, 3188-rpm, 71-mph, ???-lb boost

204-horse power, 5145-rpm, ??-mph, ???-lb boost

December 5, 2005 - Dyno Run @ JBA Performance -

250-ftlb Torque, 3906-rpm, 57-mph, 4.2-lb boost

216-horse power, 5605-rpm, 82-mph, 5.3-lb boost

Project Range Runner-Jan 2006 "FOUR WHEELER" Article

With reference to the article “PROJECT RANGE RUNNER” in the January 2006 “FOUR WHEELER” magazine on page 86:

Using the same Dyno at “JBA Racing in San Diego, CA”, that is stated as being 15% more conservative than the “Dynojet”, I have come to the following conclusions:

A) The (prior) baseline on the tested ranger with only an after market intake was 153 hp with 176 lb. ft. torque.

B) The (final) results with the “Explorer Express Blower”, “JBA Cat4ward headers”, and “Evol exhaust”, was 225 hp with 257 lb. Ft. torque.

C) Therefore the gains were 72 hp and 81 lb. Ft. torque.

Therefore based on the fact that my engine was with an after market air intake only as with the tested vehicle:

A) The (base) of 153 hp with 176 lb. Ft. torque, would be my starting point.

B) My (1st) run on September 22, 2005 with the M90 installed using everything stock except for the aftermarket air intake was 183 hp with 188 lb. Ft. torque. This relates to a gain of (30 hp and 7 lb. Ft. torque).

C) My (2nd) run on September 29, 2005 with a mild tune from Gery of SCT to get away from a previous lean condition. The run noted 204 hp with 266 lb. Ft. torque. This relates to a gain of (51 hp and 90 lb. Ft. torque).

D) My (3rd) run on December 5, 2005 with the additional changes of installing a “Flowmaster Super 40 with 3” inlet and 2- 2 ½” outlets out the side lightning style, and increasing the air inlet tube to 3 ½” od. An increase to 216 hp and 250 lb. Ft. torque. This relates to a gain of (63 hp and 74 lb. Ft. torque).

I’m running at (9 hp and 7 lb. Ft. torque) less than the tested vehicle. I wonder what my final results would be after installing “JBA Cat4ward headers), and an upgraded (Tune), 30lb injectors, 80mm MAF?