McRat
09-27-2005, 01:02 PM
Victim:
Casper - A month old 2005 2500HD GMC Duramax/Allison Extended Cab 4x4, shortbed. Factory weight (no driver/half tank) 6400lb.
First stop was the dragstrip to get the baselines. Ended up with a 16.7@80mph stock.
Next stop was at Mike L's Inglewood Transmissions 310 674-4400. He put a Frankie2 special trans together for it. Shifts excellent on the street and when racing. It is holding up pretty well.
Now to Clyde at West Coast Diesel Performance 951 674-5122. Clyde installed a custom 4" sidepipe exhaust, lift pump (Holley HP150 has issues, so we switched to a new Edlebrock unit available at PPE or WCD). We did the Shim Mod to the Pressure Relief Valve to .060", and drilled out the front restrictor to .062". Now we put in gauges (pyro, fuel pressure, boost). We used a SPA for the pressure, DON'T DO IT. It works erratically. POS. Next was the McRat Ghetto Nitrous. We pulled the passenger seat and made a special bracket to replace the seat. We hooked it into the horn relay, and sprayed it though a Super Diesel multiport manifold. Down and dirty. Clyde put on a Super Diesel centerlink to control front end toe in.
Next stop, Joe at Pacific Performance Engineering (714) 985-4825. After testing various stacks, we came up with using the PPE Hot +2 competition program, the Van Aaken LLY module set on the middle setting, and a PPE variable boost controller set to 32-34psi.
The PPE Hot +2 is a special application tune for racing, but it behaves surprisingly well on the street. It is a PCM uploader that will also correct for tire size, read and reset codes, and clear transmission tap cells. There are also smaller tunes on the programmer for towing.
The Van Aaken box adds a little kick to the big fuel the PPE sprays in. We are not sure yet why it works so good, but it at this point I can't find a better stack. Just these two alone are big power, but I don't want big power, I want MORE.
So we put on a PPE Electronic Boost Controller. This allows you to set your boost where you want it on the fly. We found maximum power (474rwhp) at 32-34 PSI.
Now a special TCM from Kennedy Diesel (715) 255-9433. This is a race only TCM that you will not want to drive on the street, but runs good at the track.
That's it. Trans, tuning, exhaust, nitrous. I worked a lot to find the optimum combo, and went through a lot of parts that didn't work to get there. I'm saving you ALOT of money and time by listing my setup. You don't have to guess, we have this setup on multiple LLY trucks and they all haul ***.
Now to the track! California Speedway last Friday. The results?
On #2 (raceweight 6420lb) - 13.04 @ 101 on #2 only. On the bottle with a .070" jet, the trans didn't like the nitrous yet (we are working on it, it's computer issues), but still squeezed off a 12.27 @ 111.81. We raped blown SRT-10's with it.
We believe this truck is the quickest LLY in the country, and it was done in 2 weeks from start to finish on a month old truck.
Casper - A month old 2005 2500HD GMC Duramax/Allison Extended Cab 4x4, shortbed. Factory weight (no driver/half tank) 6400lb.
First stop was the dragstrip to get the baselines. Ended up with a 16.7@80mph stock.
Next stop was at Mike L's Inglewood Transmissions 310 674-4400. He put a Frankie2 special trans together for it. Shifts excellent on the street and when racing. It is holding up pretty well.
Now to Clyde at West Coast Diesel Performance 951 674-5122. Clyde installed a custom 4" sidepipe exhaust, lift pump (Holley HP150 has issues, so we switched to a new Edlebrock unit available at PPE or WCD). We did the Shim Mod to the Pressure Relief Valve to .060", and drilled out the front restrictor to .062". Now we put in gauges (pyro, fuel pressure, boost). We used a SPA for the pressure, DON'T DO IT. It works erratically. POS. Next was the McRat Ghetto Nitrous. We pulled the passenger seat and made a special bracket to replace the seat. We hooked it into the horn relay, and sprayed it though a Super Diesel multiport manifold. Down and dirty. Clyde put on a Super Diesel centerlink to control front end toe in.
Next stop, Joe at Pacific Performance Engineering (714) 985-4825. After testing various stacks, we came up with using the PPE Hot +2 competition program, the Van Aaken LLY module set on the middle setting, and a PPE variable boost controller set to 32-34psi.
The PPE Hot +2 is a special application tune for racing, but it behaves surprisingly well on the street. It is a PCM uploader that will also correct for tire size, read and reset codes, and clear transmission tap cells. There are also smaller tunes on the programmer for towing.
The Van Aaken box adds a little kick to the big fuel the PPE sprays in. We are not sure yet why it works so good, but it at this point I can't find a better stack. Just these two alone are big power, but I don't want big power, I want MORE.
So we put on a PPE Electronic Boost Controller. This allows you to set your boost where you want it on the fly. We found maximum power (474rwhp) at 32-34 PSI.
Now a special TCM from Kennedy Diesel (715) 255-9433. This is a race only TCM that you will not want to drive on the street, but runs good at the track.
That's it. Trans, tuning, exhaust, nitrous. I worked a lot to find the optimum combo, and went through a lot of parts that didn't work to get there. I'm saving you ALOT of money and time by listing my setup. You don't have to guess, we have this setup on multiple LLY trucks and they all haul ***.
Now to the track! California Speedway last Friday. The results?
On #2 (raceweight 6420lb) - 13.04 @ 101 on #2 only. On the bottle with a .070" jet, the trans didn't like the nitrous yet (we are working on it, it's computer issues), but still squeezed off a 12.27 @ 111.81. We raped blown SRT-10's with it.
We believe this truck is the quickest LLY in the country, and it was done in 2 weeks from start to finish on a month old truck.