95' Junker Drag Truck

Went back and read this thread again for the3rd time trying to keep down all the info! Blue thanks a lot for taking the time to document everything. I actually picked up a 95 2wd with this thread in mind.

Only other question I can't recall being answered. Are you still running the stock over flow valve with a pen spring?
 
I had the urge to copy, there was a '94 2wd auto with 229,000 on it for sale locally for $1000, but it sold before I could check it out.

Keep up the good work Will! And resist the temptation to do more than 1 thing at wants to keep the results somewhat scientific
 
A couple of ideas. You might try doing the chargers first. I thing your manifold charger's exhaust side will be a bottle neck and will be the restriction not the head. If you do head first and then chargers, your new turbos will appear to show bigger gains than they actually would other wise.

With the pump cam, you will not see much more flow in the lower rpm range because the follower has not become unstable yet, but you should in the higher rpm range. It would be nice to see where your fueling is before tear down on the pump, and have it set at the same CC level for testing after the pump is built so that you can isolate how many hp the pump cam itself was worth with no additional fuel added. Good luck!

Zach
 
I finally finished up the race harness install. Had to fabricate a small bracket to anchor the 5th point or crotch belt. Then just welded it to the cab floor.

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The finished belt came out nice, should be a good secure setup.
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Next I finished up the install with roll cage padding. The foam padding was sourced from Jegs.

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I filled in the back window with a piece of Lexan. For future reference the original square dimension was roughly 70" wide by 18" tall before cutting it down the final 1/2" or so plus coping in the curves and roll cage rear bars.
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I also finished adding more support to the outriggers by tying them into the factory cab outriggers.
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The rear main outriggers needed a little more lateral stability so I added an angled brace back the frame along with a small gusset angle to tie the roll cage outrigger into the factory rear cab mount outrigger.

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A huge thanks goes out to Phil Taylor & Diesel Performance Converters!!! Phil stepped up as a parts sponsor and sent out one of his top-of-the-line quad disk torque converters. In anticipation of the upcoming turbo modifications, we went with a looser stall to ensure the new larger turbos will spool up just as well as the current He351cw over HT4B did with the stock stall DPC triple disk.

This upgrade was fairly straight forward, UPS man delivers a 66 lb brown box:
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Open it up to reveal the new fresh converter:
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Remove tranny, pull old converter, and install new. Old triple disk on left, new quad disk on the right. Externally they look almost identical, however the triple disk is about 8-10 lbs lighter in weight. If you look closely, you can see the different angles of the fins on the cover with the new V-10 based converter having less severe angles.

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It looks like Midnight Mayhem is running again on Friday September 19th, I'll shoot for that date to go out and make some more test and tune runs.
 
Nice work Will,:ft: just a heads up on the padding any place where your head can come into contact with the cage needs to be SFI padding.
 
The roll cage turned out nice. Is the roll bar padding supposed to be SFI approved? If so, it doesn't look like any of the SFI padding I've ever seen before. Do you have a link to the stuff you ordered on Jegs site?
 
awesome progress on the build!! I cant believe Phil didnt paint the converter a bunch of differnt colors!!
 
Is there anything required on the diesel tank for the faster index? It would be nice to have a fuel cell behind the axle for weight transfer.
 
gwhammy said:
Is there anything required on the diesel tank for the faster index? It would be nice to have a fuel cell behind the axle for weight transfer.
Click to expand...

No requirement, but great minds think alike!!!

I have a fuel cell in my possession and plan to locate it as far back as possible to act as ballast, help balance the truck better by getting the fuel weight centered left to right, and clean up some of the fuel system plumbing.
 
While the tranny is out for the torque converter upgrade, I also swapped out the diesel brass governor weights for the lighter weights from a V-10 governor. This should bump the shift points up to around 4000 rpm which will more closely match the the anticipated power curve of the new Hamilton V2.5 pump cam, Hamilton Race Head, and new turbo setup.

Remove tail housing:

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Remove overdrive break clutches and then slide OD housing up and off the internal components:

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Governor removed, just a couple of snap rings are removed to enable removal from the output shaft.

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Old diesel brass weights:

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V-10 Gasser Weights:

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Big Blue24 said:
It looks like Midnight Mayhem is running again on Friday September 19th, I'll shoot for that date to go out and make some more test and tune runs.
Click to expand...

damn, was hoping to see you come back out to edge days again so i could check this thing out
 
Can you help me understand how these work? And they are in the OD housing, but they help control all shift points?

Do they spin and push back on the line pressure, and the heavier the weight the quicker they overcome pressure and allow flow in order to shift gears?

Also, where did you source them? I wouldn't mind 4000rpm shifts if you get it back together and it does shift higher!
 
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