95' Junker Drag Truck

[Big Blue24]

The last and only time I've dyno'd the Junker was a few years back with the stock motor that did 708 HP and 1400+ ft lbs. At that time, it's best 1/4 mile time was mid 11's.

It has since gone high 10's in the 1/4 mile so it's probably in the upper 700 to lower 800 HP range. With that large correction factor (21%) at the Industrial Injection dyno event last weekend, it probably would have been really close to 900 corrected HP...

 

[2 Micron]

Any updated info on the Junker? Details on the fuel problems?

 

[Big Blue24]

Update: Tragedy

The original 160 pump with the upgraded Hamilton pump cam and springs hung the rack before any testing or street mileage could be completed. Upon further investigation, the fuel supply and/or fuel quality was the suspected cause of the premature failure. Seth @ Farrell Diesel fixed the pump with complete used set of same part number 160 pump barrels and plungers. A shipping error ended terribly with the fresh pump being delivered to my old address the last week of May and by the time the error was discovered, the pump was gone STOLEN! A police report was filed and many local diesel buddies are still looking for the pump, but if anyone ever comes across my pump with the below pictured pump tag and unique serial number, please contact me ASAP!!!

Fast forward to the present, I had a spare 887 (1996 model 215HP) pump and sent that to Seth for maxing and balance. We were able to get 575 cc's out of that pump and it was returned shipped to my new shop address and is safely resting in close proximity to the Junker Drag Truck.
887 Pump Tag:

The plan is to have the truck up and running within the week. To address the fuel supply issue, the fuel tank has been deleted and a fuel cell has been installed in the bed.


The setup is fairly simple, a single 1/2" feed line comes from the fuel cell and tee's at the suction feeds to the Holley Black and the Walbro 392. The Holley suction feed has a tee that also feeds the factory lift pump suction line. This allows the truck to run and start without electric pumps yet still provides enough flow when the electric pumps are running.

For the used 12 gallon fuel cell hold-downs, I reused the factory fuel tank hold downs and welded them directly to the bed on one end and added a stud and nut on the other end. Simple and CHEAP!!!

The tappet cover has also been leaking on the truck ever since the motor build, so I swapped out the poor sealing Victor Reinz gasket for a Felpro gasket which is a much higher quality/better fitting tappet cover gasket.

And finally, the Junker got a new decal to represent our new shop: Power Driven Diesel

 

[97$moker]

That sucks about the pump, I'll keep my eyes and ears open. Where is you guys shop at? Vegas or st george/cedar city?

 

[Big Blue24]

Shop is in Cedar City, UT.

 

[Chrisd91]

Sorry to hear about the pump

I really like that new shop logo, reminds me of ag logos like a 70s Steiger logo or CIH

 

[zfaylor]

12 or 16 gallon summit cell it look like? I wondered when a fuel cell would get put in! Just gotta ask why not cut the bed and drop the sump below the bed and why the tee when there are two -8 JIC fittings on the sump of the cell at your disposal?


Love the build more than anything on this site and glad to see some more updates! Sucks one of the updates is bad news. I hope you find your pump.

I love the logo as well. I agree with chrisd it is a cool old school ag looking logo.

edit:disregard the cell questions. I forgot there are some cross members underneath that make putting a cell at the back difficult. I wanted to put mine there on my truck and ended up putting it in the middle. Also see that one of the sump outlets has a different fitting in it.

 

[Big Blue24]

Yes, it was easier to shim up the used fuel cell rather than deal with cross members under the bed. Being that it was a used cell, I had both -8 and -12 outlets. I was being cheap and didn't want to spend big bucks on -12 fuel line and fittings so I made a plug on the lathe and press fit it into the -12 outlet. One 1/2" supply is adequate for my current fuel needs since both electric pumps recommend 3/8" inlet size and the high pressure I run has much less volume demand on the suction side.

 

[Todd W]

Sorry to hear about the pump

I really like that new shop logo, reminds me of ag logos like a 70s Steiger logo or CIH

I love the logo as well. I agree with chrisd it is a cool old school ag looking logo.

Thanks guys. A lot of thought and work goes into a logo design, more than I would have thought before we started this. I am glad you like it, we have heard similar sentiments from others and it is always nice to hear.

 

[Shainer]

Took me the better part of a week to read this entire thread. I don't usually follow build threads because they either die in a month, or there is little useful information. Can't say that about yours at all. Great work, and a great success. Thank you for all your time.

 

[Big Blue24]

Took me the better part of a week to read this entire thread. I don't usually follow build threads because they either die in a month, or there is little useful information. Can't say that about yours at all. Great work, and a great success. Thank you for all your time.

Thanks it's definitely a fun hobby, testing and tuning step by step...

 

[Big Blue24]

Update: It's making more power!!!

