see here    lots of ways to increase output


https://www.fordracingbyspeedshopdirect.com/

http://www.fordracingbyspeedshopdirect.com/crateengine_s/1.htm

I'm sure it can be done.  I would contact Kenne Bell.  A buddy of mine has one of those on a '95 Cobra and it is sick.

Lightnings are great trucks, but most have been flogged really hard.  The good ones are still bringing top dollar.  I'm all for modding what you've already got. 

Perhaps gear change would work?


I recall the 4.6 had less torque output than 5.0 in mustangs.

My previous comments not withstanding...Mrs. BB's cousin had a Toyota T100 back when, and bought a 18 or 20 food fifth-wheel trailer to pull behind it.  Same problem you are having.  so they added a TRD blower and happily pulled that trailer for many years.
I know what you mean about the 4.6 being a weak sister.  We bought our first travel trailer in '12.  It was a 19 footer that weight around 6K loaded.  We pulled on a six K trip up and down the left coast with my '97 F150/4.6.  Our friends were pulling a 28 foot, that probably was around 8K, with a '06 Toyota Tacoma and he would run off and hide from me just going up driveway aprons. 
So I did the same thing you want to do....sorta.  I bought the '13 F150 with 3.5 EB and moved up to a more comfortable 27 foot ultra lite.  The EB pulls like a little Diesel but, as I had to remind myself, it still only 3.5 going downhill and compression braking ain't much...gotta be careful. 
If you can find the parts, a small blower on the 4.6 would probably make you happy except for the expense.  Personally, I think the $$ and time would be better invested moving up to a used truck...maybe F250...with more motor.  Just sayin'.

BB1

Raymond_B wrote:

2019 Supercrew 3.5 Ecoboost. Talk about a difference in power! 

My advice, Raymond, is to add at least two coil packs and a new throttle body, plus the few tools necessary to change them on the road...it's really not a major job...to your onboard tool box.  Don't ask how I came to appreciate those  things.

BB1
 

Bullet Bob wrote:

Raymond_B wrote:

2019 Supercrew 3.5 Ecoboost. Talk about a difference in power! 

My advice, Raymond, is to add at least two coil packs and a new throttle body, plus the few tools necessary to change them on the road...it's really not a major job...to your onboard tool box.  Don't ask how I came to appreciate those  things.

BB1
 

 
Are they prone to failure?  I guess they are or you wouldn't have made that comment .... My wife has a 3.5 Ecoboost in her Expedition and it's got just over 40k on it and- knock on wood- it has been totally trouble free so far.

Not really surprising.  This is what you get with new vehicles with the degree of complexity demanded by EPA mandated fuel economy & lower emissions,and the consumer's demand for power.

No ignition problems with a Diesel...

One of the big advantages of the newer Diesels is they finally have decent transmissions behind them.  Starting in '03 Ford began using the 5R110 (now they're on to the 6R something), which is a very tough trans compared to the E4OD it replaced.  Anytime I've got something heavy behind it I have the option to use Tow/Haul mode.  It does all the compression braking I've ever needed automatically.  The brakes on the truck are actually quite good, but Tow/Haul helps reduce wear on them.

6700GVWR seems really low, what does the truck weigh?  My F250 weighs 7,800lbs with me in it and some fuel.  I've had weigh tickets from the dump where the starting weight was close to 12,000lbs meaning I had over 2 tons in the bed.  It drove like there was no weight in it.

My towing weight its rated at something absurd like 20,000lbs.  I wouldn't want to pull that kind of weight with it any distance because its a SRW and they get squirrely on only two tires.  I routinely pull a dump trailer that with 2 tons of stone in it means its pulling 6,0000lbs.  Takes a bit more throttle on take off, but otherwise you'd hardly know its there.  I pulled a car trailer with a Land Rover on it for a buddy of mine once and three times during the trip kept wondering who the @$$hole in the lifted truck was that was tailgating me, until I remembered I was towing the truck.

Summation, your current ruck will tow your trailer, but what you want is something that will tow it like its not there.  A blower can get you more power, but its not going to make the trans better, the brakes better, the rear suspension better, etc.  At some point you have to step up to a rig that's really designed to tow.  A gas truck may fill that bill, but you're going to need something more like a 3/4 ton with a 5.4 with a tow package.  I would advise avoiding the V10s, they make no power and get bad fuel mileage.  The Diesel would be my go to choice, either a 6.0 that's been bulletproofed (that's a term in the 6.0 world), or the 6.7.  Avoid the 6.4, long story short, too many problems.

