Billet Rods

Sledpuller said:
Whose feet are where?

SOMEBODY EXPLAIN TO THIS HILLJACK WHERE THE BLEEP THE 40,000 POUNDS GOES TO?
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what havent seen it before? its typical retoric the steve cole uses..... :bang
hell he colorfully called cunningham a bunch of idiots for the rods that they make:bang similiar to what GBE did/does
and has got people banned form several sites :bang

x2 on johnboys state ment


i would like to know what motor TTS rods are in that make more then 1500HP because that is the bigging od MOD territory HP
 
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Diesel Tech said:
Yes, we would blow our shorts but if you woke up that would also blow our shorts. One of the key factors you keep skipping is the traction issue, once you lose traction the load stops. The other is the 40,00 pounds your so proud of is BS! The sled rolls on tires with wheel bearings until the weight box moves forward and start pushing the pan down and most of the time is is not event full of weight so its something less. Sled pulling is a dirt track and drag racing is a pavement surface with a glue applied to it. You can put a million pounds on the sled but the point at which traction is lost your done. It does not matter if its 5000 lbs or a million pounds once traction is lost its over! This is going to occur over a 300- 400 foot track at best! I've been to many sled pulls and most are less than 10 seconds once the truck leaves the line. Drag racing on the other hand allows for more power to be applied much quicker and harder for longer periods of time. Then turn around and do it over and over again at the same race. Most high powered sled pullers need at least 2-3 hours between runs and that would buy you a DQ drag racing.

Both are hard on parts but to say one is harder on rods than the other is total BS and Gene is full of that!
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ok so why do sledpullers as myself need to use bigger rearends than a dana 80 so we don't destroy them all the time. Something else is are wheel speed is almost double as are ground speed which equals broken **** when the wieght comes up on you. Real men truck pull fags race each other !!!!
 
malibu795 said:
what havent seen it before? its typical retoric the steve cole uses..... :bang
hell he colorfully called cunningham a bunch of idiots for the rods that they make:bang similiar to what GBE did/does
and has got people banned form several sites :bang

x2 on johnboys state ment


i would like to know what motor TTS rods are in that make more then 1500HP because that is the bigging od MOD territory HP
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Have to agree again as I was underpower at 1200+ hp.
 
Diesel Tech said:
I think this has been answered but I have to say this statement is wrong.

When sled pulling you have all the time in the world to spool up and get going. As you travel down track the load continue to rise from the sled until you reach the point of loss of traction between the dirt and the tires. the load increases at a steady rate for a total of 300 feet.

Drag racing you cannot sit at the line and spool as you will get timed out. This requires the same size turbo's but a tighter exhaust housing to spool quicker. This puts more stress into the motor to begin with. Then the motor runs up and down the RPM range at max load the entire run. Drag racing is 1/8 mile or 1/4 mile not 300'. Now you have to break loose 4 slick on sticky pavement so there is much more traction drag racing with higher loads for longer periods of time.

Look us that are good at drag racing typically suck at sled pulling as we tend to overpower the track since were not use to dirt. I'm learning the sled pull side from a drag racing view. What I can tell you is we need to bring the power up slower and allow the truck and sled get up to speed while steadily increasing the power. Drag racing we hit the power much quicker and harder and keep it there much longer due to track length. You guys get one shot two if your lucky and it's over while we may make as many as 15 passes per event.

So as you can see there are differences but to say sled pulling is hard on the motor just doesn't add up.
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you always have a load on a pulln truck and if not maybe they need to shift up you an't gaining anything agaisnt the gov! You drag racers that sled pull maybe take the slicks off . Oh and sled pulling is so easy on motors your right where you from calf where you pull on sand!!!!!!!!!!!!!!
 
BigBadDodge said:
Steve, I know you guy's have rods in some of the top cummins race motors do you have rods in any of the cummins modified pulling trucks? I ask because I know the "I" type design rods are proven in several cummins modified trucks, have the H type (no matter the vendor) been proven in a cummins modified sled pulling truck yet? I ask only because I don't like to be the first testing stuff. And we are talking at around, if not slightly over 6k rpm's.

BBD
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Dale, we were not off topic at all, Scott asked if Diesel techs rods were used in pulling motors, and Dt answered:

Diesel Tech said:
Scott

We have sold sets to people that said they were for pullers but I really do not know for sure.
........So as you can see there are differences but to say sled pulling is hard on the motor just doesn't add up.l
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Which is hilarious considering the ONLY reason Scott is rebuilding his engine, is it has split in half.)


So he admits he doesn't know, then insists for next 6 pages, that pulling doesn't add any more strain, in fact less, because its on dirt and only 300 feet, and the sled doesn't weigh 40,000 pounds because it has wheels on it..

The entire rest of the discussion was brought on by Stev-o himself, arguing a point he had ALREADY admitted that he just didn't know!!!



