G.M. Performance Parts Duramax Diesel Top Dragster final prep for testing .

I will when it look presentable. Had to buy a -12 tape for my dry sump fittings in the pan.
Looks like I may retire from the fire department after 26 years to go and race this car full time. G.M. wants me to run 15 to 20 events. I like the IHRA format the best 2 races in the same weekend. You get 2 time trials on Friday and then and additional time trial Saturday and Sunday morning. Then you race a point’s race.
NHRA divisional may go to the same format because of the price of fuel. NHRA nationals are long and drawn out 1 time trial on Thursday, 2 on Friday and first round on Saturday. Big reason why I’m taking my tim e to get this right, it has to run in the low 7’s and high 6’s to get qualified, and then consistent to be there on Sunday.
 
good picture of the wiring as the People fro G.M. PP were in town for the Dallas Event stoping by to look the car over

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COMP461 said:
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Not going to make the U.S. Nationals like I wanted so we will start with OK city NHRA divisional event then Dallas National event and Houston National Event , then off to Vegas for three events back to back and the SEMA show.




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Greg this is a really nice piece of work!! What times are you looking run (6’s 7’s)? :tree:
 
Race car

I would think it should run mid 5's! With his 90 years of racing and your pimpin he should be abale to run with the fuel cars. I think warhorse is a porn star. Greg is getting bored again.
 
Stingpuller said:
I would think it should run mid 5's! With his 90 years of racing and your pimpin he should be abale to run with the fuel cars. I think warhorse is a porn star. Greg is getting bored again.
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Sorry man I ant much on talking trash !! I will say if the rail makes the power it should with what it weighs should be an impressive ride. That’s all! :Cheer:
 
Greg,

Very nice ride. I hope it runs good for you. I saw some where in these post you are probably considering a billet head. If you get to that point, check me out. I have many years of experience building billet heads for diesels, and I'm currently working on a design for a Duramax.
 
EricStaab said:
Greg,

Very nice ride. I hope it runs good for you. I saw some where in these post you are probably considering a billet head. If you get to that point, check me out. I have many years of experience building billet heads for diesels, and I'm currently working on a design for a Duramax.
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I will, I have talked to you in the past when I was at GBE I'm currently working on a Dmax head for a BBC block, but would look at any Idea's you have . I'm not stuck on a 4 valve head, would look like a Chevy Hemi, where the injector is still in the center.

kind of like this one

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For the others , I need a short line between the two pumps , who bends CR lines
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EricStaab said:
Greg,

Very nice ride. I hope it runs good for you. I saw some where in these post you are probably considering a billet head. If you get to that point, check me out. I have many years of experience building billet heads for diesels, and I'm currently working on a design for a Duramax.
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like your lifter , I put lifter bore sleaves in and Jesel lifters

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We can really look at this from any angle when it comes to the billet head. I was really thinking of keeping it 4 valve if rules will allow it.

There is many reasons why. I belive I can get the same flow out of it as a two valve. Maintain good velocity, and low lift flow which a diesel likes. It keeps from having to do a lot of rework to the injectors and a billet valve cover to boot.

If two valves is what you would like I can do that, and that is possibly what I need to do just because the pulling classes right now only allow 2 valve billet heads, even though there is no good reason for the limitation. In the two valve we would have to move the injector and put it on an angle to fit large enough valves to achieve the flow we want. Then we have to build custom rockers, shafts, and stands for it to. We are working on this over the winter, and going to try to have a couple done for next season. Let me know if you interested, give me a call or email me 715-384-4422, email: nolimitmfg@yahoo.com.

We tested the lifters over the summer and we have had really good feed back. They were tested on a pulling truck. With stock lifters the truck could only run 4200-4500 rpm, and lost rpm at the end of the pull track. After the change, the truck ran 4700-5400 rpms, and was able to hold them better at end of the track. It was a real gain. Actually it was more than I was expecting.

We also working on an adjustable timing gear setup for Dmax, Billet Maincaps, and roller rocker arms as well.
 
COMP461 said:
I will, I have talked to you in the past when I was at GBE I'm currently working on a Dmax head for a BBC block, but would look at any Idea's you have . I'm not stuck on a 4 valve head, would look like a Chevy Hemi, where the injector is still in the center.

kind of like this one

97c7bfad-e1a3-547f.jpg

For the others , I need a short line between the two pumps , who bends CR lines
IMAG1241.jpg
Click to expand...
Nice!!
 
EricStaab said:
We tested the lifters over the summer and we have had really good feed back. They were tested on a pulling truck. With stock lifters the truck could only run 4200-4500 rpm, and lost rpm at the end of the pull track. After the change, the truck ran 4700-5400 rpms, and was able to hold them better at end of the track. It was a real gain. Actually it was more than I was expecting.
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Not sure what you had going on but we have run stock Duramax lifters to 5500 with little to no issues for the past 3 seasons and typically run down the pulling track at 4300 - 4500 RPM. While a lighter lifter is going to help the valve train I think you had some else going on if you could not carry these RPM's with stock lifters.
 
Diesel Tech said:
Not sure what you had going on but we have run stock Duramax lifters to 5500 with little to no issues for the past 3 seasons and typically run down the pulling track at 4300 - 4500 RPM. While a lighter lifter is going to help the valve train I think you had some else going on if you could not carry these RPM's with stock lifters.
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It wasn't my truck. I'm not the engine builder, but I think you miss understood what was said. These are going down the track rpms. Seems that my customer was running about the same rpm (4300-4500) you are going down the track at now. Then tested the lifters, and has now gained some rpms. Typically running from 4800-5400 rpm down the track. Of coarse this can depend on how good the track was and sled setting. The customer is happy with the lifters, they increased performance and were durable.
 
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