1320Cummins
2G Collector
This box is awesome! please continue with it even if two more pistons are involved!
#lildebbie build thread
- Thread starter kuntzbros
- Start date
kuntzbros
New member
After reading more into Will Terry’s junker build thread and then talking to him over the phone it became very obvious that it was time to pull the motor and tear it down. The idea was to do the minimum necessary to build a motor that could stay together with 100-150hp per cylinder. We started disassembly and noticed the 4th cylinder was grooved pretty good and there was no sleeve as the previous owner and machine shop had told us had been done. It was however bored .20 and had a new rebuild in it. We also discovered that the oil pressure regulator spring was missing which explained why the oil pressure light was coming on at idle.
Because the previous rebuild was done less than 5k earlier and everything was in good condition we decided that we would try to re-use all of the existing parts and only upgrade the connecting rod bolts since we happen to find them for a good deal while we were at the 2016 UCC in Indiana.
As far as machining goes we had the lip in piston bowls cut out as wide as possible (60mm) to allow for more timing. We also got new exhaust valves because the old ones were pitted pretty good and then had the machine shop cut the valve seats for us and back cut both the intake and exhaust valves for more head flow. The main upgrade we did was the 4.50” fire rings and head gasket from Haisley machine.
Since we had the block out and at the machine shop so they could sleeve the 4th cylinder we had them radius groove the block as well as cut a radius retainer groove in the head. They also resurface the head and cut the block to ensure as close to a perfect seal as possible. They ended up taking about .006” off both the head and block which resulted in a .20” piston protrusion so we had to have them shave .005” off the pistons so that we could stay within the protrusion spec required to run a cam later if we so desire.
We also checked the valve face depth for the same reason which ended up being fine so nothing was done there. During re-assembly we weighed and balanced the piston/connecting rod assemblies within 1g across the 4. The water and oil jacked plugs were also jb welded to ensure a tight seal. We also welded the cam and crank gears to keep them from walking.
We opted for the bigger and stronger 24v tappets that were easily found for around $20 on eBay and to go with them we purchased a set of stage 1 (7/16) push rods from Powerdriven Diesel. Because of the high egt levels we would potentially be seeing the ring gap was set to .030” for the top rings and .026” on the bottom rings. To add a little more clamping force the main bolts were torqued to 140ft/lbs and the connecting rod bolts were torqued to 95ft/lbs. Because of the fact that we were having such high boost levels we decided to go a little further with the port and polish, and so after a “few” hours with a Makita die grinder and carbide bits the intake and exhaust ports were widened out significantly.
In the added attempt to move air through the head we also upgraded the exhaust manifold with a custom tubular from Savage Fabrication. The last thing we did to try to increase flow through the system was to re-make the down pipe and atmosphere turbo mount. We cut a piece of plate in half and traced the gasket opening for the T-6 flange gasket and then cut it out. We used a vice to clamp the down pipe in between the two pieces of plate and then finally welded it all together. This hopefully improved the flow to the bottom turbo by removing and restrictions caused by the first down pipe flange we made being a 3” hole to a T-6 rectangle. To see just how much the fire rings are capable of we decided to risk it and keep the stock head bolts and once again retorque them to 140-150ft/lb range. We also decided to back the timing off to a conservative 27*
Because the previous rebuild was done less than 5k earlier and everything was in good condition we decided that we would try to re-use all of the existing parts and only upgrade the connecting rod bolts since we happen to find them for a good deal while we were at the 2016 UCC in Indiana.
As far as machining goes we had the lip in piston bowls cut out as wide as possible (60mm) to allow for more timing. We also got new exhaust valves because the old ones were pitted pretty good and then had the machine shop cut the valve seats for us and back cut both the intake and exhaust valves for more head flow. The main upgrade we did was the 4.50” fire rings and head gasket from Haisley machine.
Since we had the block out and at the machine shop so they could sleeve the 4th cylinder we had them radius groove the block as well as cut a radius retainer groove in the head. They also resurface the head and cut the block to ensure as close to a perfect seal as possible. They ended up taking about .006” off both the head and block which resulted in a .20” piston protrusion so we had to have them shave .005” off the pistons so that we could stay within the protrusion spec required to run a cam later if we so desire.
