.020 Headgaskets....q and a.

Well I was running the smarty on 4, the tst on 2/0, and the puck on max when I ran the 11.9 and it held 24-26k.
 
I hardly ever use the smarty rp, leave it stock then flip on the puck when I need it. I'm getting a TST with rail press and I might play with it.
 
HIGH TECH RAM said:
I'd take "0" pride in that truck. It takes forever to start and sounds like hell while it's running.
Click to expand...


You build something like it and well let you give an dish. I usually don’t let it start until I see the oil pressure move , its just the starter running , until I turn on the ignition . keeps the turbo, oiled.


The rattle is a glitch in the custom tuning that I was using ,It rattled until the temp got to the operating range, but it turned 3900 and ran real clean.
It made right at a 1000 on that tune , I only use the nitrous to launch , and then ramped it off 2 seconds in to the run, hence the low MPH on that pass . My usually MPH was in the 126 to 129 range .

The piston bowl design is critical to making power , and what works for a stock engine is far from optimal for making power. I use as open a combustion chamber as possible , this includes as open a piston bowl as possible, and as wide a spray pattern as possible to expose the fuel to the bigest amount of the available air as quick as possable . This reduces the timing requirement , and deliver the fastest flame front propagation speed . result more power with less fuel, and less stress

The less the timing advance needed , and still achieve peak cylinder pressure as fast after TDC , without exceeding maximum combustion containment pressure , the stress
 
My stock 03 pistons worked pretty well for making clean power. Those are some pretty tight bowls also. :what:
 
And those may work well for you , but I like the larger bowl design, with more compression , and less timing . If my only priority was to have the biggest dyno queen, learning how to best work the sport of dynoing and put big numbers up to brag about , I am absolutely confident, I would achieve just that.

I strive to produce projects that will live in the real world , and these projects , have to live for long extended road trips , and full throttle full power land speed runs . Not saying, what you have accomplished ,is not phenomenal , it is , but , its not in my educated opinion the best , and most efficient way to produce power that is usable for the average guy.

Inertia Dynoing at a dyno event , is simply a sport , the numbers, are not always representing of performance, but of a tuners ability to accelerate a dyno wheel, as fast as possible, to produce the biggest number. This is what inertia dynoing is really about , quick ramps where you can toss the kitchen sink tune at it , and make big numbers, but try that same tune, where the rate of acceleration is less, and the parts come to see the light of day…….

We do this strategy of tuning, on maximum effort engines, where the acceleration rates are 600 rpm’s per second, You toss in what would seem to be excessive tuning , and get by , because the engine is running away form the load. You optimize the tune for that rate of acceleration as well . Now if you were to keep that same set of tune parameters for an acceleration rate of lesser value , the results would be piston melting , and rod bending.
 
I think my Dyno Queen (not the CR fuel only record tune) went a little bit faster than your Project X at the track (without the aid of bottle) and was awesome for daily driving. Oh yeah and that was lifted in the front a little bit, stock gears, with the almighty 10.5, Stock BFGs running on the rev-limiter.

The truck with gears, tires, and the new tune would destroy Project X that probably has so much money thrown at it and tons of sponsorship. :owned: Oh yeah, when the truck ran down the track faster that project X, i couldn't get it over 1,250 degrees. I think that makes it pretty efficient to make power for a long time with out melting things.

You are not the only one with all the info on how to build HP that be use for along time. :kick:
 
COMP461 said:
You build something like it and well let you give an dish. I usually don’t let it start until I see the oil pressure move , its just the starter running , until I turn on the ignition . keeps the turbo, oiled.


The rattle is a glitch in the custom tuning that I was using ,It rattled until the temp got to the operating range, but it turned 3900 and ran real clean.
It made right at a 1000 on that tune , I only use the nitrous to launch , and then ramped it off 2 seconds in to the run, hence the low MPH on that pass . My usually MPH was in the 126 to 129 range .

The piston bowl design is critical to making power , and what works for a stock engine is far from optimal for making power. I use as open a combustion chamber as possible , this includes as open a piston bowl as possible, and as wide a spray pattern as possible to expose the fuel to the bigest amount of the available air as quick as possable . This reduces the timing requirement , and deliver the fastest flame front propagation speed . result more power with less fuel, and less stress

The less the timing advance needed , and still achieve peak cylinder pressure as fast after TDC , without exceeding maximum combustion containment pressure , the stress
Click to expand...
Greg couple of questions for you;

1- Whats the fastest youve been in Project X in the 1/4 e.t. wise?

2- Why are you not running no2 the whole race? I understand at launch to help with getting the boost up, but again why not the hole run?

3- If you were able to turn 3900rpm then what was the big hoopla a while ago about you not getting the TNT-Race w/ the 4k?
 
bh10 said:
Greg couple of questions for you;

1- Whats the fastest youve been in Project X in the 1/4 e.t. wise?

2- Why are you not running no2 the whole race? I understand at launch to help with getting the boost up, but again why not the hole run?

3- If you were able to turn 3900rpm then what was the big hoopla a while ago about you not getting the TNT-Race w/ the 4k?
Click to expand...

:owned:
 
We do this strategy of tuning, on maximum effort engines, where the acceleration rates are 600 rpm’s per second, You toss in what would seem to be excessive tuning , and get by , because the engine is running away form the load. You optimize the tune for that rate of acceleration as well . Now if you were to keep that same set of tune parameters for an acceleration rate of lesser value , the results would be piston melting , and rod bending.
Click to expand...