With the recent cylinder head upgrade, pushrod upgrade, Farrell Diesel 12mm (215HP) 575cc pump, Power Driven 7mm DV's, Power Driven Budget Builder 5x018" Injectors, & DPC Quad Disk Converter, and larger 64mm turbine wheel in the He351, the Junker Drag Truck is running amazing!

I haven't taken it out on the highway yet to check boost pressure in overdrive, but in 3rd gear it's peaking at just 60 psi total with 45 psi coming from the HT4B atmosphere charger. Before it was hitting 90 psi total with 65 psi coming from the HT4B.

What's incredible is it's making more power despite the 30 psi drop in boost pressure and the healthy dose of fuel it picked up with the freshly maxed 215HP pump.

Here's a little update video:

[ame="http://www.youtube.com/watch?v=WKbY4r-unyg"]http://www.youtube.com/watch?v=WKbY4r-unyg[/ame]

 

[CTD2500]

Awesome, can't wait to see how it goes. You guys are having a great time this year!

Question, maybe I missed it, but whatever happened with the larger primary you had a while back?

Quoted here:

This might be the next air upgrade for the Junker Drag Truck:
HT80 Turbo, 89 x 138.3mm compressor 127.8 x 105mm turbine wheel.

Here it is next to the current HT4B atmosphere turbo in the compound setup.

Odd exhaust flange, it's huge so it'll need to be partially blocked with an angled diverter plate.

6" outlet is larger than the standard 5" utilized on the HT4B

It might make more sense to investigate the possibility of a hybrid turbo between the two to utilize the existing hot-side of the HT4B and upgrade to the larger 89mm compressor of the HT80.

 

[Big Blue24]

Oh, the bigger twins are still in the works. I didn't want to give up on my quick spooling turbo setup until I maxed them out with a bigger better injection pump so I could quantify their maximum potential on my setup.

After some testing, dyno runs, and track outings, the current compound setup will come off and the bigger yet still cheap compound setup will be installed. In fact, that is exactly why I went with the quad disk from DPC, I wanted the higher stall for the future twins and Phil wanted me to have a 100% reliable converter for the amount of racing and abuse I plan to put this truck through.... Although the old DPC triple disk was opened up and found to be in excellent condition, a true testament to the capacity of a good triple disk in a lighter weight truck. My truck was no horsepower monster, but it definitely made lots of early low rpm torque, the exact torque that destroys lockup clutches and transmission components. In fact, when the Quad disk went in, the input shaft has more twist than it started with, meaning it's seeing enough abuse to tear up a 300m input shaft.

 

[straight 6 roar]

Good deal man, sounds like it's running well. When are you gonna get to the track?

How does the HT80 compare to an HX82?

 

[Big Blue24]

Good deal man, sounds like it's running well. When are you gonna get to the track?

How does the HT80 compare to an HX82?

Hopefully catch a midnight mayhem or test n tune in Vegas in July.

As far as HT80 vs HX82, they are the same frame size and the turbine and compressor dimension on my HT80 cross over to certain models of HX82 so I'd venture a guess that it's essentially an oddball reverse rotation HX82 without all the cool modern billet compressor wheel options or housing options.

 

[Texashighways]

I have a 93mm billet wheel for my HT80. Got it from majestic Turbo...... Also, you can cut your flange off with a plasma and weld on a T-6.

 

[12vriviera]

I seen it.. Is real pretty

 

[Big Blue24]

Update: Broken Transmission

While out doing some moderate street testing and tuning..... 80mph rolling burnouts, the transmission started slipping mid-burnout and the RPM flared up over 4000. I limped it a few miles back to the shop under it's own power and the truck stalled when it came to a stop meaning the converter was in lock-up mode. By the way, this new DPC quad disk converter is a wicked mean locking converter, insane lock-up power!!!!

I pulled the trans expecting to find a burned up rear clutch, a blown rear clutch seal, or a flipped belleville spring.... Nope, the converter was stuck in the transmission so I knew something major had gone wrong.

It looks like the TCS Canada Maraging steel input shaft had lost the torque battle with the Junker Drag Truck coupled with the DPC Quad Disk. It wasn't a clean break, more of a big spiral/peeled banana break but somehow the fragments coupled together enough to get me home. The broken shaft caused cross flow in the hydraulic circuit ulitimately causing the lock-up assembly to engage. I suspect the converter will be flawless internally when Phil/DPC opens it up to remove the broken shaft and pump stator pieces.

I haven't decided if I want to wait for an AerMet shaft from TCS Canada or try another brand of billet input shaft like the TCS AZ shaft that we regularly stock and sell. It would be good to put a TCS AZ shaft through the rigors of a street terror/junker race truck.

A few pics of the carnage:

Quite a bit of damage between the destroyed pump, broken pilot tip on the stock intermediate shaft, and a bushing on the 3rd/direct drum.

 

[Chrisd91]

Ouch! So that's what happened when you took Cody for a ride?