Mine is a 2013, Raymond, so I have to say that it's possible that Ford has solved these problems that came with the '11 to '14's...I guess...it could happen...possibly...maybe.

BB1

TKOPerformance wrote:

Glad it was a good trip with no issues.  FWIW Cecil is what I consider to be my home track.  Its only about 20-25 minutes away for me. 

So funny story. There's a group of Lightning guys (DeValo) that rent Cecil on the last Friday of October every year. They call it Spookfest (Halloween). Because I am good friends with a few of them and have just got my Lightning going I decided to attend this year.

Right before I left Tropical Storm Zeta delayed the race on Friday  the 30th, but the Cecil folks bumped a Kia meet on Sunday so we could still have the race. Great! I thought so I packed everything up and started to make the 1500 mile trip. Sadly the weather turned bad and they cancelled Sunday's race, which I found out on Saturday when I was 6 hours away from Cecil. 

I decided to drive on in and meet up with some of my buddies, show them the truck, and stay the night at the Best Western right there in Rising Sun. Sunday I got up and started the 1500 mile drive back  

Good points were the Ecoboost is a great tow motor, a 20' trailer with brakes on each axle was a great rental, and I got to see some pretty country along with hanging out (briefly) with some Lightning guys.

Bad points were, DC construction and traffic and Baltimore traffic... Although on the way back I went the rural way to Lancaster, then Harrisburg, and then 81 down until I hit 40W in Tennessee and finally 30 in to DFW. 

Also the hotel was awesome and put me in a room where I could see my truck. I was SOOOO paranoid something would happen to it. And not just in Maryland, the whole way!

My BIL has a chip in his Dodge 'Dooley'. Its also a diesel too. He does A LOT of haul'in and uses the + power of the chip. On his the additional HP can be controlled by a 3 -way toggle switch  OFF- 50HP - 150HP. When haul'in he uses the +50 the most.
^^^^^^^^^^This could be an option.
6s6.

Raymond_B wrote:

6sally6 wrote:

My BIL has a chip in his Dodge 'Dooley'. Its also a diesel too. He does A LOT of haul'in and uses the + power of the chip. On his the additional HP can be controlled by a 3 -way toggle switch OFF- 50HP - 150HP. When haul'in he uses the +50 the most.
^^^^^^^^^^This could be an option.
6s6.

The diesels have a lot more options than a gas truck. Pretty much just keep adding fuel, sadly on the gasoline engines without mechanical mods it's hard to see the same changes.

Yep, on a gas truck you may see a 20HP bump in a turbo application if you can hold the wastegate closed longer with tuning, but you'll typically run out of injector fairly quickly, and the stock turbos are too small to move enough air, even at higher boost pressures.

On a Diesel you can add 150-175HP with a tune on some trucks.  A stock 6.0 like mine with a good tune can lay down about 425HP at the rear wheel with the right tune.  Stock power is 325, at the flywheel.  With a mild set of injectors, better fuel system, and a bigger turbo to keep the pistons from melting mine cranks out over 500, or about 660 at the flywheel.  Torque is close to 1,000 lbs/ft.  I ran a traction limited (even in 4WD) 13 flat @ 102 in the 1/4 at Cecil at a race weight of about 7,800lbs. 

Its all because of how different the two fuels are.  A Diesel can't be run too rich, it just keeps making more power until it literally melts down.  The turbos don't make power; they keep the EGT safe so you don't melt something.  In a Diesel rich equals hot, the exact opposite of a gas engine.  It also equals power, again, the exact opposite of gas.  Part of this is that gas either burns or doesn't.  Diesel burns in stages, so even that fuel causing the smoke contributed to power production; just not fully.  This is why those sled pulling trucks spew black smoke the whole length of the run. 

The technology is actually pretty cool.  There was a guy from downstate DE, John Carey, that ran a Diesel rail called Greased Lightning.  It was competitive with gas rails of the day (1980s I believe).  He had experience building and racing gas rails, but also knew Diesels really well and built it to prove a point, which it did.  All these years later the fastest Diesel rail is less than a second quicker than he was running (7.21 @187 vs. 6.31 @226).  There some picks and info about it at the bottom:

https://www.drivingline.com/articles/the-world-s-5-fastest-diesels-cummins-edition/

He was a friend of my grandfather's and I saw that rail in his shop when I was a kid.  Guy knew Diesels like no one else around here.