Is this the therory of revgain in action?
 
chrleb1 said:
I think my Dyno Queen (not the CR fuel only record tune) went a little bit faster than your Project X at the track (without the aid of bottle) and was awesome for daily driving. Oh yeah and that was lifted in the front a little bit, stock gears, with the almighty 10.5, Stock BFGs running on the rev-limiter.

The truck with gears, tires, and the new tune would destroy Project X that probably has so much money thrown at it and tons of sponsorship. :owned: Oh yeah, when the truck ran down the track faster that project X, i couldn't get it over 1,250 degrees. I think that makes it pretty efficient to make power for a long time with out melting things.

You are not the only one with all the info on how to build HP that be use for along time. :kick:
Click to expand...


:owned::owned::owned::owned::owned::owned::owned:



what are you some ricer high schooler, grow up and inter in to a discussion with out resorting to your little jabs.

contribute to the knowledge base for the average guy

You really don’t want to talk about comparisons ,



1. What is the displacement of that engine , 5.9 or 6.7


2 Project X has 230,000 mile on it , with nothing but a very small cam, and a good cylinder head , a very similar head to the the one your speaking about .


3. Sponsorship you get the same parts and help ,



4 we are tuning for durability in that we run LSR events and events like Drag Week .


5 you have Bob and Marco in your shop with custom tuning ,


Bob promised myself and Brady the exact support , in conjunction with Charlie and Kenny at Dr Performance and their dyno .

Bob told Brady and myself on several different occasions that he wanted Project X to run a Smarty , even telling Brady to send me a unit out of Industrial Injections stock . II was never reimbursed for this by Bob.
I made arrangements and traded out the unit .



it apears that Bob has made that same promise to many , many people , and I have many PM to that effect. This seems like a bate and switch , Bob telling people that if they bought a smarty , they would get the special tuning. But people say they never seem to get the tunes .

I agreed, that if Bob helped me, to not decompile the R tune which is a open tune and is very vulnerable if the truth was know. I have the R tune and the updates .



I am not bound by an agreement that Bob did not fulfilled .

And as to Pot calling Kittle Black, it appears that , the inside of that software is full of Bully Dog code , where I’m told by many that Marco use to work. Hmmmmmm.

So get off you high horse , I applaud the power you guys made , I make a different kind of power.

We both have a responsability to help other, its part of what you should do whan you take parts and are in the publics eye









:thankyou2:
 
Last edited:
COMP461 said:
You really don’t want to talk about comparisons ,



1. What is the displacement of that engine , 5.9 or 6.7


2 Project X has 230,000 mile on it , with nothing but a very small cam, and a good cylinder head , a very similar head to the the one your speaking about .


3. Sponsorship you get the same parts and help ,



5 you have Bob and Marco in your shop with custom tuning ,
Click to expand...

Sure, I'm always game to compare..... I usually win though... :hehe:

Jabs..... I kinda remember you saying that my truck was only a Dyno Queen. I was just giving you the facts that it wasn't. I was just stating how simple my "dyno queen/ daily driver / drag truck" was.


1. 5.9L

2. Small cam (run of the mill H2), probably same head (ported with zz-customs)

3. Paid for everything on the truck and the truck..... No free turbos, no free injectors, no free pumps, no free tranny, no free boxes, no free wastegates, no free anything No sponsorship :thankyou2: So I may get parts, but they are not free for me to :cheer: about. I promote them because they work.

5. My tune that Marco built.... de-tuned tnt-R. Such a scary program.... We detuned it and it made huge power.

There is my comparisons..... :what:
 
COMP461 said:
:owned::owned::owned::owned::owned::owned::owned:


And as to Pot calling Kittle Black, it appears that , the inside of that software is full of Bully Dog code , where I’m told by many that Marco use to work. Hmmmmmm.
Click to expand...

have you ever thought that maybe bully dog has tried to copy Marco? i mean come on now, if marco was copying bullydog, they would be the ones that have the 4k tune. get real.
 
COMP461 said:
One of about a million to never o-ring a CR , the MLM factory gasket is far better at holding power then a o-ringed older style gasket combination.


Hopefully this is a 04 ½ 600 , with the bigger piston bowls , If you will use the earlier 03 early 04 tips with a tighter spray angle then this will fix your problem. If you have the early 04 then you will need a tighter tip yet.
Brady at indrustrial Injection has new Bosch tips in many spray angles , and this should help

watch this video and when you see me warming up, you will see big timing rattle, the switch is the DP fuel box,
once it wormed up , it got a little better

http://video.streetlegaltv.com/video_detail.php?mId=6658
Click to expand...

The 04.5 and up nozzles are actually tighter than the 03-04.
 
I know a lot more now about whats inside these programmers , and they all copy each other .
still a programmer is not going to do it all, case in point , if you change injector size , you can't change the pre and post events .
 
COMP461 said:
I know a lot more now about whats inside these programmers , and they all copy each other .
still a programmer is not going to do it all, case in point , if you change injector size , you can't change the pre and post events .
Click to expand...

absolutely you can. your telling me you cant change rail pressure with a programmer pre and post events? even though its a constant , its basically pre and post rail pressure you are adjusting. what other events would you like to change and i to have seen whats in these programmers at Rebs shop. i can tell ya Marco is the man when it comes to prgramming these trucks.
 
You must log in or register to reply here.
Back
Top