We also checked the valve face depth for the same reason which ended up being fine so nothing was done there. During re-assembly we weighed and balanced the piston/connecting rod assemblies within 1g across the 4. The water and oil jacked plugs were also jb welded to ensure a tight seal. We also welded the cam and crank gears to keep them from walking.
We opted for the bigger and stronger 24v tappets that were easily found for around $20 on eBay and to go with them we purchased a set of stage 1 (7/16) push rods from Powerdriven Diesel. Because of the high egt levels we would potentially be seeing the ring gap was set to .030” for the top rings and .026” on the bottom rings. To add a little more clamping force the main bolts were torqued to 140ft/lbs and the connecting rod bolts were torqued to 95ft/lbs. Because of the fact that we were having such high boost levels we decided to go a little further with the port and polish, and so after a “few” hours with a Makita die grinder and carbide bits the intake and exhaust ports were widened out significantly.
In the added attempt to move air through the head we also upgraded the exhaust manifold with a custom tubular from Savage Fabrication. The last thing we did to try to increase flow through the system was to re-make the down pipe and atmosphere turbo mount. We cut a piece of plate in half and traced the gasket opening for the T-6 flange gasket and then cut it out. We used a vice to clamp the down pipe in between the two pieces of plate and then finally welded it all together. This hopefully improved the flow to the bottom turbo by removing and restrictions caused by the first down pipe flange we made being a 3” hole to a T-6 rectangle. To see just how much the fire rings are capable of we decided to risk it and keep the stock head bolts and once again retorque them to 140-150ft/lb range. We also decided to back the timing off to a conservative 27*
kuntzbros
New member
Haha the miata never had a chance! Where are you guys seeing the video?
kuntzbros
New member
Thanks, we have been using your build thread as sort of a guide on some of the stuff we have been doing, so we appreciate the support. Be ready though because we're coming for that 550hp lol
Ok which one of you is this?? - Competition Diesel.Com - Bringing The BEST Together
What turbo's are you using if you don't mind me asking ? Similar as Khaoskustoms ? 58mm and 71mm inducer ?
kuntzbros
New member
I didnt even know there were other videso of it online lol. We are using a rotomaster tv7701 65x94 compressor and a stock WH1c
kuntzbros
New member
Weighs a whopping 8k pounds with me in it.
khaoskustoms
New member
You should be able to surpass me easily if you got a 12mm pump. My P-3000 only has little 11mm plungers in it.
kuntzbros
New member
With the motor back together and retorqued a few times it was finally time to take Lil Debbie to the track and see what she could do. After two somewhat easy passes and no issues we decided it was time to “let er buck” as the Canadians say. Unfortunately, though we could not get the truck to spool and all it wanted to do was fall on its face until the later part of the track. With the waste gate as the suspect we decided to disconnect it but still nothing, so first time to the track was a bust. The next day we began to take a closer look to see what our issue was and we noticed that the wastegate actuator mount had come loose and one of the bolts was missing which caused the wastegate to hang open. We put it all back together and took it for a test drive down the road and Lil Debbie was nothing less than impressive. While we were enjoying testing we ran head first into the limits of our 6.ohh intercooler. The plastic crimped end cap literally blew off the side of the intercooler and not to mention scared the crap out of us. We thought for sure it was something big but fortunately no damage other than the intercooler and the air filter which took the impact.
With a test and tune followed by a local diesel drag racing event coming up the next weekend we called around and found a friend with a 7.3 intercooler which is all aluminum. We quickly retrofitted it to take the place of the 6.ohh and we were up and running again. The next Fri at the test and tune Lil Debbie ran fantastic and actually gave a corvette a run for its money and as many of you have seen blew a Miata out of the water.
