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Well the race didnt go as well as I had hoped. Main issue was the converter was not able to hold the power and was blowing through. Unforunately in that case adding power doesnt make you any faster. I was prepared to send some rods to Mars but doesnt matter when the converter cant hold. I was probably 10-15mph short of where I should have been. Other than that the truck did really well, no major issues. Intercooler did awesome, no measureable pressure drop and IATs moved less than 5F at 25psi. Trans worked great other than the converter.
I or the truck show up at 3:20, 21:45, 32:36, 38:30, 41:00, 50:35
The race that really got me was the last one. I had a dome safety ignition cut programmed in and when I hit the scramble button it overshot the target and hit the safety so I lost all power about 75ft short of the finish and lost by 0.011 seconds -_- so that one hurt.
I have a new stator ready to go in when I get a chance to pull the trans and converter and some aluminum mufflers so I can put full exhaust on the truck.
...and some aluminum mufflers so I can put full exhaust on the truck. ...
Curious to see what you do and how it works out with the heat from that much power. I have bluing on the bumper where my exhaust exits just under it so its still dumping a bunch of heat that far back. I am sure you still have EGT in your data set thus some preemptive data to support if they will work or not.
My plan right now is to run 2x 3.5" loudvalve pnuematic cutouts right off the downpipes basically where the exhaust ends currently then neck it down to 3" back to the mufflers that will be in roughly the stock muffler location. It will be all aluminum. I am debating if its better to run vacuum actuated valves and keep them closed at idle or boost activated ones and control when they open. For tailpipe not sure if I want to dump under the bed or try and turn out the side. I actually dont have an EGT sensor on this setup.
A friend of nobudgetpena made these for me. 3" titanium core with packing and 6" overall diameter. Driving around with dumped downpipes under the truck sounds cool racing but gives me a headache after 10 minutes. Ultimately the goal is to do some drag and drives so mufflers would be nice.
Since last time I got the whole exhaust built. Used 2x 3.5" boost activated cutouts under the cab at the bottom of the downpipes and 3.5" aluminum back to the mufflers where it necks down to 3" and 3" tailpipes that exit under the axle. I have the cutouts tied in my air system (regulated down to 25psi) that controls the shifter and wastegate solenoids so I can activate them any time on a manual switch or the ecu does it automatically at some given rpm and throttle thresholds. Driving around is so much nicer. Doesnt sound stock but is completely driveable and comfortable without any issues. Performance has not been impacted as far as I can tell.
Got the stator swapped out in the CircleD 264mm.
Had a guy that wanted to buy my fuel pump surge tank with aeromotive 5gpm pump and 2200cc injectors as is so said why not. I am now a dealer for fuelab and wanted to try out their newer 1100lph brushless pump so I made a surge tank version for it and installed some 2600cc injectors. So far I love this pump, it is super quiet compared to the aeromotive and hopefully wont have the same reliability issues while also flowing slightly more than the 5gpm.
Went racing after the converter swap and got 2 passes in. On the first one, low boost (15psi ish) truck went fine but this converter couples super hard and the 1-2 shift is right near 70mph at my shift point so I need to throw more power at it. Second pass it breaks the 80e intermediate shaft on the 1-2 shift. Not fun, but Brent Wassom (who built the transmission) offered to fly out to my house and fix it for me since he knew what it was. So that was cool of him and we got it knocked out in a day and upgraded a couple of other parts. He even helped me reinstall the trans and do a test drive before he left. Highly recommend him if you need an 80e built.
Also finally weighed the truck, much heavier than I thought and really need to get some weight out of it.
I went to the track again for a test and tune a couple of weeks ago and right off the trailer set a personal best by far of 5.83@122mph at around 25psi of boost. Everything seems very happy. Turbo drive pressure is still right on track with boost so I have plenty of turbo left to push it higher. On my last pass I went to the sticky lane and brought in some more power and finally found the limit of the 9.5" 14b ive had in multiple trucks since 2008ish and sheared off the ring gear teeth. I believe this caused a cascade and eventually took out the front diff as well as the chain in the transfer case.
My thoughts are the rear broke first which caused all of the power to go to the front wheels through the transfer case which in term broke the passenger side axle. So now the front driver side tire is getting 1600hp and went from 29 to 170mph in less than a second before the power could be removed. I believe this acceleration is what broke the chain.
Ive already fixed the transfer case with an XHD chain (1/2" wider) and sprockets and got it back together. I have been thinking about regearing to 4.10s (from 3.73) so this seems like a perfect time. I already got a 4.10 front AWD front diff from a suburban and actually ordered a ford 9in setup a few weeks before this happened to try and loose some weight on the truck.
I will repair the 9.5 and keep it as a backup or in another project. I think if I can get 500lb off the truck it will be much happier. Going to go with this axle, swap out to monoleafs, and use some aluminum front spindles ive had on the shelf for a while and see where that gets me without having to go crazy with other stuff.
Since last time I got the whole exhaust built. Used 2x 3.5" boost activated cutouts under the cab at the bottom of the downpipes and 3.5" aluminum back to the mufflers where it necks down to 3" and 3" tailpipes that exit under the axle. I have the cutouts tied in my air system (regulated down to 25psi) that controls the shifter and wastegate solenoids so I can activate them any time on a manual switch or the ecu does it automatically at some given rpm and throttle thresholds. Driving around is so much nicer. Doesnt sound stock but is completely driveable and comfortable without any issues. Performance has not been impacted as far as I can tell.
Got the stator swapped out in the CircleD 264mm.
