We flog a bevy of Bolt-Ons from Lightning Force Performance
Ford’s affect on the performance truck community was two fold when it released the supercharged Ford F-150 Lightning.
Lightning Force Performance (LFP) in Mont Belvieu, TX offers the SVT Lightning owner numerous products to improve all aspects of a Lightning’s Performance. So we procured a suitable test subject and pounded the dynamometer for some results.
Said test vehicle came from the stable of HP Performance (Orange Park, FL) Part timer Steve Duncan who also boards a supercharged Fox Coupe. The 2002 Lightning isn’t Duncan’s daily driver but he wasn’t looking for maximum power, just a little more to give him that thrill he got when he first purchased it.
That being said, we call LFP and asked proprietor Mark Silvestri what he recommended. Obviously a pulley and cold air combo was a given and Silvestri Kit, power and torque improved once again to 390HP and 475ft lb of twist. We were on a roll for sure and not quite finished with our mods
Adding the Lightning Electric Fan Kit proved to be fruitful as well with Horsepower jumping to 402 and torque maneuvering up to 494ft lbs. While the Extreme Heat Exchanger should allow 1-2 degrees more timing for more power, maximum output of the Lightning Engine is not what we were after. So we opted not to push to timing and spark envelope. Thanks to Gonyon’s SCT Software, we were able suggested we start with LFP’s 4# Lower Supercharger Pulley (PN 1054 $209.00) and Lightning Cold Air Kit (PN 1161 $169.00) He also suggested we try LFP’s new Electric Fan conversion (PN 1045 $499.95) which should be good for 15hp thanks to the 12lb reduction in rotating mass.
With increased boost come increased air charge temperatures. So we installed LFP’s Lightning Heat Exchanger
While you can get away with adding the cold air kit or the 4# Pulley without tuning, adding both requires some ECM tweaking. So we enlisted the services of HP Performance “Big Cheese” Tony Gonyon who worked his magic with his SCT Software
Our subject 02 Lightning base lined at 349HP and 419lb ft Torque at the wheels. And the Pulley change for 12psi of boost resulted in a quick and easy 366HP and 459lb ft Torque.
Things were looking great so far, and after we bolted on the LFP Cold Air to data-log the intake air charge temps and saw a 12-16 degree decrease depending on RPM’s. That would certainly open the window for more ECM tweaking.
In all, we made some substantial gains in both horsepower and torque, thanks to a few quality bolt-ons from Lightning Force Performance. Not only has the fun factor been increased, but the overall drivability has been improved as well. Whether you boast a new or used Lightning, visit LFP for all your Lightning Parts and Accessories
in 1999. It gave the SVT Product the balls to kick some major tail on the street, but it also showed the aftermarket and it’s consumers how much the modular motors prefer forced induction and how that allows for great strides in (PN 1134 $379.95) It’s larger than stock capacity will provide more fluid for the transfer of heat and it’s construction offer more cooling fins per inch than the stocker for increased efficiency.
Our Lightning Force performance package includes an LFP Quick Change Lower Pulley Kit, a Lightning Force Air Intake Kit, an LFP Deluxe Electric Fan conversion, and a larger more efficient LFP Extreme Intercooler Heat Exchanger. These few mods netted healthy gains in horsepower and torque.
In order to remove the factory crank pulley, LFP includes the tool on the left. The HP crew got it done with the hex-head socket above.
The LFP Quick-Change Lower Pulley and Hub are machined out of lightweight aluminum and allow boost changes in just minutes. We opted for a 4-pound increase in boost, though 2, 6, and 8-pound units are available
We found the provided belt to be a little on the short side, so we ground off the stop tab located beneath the bolt on the belt tensioner. This allowed the tensioner to rotate further, thus giving us the necessary room to fit the belt. LFP told us that the 67.5-inch belt doesn’t usually require this modification, so we’ll chalk it up to a difference in manufacturing tolerances.
LFP also included this nifty bracket, which you need to bolt to the bell housing and one of the torque converter bolts. This prevents the crankshaft from rotating while you’re removing the crank pulley.
The hub and pulley are secured using the provided Allen-head bolts.
The factory crank pulley is a pulley-and-dampener combination. Removing the dampener removes rotating mass.
A 67.5-inch Goodyear Gatorback 8-Rib belt is provided with the 4-pound blower pulley
Next up is the LFP Lightning Cold Air Kit, which replaces the factory air-filter box and tubing with a high-flow, open-element air filter.
Someday, these Lightning air-boxes might become valuable, so carefully remove it from the truck and store it.
Where the clutch fan from the Fox Mustang-era used to bolt to the water pump with four bolts, the Lightning’s clutch fan threads onto a stud on the water-pump pulley
The relays mount best on the firewall near the starter solenoid. The harness only offers a short length of cable to connect to the solenoid, so plan carefully before you start drilling with the self-tapping screws.
The air-intake temperature sensor must be relocated to the new filter
The electric fan must be mounted inside the new fan shroud with the provided hardware. The finished result looks like Ford itself designed it
Clearance behind the fan is marginally improved with the addition of the electric fan, but the 12-pound weight reduction from the rotating assembly is what we’re after.
To remove the factory clutch fan, HP Performance’s Jason Combs prefers to use this hefty “longshoreman’s” adjustable wrench.
The LFP Lightning dual-speed fan kit includes this factory-looking harness. At this end, we have the large plug for the fan, the red wire for the 12-volt switched lead, the green wire for the A/C relay switch
Route the smaller wire loom behind the plastic cowl-panel cover with the factory harnesses to the other side of the engine bay where the fuse and relay box reside.
With the engine coolant removed, install the thermostatic switch into the block and attach the wire
Use the provided fuse tap to connect the A/C switch lead to the relay at the upper right of the picture. The 12-volt switched power connects to the terminal under the large relay to the lower left. We had to use another fuse tap here as our SVT Lightning was equipped with the towing package and thus the socket was occupied with the pictured relay.
The LFP electric-fan kit comes with this high-speed manual switch. Just be sure you don’t run it too long with the key off. You can easily run down your battery in about 20 minutes.
Increased boost pressure means the air intake charge is compressed more and thus heated more. The Lightning extreme heat exchanger holds more fluid than stock and features more cooling fins per inch than the factory piece. We saw an average decrease in air intake charge temps from 12-16 degrees depending upon engine RPM. After draining the intercooler fluid, bolting up the extreme heat exchanger is a simple remove and replace process.
Steve’s ’02 Lightning base lined on the HP Performance Dyno at 341hp and 409lb ft. of torque. When we were finished with the mods, the results came in at 402hp and 494 torque at the rear wheels.