[ame="http://www.youtube.com/watch?v=zjfFhwgZe0c"]http://www.youtube.com/watch?v=zjfFhwgZe0c[/ame]
[ame="http://www.youtube.com/watch?v=iFQ8ismQWYI"]http://www.youtube.com/watch?v=iFQ8ismQWYI[/ame]
So the next day we made our way back to the track for the diesel race event and during the test and tune portion consistently ran in the upper 14s but began to run into another issue this time not on the truck but caused by the truck. The smoke from the pipe during spool up was interfering with the lasers which was fooling the timing by about a second which was giving us a false time of high 13’s.
[ame="http://www.youtube.com/watch?v=ZbgUaXPB_4A"]http://www.youtube.com/watch?v=ZbgUaXPB_4A[/ame]
Taking into consideration the times when the smoke was not interfering our best time was 14.70 @ 89mph. We were very excited about this because we finally had reached the point with the combination of the aftermarket exhaust manifold and the fairly aggressive DIY port and polish we were able to put it on full fuel and keep the peddle to the floor the entire track instead of lifting because of high boost and egts. The boost now does not go above 80 psi and the egts do not go over 1500. SUCCESS AT LAST!! No more blown head gaskets and time for the next goal of breaking into the 13’s.
With a test and tune followed by a local diesel drag racing event coming up the next weekend we called around and found a friend with a 7.3 intercooler which is all aluminum. We quickly retrofitted it to take the place of the 6.ohh and we were up and running again. The next Fri at the test and tune Lil Debbie ran fantastic and actually gave a corvette a run for its money and as many of you have seen blew a Miata out of the water.
[ame="http://www.youtube.com/watch?v=zjfFhwgZe0c"]http://www.youtube.com/watch?v=zjfFhwgZe0c[/ame]
[ame="http://www.youtube.com/watch?v=iFQ8ismQWYI"]http://www.youtube.com/watch?v=iFQ8ismQWYI[/ame]
So the next day we made our way back to the track for the diesel race event and during the test and tune portion consistently ran in the upper 14s but began to run into another issue this time not on the truck but caused by the truck. The smoke from the pipe during spool up was interfering with the lasers which was fooling the timing by about a second which was giving us a false time of high 13’s.
[ame="http://www.youtube.com/watch?v=ZbgUaXPB_4A"]http://www.youtube.com/watch?v=ZbgUaXPB_4A[/ame]
Taking into consideration the times when the smoke was not interfering our best time was 14.70 @ 89mph. We were very excited about this because we finally had reached the point with the combination of the aftermarket exhaust manifold and the fairly aggressive DIY port and polish we were able to put it on full fuel and keep the peddle to the floor the entire track instead of lifting because of high boost and egts. The boost now does not go above 80 psi and the egts do not go over 1500. SUCCESS AT LAST!! No more blown head gaskets and time for the next goal of breaking into the 13’s.
Red Sleeper
Active member
Just awesome! I enjoy watching this truck run down the track. It's very unexpected as others in the lane beside you are finding out.
Great job on keeping the head clamped down with bolts.
Great job on keeping the head clamped down with bolts.
Last edited:
imelmo
Go away, I'm 'batin'!
EnduringAtlas
New member
Awesome build. What are the plans to get it into the 13s?
EnduringAtlas
New member
I believe he was smoking the light giving a false time.
diesel_importer
New member
Man, that's cool. Y'all are kicking ase
Sent from my iPhone using Tapatalk
Sent from my iPhone using Tapatalk
kuntzbros
New member
Yea the head bolts seem to be holding pretty well, and hopefully they continue to. The smoke was definitely messing with the lights, we were getting 1.20 60ft times when in reality I get a consistent 2.1-2.2 60ft. 13's are coming and when it happened, the vette's better be looking out! For now you can see in the videos the turbos clean up the fuel really well. We are going to try and home max this pump and see if we cant get some more fuel for the upper part of the track. It launches hard and pulls hard through second but seems to level out after that, Don't get me wrong its pulling like crazy just seems like it could use more fuel. We plan on racking the barrels, putting a rack plug in it and possibly some full cut delivery valves to feed the 5x.022 injectors we have in it. Thanks for all of the support we will continue to make this thing faster and faster. Cant wait to be smoking corvettes at the track lol
kuntzbros
New member
One of the main reasons we went to the local race was to get Lil Debbie on the dyno. We found out beforehand that it was going to be the same dyno as the one we used the previous year so we were excited to have an accurate comparison. Unfortunately, though the dyno was not at the event because of some ridiculous insurance compliance issues with the NHRA sanctioned track. We decided that we would just call the Dyno company ourselves and try to setup our own event. The guy operating the dyno immediately remembered Lil Debbie and agreed to do an event for us. Thanks to a local friend letting us use his hay barn we were able to round up about 15 local trucks and made a good day of it. Lil Debbie performed very well on the dyno and put down 458hp.