Had a guy that wanted to buy my fuel pump surge tank with aeromotive 5gpm pump and 2200cc injectors as is so said why not. I am now a dealer for fuelab and wanted to try out their newer 1100lph brushless pump so I made a surge tank version for it and installed some 2600cc injectors. So far I love this pump, it is super quiet compared to the aeromotive and hopefully wont have the same reliability issues while also flowing slightly more than the 5gpm.
Went racing after the converter swap and got 2 passes in. On the first one, low boost (15psi ish) truck went fine but this converter couples super hard and the 1-2 shift is right near 70mph at my shift point so I need to throw more power at it. Second pass it breaks the 80e intermediate shaft on the 1-2 shift. Not fun, but Brent Wassom (who built the transmission) offered to fly out to my house and fix it for me since he knew what it was. So that was cool of him and we got it knocked out in a day and upgraded a couple of other parts. He even helped me reinstall the trans and do a test drive before he left. Highly recommend him if you need an 80e built.
Also finally weighed the truck, much heavier than I thought and really need to get some weight out of it.
I went to the track again for a test and tune a couple of weeks ago and right off the trailer set a personal best by far of 5.83@122mph at around 25psi of boost. Everything seems very happy. Turbo drive pressure is still right on track with boost so I have plenty of turbo left to push it higher. On my last pass I went to the sticky lane and brought in some more power and finally found the limit of the 9.5" 14b ive had in multiple trucks since 2008ish and sheared off the ring gear teeth. I believe this caused a cascade and eventually took out the front diff as well as the chain in the transfer case.
My thoughts are the rear broke first which caused all of the power to go to the front wheels through the transfer case which in term broke the passenger side axle. So now the front driver side tire is getting 1600hp and went from 29 to 170mph in less than a second before the power could be removed. I believe this acceleration is what broke the chain.
Ive already fixed the transfer case with an XHD chain (1/2" wider) and sprockets and got it back together. I have been thinking about regearing to 4.10s (from 3.73) so this seems like a perfect time. I already got a 4.10 front AWD front diff from a suburban and actually ordered a ford 9in setup a few weeks before this happened to try and loose some weight on the truck.
I will repair the 9.5 and keep it as a backup or in another project. I think if I can get 500lb off the truck it will be much happier. Going to go with this axle, swap out to monoleafs, and use some aluminum front spindles ive had on the shelf for a while and see where that gets me without having to go crazy with other stuff.
Good to see you're still at it! Looking forward to future updates!
Since last time I got the whole exhaust built. Used 2x 3.5" boost activated cutouts under the cab at the bottom of the downpipes and 3.5" aluminum back to the mufflers where it necks down to 3" and 3" tailpipes that exit under the axle. I have the cutouts tied in my air system (regulated down to 25psi) that controls the shifter and wastegate solenoids so I can activate them any time on a manual switch or the ecu does it automatically at some given rpm and throttle thresholds. Driving around is so much nicer. Doesnt sound stock but is completely driveable and comfortable without any issues. Performance has not been impacted as far as I can tell.
Got the stator swapped out in the CircleD 264mm.
Had a guy that wanted to buy my fuel pump surge tank with aeromotive 5gpm pump and 2200cc injectors as is so said why not. I am now a dealer for fuelab and wanted to try out their newer 1100lph brushless pump so I made a surge tank version for it and installed some 2600cc injectors. So far I love this pump, it is super quiet compared to the aeromotive and hopefully wont have the same reliability issues while also flowing slightly more than the 5gpm.
Went racing after the converter swap and got 2 passes in. On the first one, low boost (15psi ish) truck went fine but this converter couples super hard and the 1-2 shift is right near 70mph at my shift point so I need to throw more power at it. Second pass it breaks the 80e intermediate shaft on the 1-2 shift. Not fun, but Brent Wassom (who built the transmission) offered to fly out to my house and fix it for me since he knew what it was. So that was cool of him and we got it knocked out in a day and upgraded a couple of other parts. He even helped me reinstall the trans and do a test drive before he left. Highly recommend him if you need an 80e built.
Also finally weighed the truck, much heavier than I thought and really need to get some weight out of it.
I went to the track again for a test and tune a couple of weeks ago and right off the trailer set a personal best by far of 5.83@122mph at around 25psi of boost. Everything seems very happy. Turbo drive pressure is still right on track with boost so I have plenty of turbo left to push it higher. On my last pass I went to the sticky lane and brought in some more power and finally found the limit of the 9.5" 14b ive had in multiple trucks since 2008ish and sheared off the ring gear teeth. I believe this caused a cascade and eventually took out the front diff as well as the chain in the transfer case.
My thoughts are the rear broke first which caused all of the power to go to the front wheels through the transfer case which in term broke the passenger side axle. So now the front driver side tire is getting 1600hp and went from 29 to 170mph in less than a second before the power could be removed. I believe this acceleration is what broke the chain.
Ive already fixed the transfer case with an XHD chain (1/2" wider) and sprockets and got it back together. I have been thinking about regearing to 4.10s (from 3.73) so this seems like a perfect time. I already got a 4.10 front AWD front diff from a suburban and actually ordered a ford 9in setup a few weeks before this happened to try and loose some weight on the truck.
I will repair the 9.5 and keep it as a backup or in another project. I think if I can get 500lb off the truck it will be much happier. Going to go with this axle, swap out to monoleafs, and use some aluminum front spindles ive had on the shelf for a while and see where that gets me without having to go crazy with other stuff.
I can't believe I missed this update... surprised to see the gear shear the teeth off. Only other time I saw thay was back when Patrick (EvilGMC) did it on a 10 bolt and slicks in his supercharged reg cab Combo. That's when he went 14 bolt.
I wonder if the crush sleeve looses some tension after multiple passes and allows the pinion to slide back and forth or possibly flex?
Jan 6, 2025 | 02:40 PM
