Engine build 1000+hp

Kinda new to this forum, haven't posted a whole lot. I figured I'd share my build with more guys. I know we all like builds/pictures. So here goes..

A little history, bought the truck exactly 3 years ago today. 05 ccsb with 137k miles, clean as a whistle. Little did I know, it needed head gaskets. No big deal so I throw in new grade c's and arp head studs a week after buying the truck, long story short I never went real crazy with the truck..half assed built trans, swapped a few different turbos on, put some 30% injectors in and ran with it for about 2 years. Finally put some dual cp3's on early last year and ran a bunch of 12.0 passes at the track and dynoed over 750hp on my stock motor countless times. Decided before i put a hole in the block, I'd better build the engine. My girlfriend of 7 years said if I get her a ring and a new house, I could do whatever I wanted to the truck...we got married Sept 3rd and moved into the new house Sept 30th!

Here is my truck as it currently sits. Was bone stock when I bought her.



The build was on!

Very first official engine build parts I acquired were some ARP main studs. A few days later I had a nice new set of carrillo rods show up on my door step.

Next set of parts to show up were PPE manifolds and up pipes, merchant automotive pushrods, ARP rocker arm studs, new head gaskets and a big bottle of ARP lube.







I was set on running Fingers cast oval bowl pistons and just so happen to run across a good deal so I snagged them! For those of you who may not be familiar with these pistons, they are machined from mahle blanks. These same pistons have done over 1700hp on the dyno and currently push bretts c10 to an 8.8 in the 1/4 mile.

By this time I had kind of forgotten about my trans. It wasn't up to the task of handling 1000+ horse. So I addressed that department.

I built it 2.5 years ago and never had an issue with it but never really put much power through it. Over time i had learned alot more about allisons to know it wasn't going to be pretty when I tore it down for the rebuild.

Chewed up c2 drum



Twisted p2 planet splines, luckily it never broke off.



And of course c3 clutches were toasted as well as c2's. C1, c4 and c5 all looked good. But regardless...out with the old, in with the new!

All new GPZ non slotted clutches/steels for c1, c2, c3 and c4. Got a nice new set of stock clutches for c5.



I decided I wanted as stout as I can build the allison so in addition to the billet c2 hub in the picture above, I went with billet input shaft, billet output shaft, and a billet p2 planetary. Along with the new mike l shift springs and other neccesary upgrades to hold power..

Also swapped out my precision ml converter for a suncoast 1055 with a billet stator/2500rpm stall.







The finished product!!

I've had the trans back in the truck for about a month now and it is awesome! Very happy with it and can't wait to get some serious power running through it.

Since the trans build I have also had a few other parts show up including a new melling oil pump, Empire diesel "stage 1 street cam" alternate firing order.



Precision 46mm wastegate and plumbing.



As of right now I am essentially going to purchase the remaining parts from the engine builder. (Bearings, balancer, girdle...)

Basic run down of what the short block will consist of....carrillos, fingers .020" 16:1 pistons, stock main caps with a girdle, arp main studs, ATI balancer, Empire alternate firing cam. Both cam and crank will be keyed.

My current fueling setup consists of 2 stock lbz pumps and 30% injectors. I'll be swapping to 100% injectors!

Let's talk turbos..

My turbo setup has been ALL OVER THE PLACE.

I've had stock, 4094, danville work stock 2.5 vvt, danville 72vvt, s472 single, s480 single. when I ran the s472 and s480 the turbo had an 83mm turbine and .90 housing. Not really ideal..so I upgraded it to an 87mm turbine and 1.0 housing which now made the 80 way to laggy. The s472 was my favorite turbo to date so I wanted "that" back. Ended up ditching the 80mm compressor and went to a billet 11 blade 72mm compressor leaving the 87mm turbine and 1.0 housing and ABSOLUTELY LOVE IT!

I plan to keep the 72/87/1.0 in the valley and compound over it with a garrett gt4718. Should easily net me my 1000hp goal.

Almost forgot about these...was planning on simply running stock heads with HD valve springs but ended up getting a hell of a deal on these socal ported heads complete with beehive springs and retainers. So I jumped on it!







Tha about it for now, I am at a stand still until I pull the engine and tear it down. I'm excited to see if any rods have gone bananas on me, but as of right now, she runs perfect.

I'm hoping to pull the engine within the next 2 weeks! I'll keep this updated for those who are interested.

Looks expensive!

Nice build! Wish I had the extra cash to do something similar right now.

JWhite said:

Looks expensive!

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No doubt it is, I stopped adding up what I had into it:hehe:

luckily I save a good bit doing things myself, like the trans and I've also gotten alot of good deal on parts.

Big Boy Toys said:

Nice build! Wish I had the extra cash to do something similar right now.

Click to expand...

Thanks! I can't wait till its finished.

Tonight is the last night the old girl will be moving under her own power with a stock motor. She's been good to me, somehow wasn't able to kill her, thankfully. Motor comes out tomorrow. Just in time for the new season.

I'll tear the motor down tomorrow night and drop the short block off on wednesday.

Engine pulled and stripped down. Delivered to custom auto in Idaho last night. Should have it back middle of next week.

I would like to see how short the rods were! How much they charging to assemble the engine?

Surprisingly there was not a single bent rod.

I'm not sure on the exact cost on assembly. I'm having a few other things done and also purchased an ATI damper, socal billet flex plate, bearings and girdle from them.

Nice looking build and truck!!!

Wastegate fabbed in. Precision 46mm gate.

Took my valve covers and intake manifolds to work last night and soaked them in the solvent tank. The intake manifolds were caked in sludge from 140,000 miles of egr and pcv.

Also painted them and sealed them to the new socal heads!

Awesome thread dude, great pics and info, keep us updated

Machinist said i should be good to pick my engine up tomorrow. I'm hoping to have it back together and running thursday night.

Still have a few odds and ends to take care of today. Need to repin the wire harness to the FICM for the altered firing order cam and also need to snag a few more fittings so I can get the wastegate all plumbed up.

The guy who was supposed to come buy my little pit bike never showed up the other day (as usual) so it looks like I'll have to run my 30% injectors for a bit longer than I was expecting...I'll be fuel limited to around 11.6's if i had to guess.

What girdle are you running with off the shelf ARPs? I'm yet to find one that "is compatible with standard ARP main studs"


Ryan

Ackerdiesel said:

What girdle are you running with off the shelf ARPs? I'm yet to find one that "is compatible with standard ARP main studs"


Ryan

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I havent seen one yet for a duramax that allows the use of standard main studs. I sold my ARP's that I had and put the money into the girdle. It comes with new ARP's specific for the girdle. It is from industrial injection.

What made you decide on the af crank? Is there a power increase or is it just for safe peace and mind?