[ame="http://www.youtube.com/watch?v=14UyY0vsL_A"]http://www.youtube.com/watch?v=14UyY0vsL_A[/ame]
We then found out that Roadkill was having some zip-tie drag events on the east coast so we figured we’d try our best to enter into their $3000 Hooptie challenge. We made our way out to Memphis via our 12v Cummins dually and about 130 gal of waste oil with wind sail Lil Debbie in tow. On a side note we did get 13 mpg on waste oil on the way out keeping speeds below 65 mph however on the way home was another story. We foolishly decided to head home sat night and realizing we were not going to make it back until sunrise the next day we loaded up on caffeine and put the hammer down. This resulted in keeping 70mph+ but tanking the fuel mileage to 9mpg. We did make it all the way there and back without stopping for fuel though.
The $3000 hooptie challenge was a huge success. Since Lil Debbie was a huge hit with the crowd Freiberger and Finnegan allowed us to compete. We advanced all the way to the semifinals where we lost to the overall winner of the race and taking a technical 3rd place. Lil Debbie performed awesome and ran 9 passes total with 5 passes in the upper 14s and with a best of 14.68 @89mph. We had such a great time we decided we would put on a Lil Debbie smoke show after the event. After consistently running in the 14s with no issues we are now in the process of getting some more fuel to it to see if we can get it deeper into the 14s and eventually to our ultimate goal of 13s and as close to 600hp as possible with as little high dollar parts as possible.
[ame="http://www.youtube.com/watch?v=cdjxWmpOsoc"]http://www.youtube.com/watch?v=cdjxWmpOsoc[/ame]
[ame="http://www.youtube.com/watch?v=wvusdDJzHLk"]http://www.youtube.com/watch?v=wvusdDJzHLk[/ame]
[ame="http://www.youtube.com/watch?v=14UyY0vsL_A"]http://www.youtube.com/watch?v=14UyY0vsL_A[/ame]
We then found out that Roadkill was having some zip-tie drag events on the east coast so we figured we’d try our best to enter into their $3000 Hooptie challenge. We made our way out to Memphis via our 12v Cummins dually and about 130 gal of waste oil with wind sail Lil Debbie in tow. On a side note we did get 13 mpg on waste oil on the way out keeping speeds below 65 mph however on the way home was another story. We foolishly decided to head home sat night and realizing we were not going to make it back until sunrise the next day we loaded up on caffeine and put the hammer down. This resulted in keeping 70mph+ but tanking the fuel mileage to 9mpg. We did make it all the way there and back without stopping for fuel though.
The $3000 hooptie challenge was a huge success. Since Lil Debbie was a huge hit with the crowd Freiberger and Finnegan allowed us to compete. We advanced all the way to the semifinals where we lost to the overall winner of the race and taking a technical 3rd place. Lil Debbie performed awesome and ran 9 passes total with 5 passes in the upper 14s and with a best of 14.68 @89mph. We had such a great time we decided we would put on a Lil Debbie smoke show after the event. After consistently running in the 14s with no issues we are now in the process of getting some more fuel to it to see if we can get it deeper into the 14s and eventually to our ultimate goal of 13s and as close to 600hp as possible with as little high dollar parts as possible.
[ame="http://www.youtube.com/watch?v=cdjxWmpOsoc"]http://www.youtube.com/watch?v=cdjxWmpOsoc[/ame]
[ame="http://www.youtube.com/watch?v=wvusdDJzHLk"]http://www.youtube.com/watch?v=wvusdDJzHLk[/ame]