Somebody has been sniffing too much of this :nos:
 
So when can just one of you sled pull guys show everyone why a sled pull motor that makes 1400 HP @ 5500 RPM makes more power than a Drag race motor that makes 1400 HP @ 5500 RPM. Since what were talking about here is the Cummins motor and you cannot seem to grasp the idea of torque multiplication with gearing please show us the difference. Then you want to talk about wheel speed give me a break, sled pulling has no wheel speed to talk about. Most of you top out at 45MPH wheel speed with a 34" tall tire. Scott might make 70 MPH wheel speed. Try drag racing where we go 145 MPH with a 34" tall tire now that's wheel speed!

1/4 mile drag racing 0 - 145 MPH,
1/8 mile drag racing 0 - 118 MPH,
300 foot sled pulling 0 - 45 MPH,

For the record our Duramax rods have yet to fail in any motor and have been powering the most powerful Duramax motors for over 3 years. They are a drop in replacement for a factory Duramax motor which is just what I've stated, sorry if some of you cannot understand that. They are pre balanced like all of our rods are. If you change the internal weights from something other than factory specification you need to balance the assemble.

Also for the record I never stated anything about Cunningham rods.

Sleddy you love to twist things that have been said, let's look at your statements

Sledpuller said:
Anyone who thinks drag racing puts as much load on an engine as sled pulling is smoking crack.
Especially a west coast Duramax tuner.:shake:
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You have yet to learn anything about gear reduction and torque multiplications and it sure shows here!

Then you come off with this

Sledpuller said:
Not full load? Its 40,000 pounds, thats goes from rolling /slight drag resistance, to full on dragging resistance.
If anything its 100% load, to 200% load.
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You have yet to show anyone where you dreamed up this one from. There is NO sled operator that will confirm these stupid numbers. Sleds weigh from 20,000 - 22,000 lbs. as the weight transfers forward they simulate a dragging weight of up to 40,000 lbs. Now that's only if the weight box is full and it travels to the full forward condition. My answer to your stupid claim was

Diesel Tech said:
Yes, we would blow our shorts but if you woke up that would also blow our shorts. One of the key factors you keep skipping is the traction issue, once you lose traction the load stops. The other is the 40,00 pounds your so proud of is BS! The sled rolls on tires with wheel bearings until the weight box moves forward and start pushing the pan down and most of the time is is not event full of weight so its something less.
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I stand by the whole statement not just the little parts you try to pick out without the rest of it and try your best to twist around.

Your real good at calling people names and making claims that you are the expert at Sled Pulling and know everything about it but you do not event know what really goes on. I feel sorry for people you have spread all your BS to since you cannot event cover the basics of sled pulling properly!
 
DT your talking about 1400 hp. but Scott is making considerbly more than that (and part of his problem is he is considering adding more power)and I think that needs to be factored in.Some of the top pulling trucks are up to 1900 hp.The other thing is without getting into a debate on breaking driveline parts----wouldnt it be alot harder on an engine when you start at high RPM and drag the engine down (no matter the gearing if you are dragging the engine down the strain is on it)sometimes till you snuff it?When you drag these engines down (@1900 HP) the strain would have to be huge compared to to spinning the chit out of one going through the traps.Again each have there own issues to overcome but the question still remains will the said rods hold up in Scotts engine?I am fully aware you need some strong a$$ parts in a drag race engine but the original question was what is the best rod in Scotts application?
 
Diesel Tech said:
There is NO sled operator that will confirm these stupid numbers. Sleds weigh from 20,000 - 22,000 lbs. as the weight transfers forward they simulate a dragging weight of up to 40,000 lbs. Now that's only if the weight box is full and it travels to the full forward condition. !
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So now you changed your argument from the sleds don't weigh hardly anything ,because they have wheel bearings that roll, to, you admit they weigh 22,000, but it seems like 40,000, because they drag.:bang:bang:bang

Steve please, you HAVE to tell us who is feeding you this information because they are messing with you.LOLLOLLOL
Its COMP, it has to be.
COMP461 is explaining sled pulling to you, isn't he?
 
Listen guys, we can argue this crap back and forth for all eternity. Everyone is right and everyone is wrong at the same time.
Just remember that it's not what you are doing WITH the engine, it's what you are doing TO the engine. In other words there are a number of ways to put HP and TQ to the ground, and while gearing, tire size, drivetrain component sizing, rolling resistance and whole bunch of other crap comes into play. what really matters is what is being put out at the end of the crankshaft and what is going on inside of the engine to get it done.
 
Steve, just for reference, at least with our local Decision Maker sleds, the box is always all the way up at the end and the ass end of the sled is off the ground.

I can't quote you exactly what the weight of the DM sleds is, but at the end of the hook, the empty weight of the sled plus whatever is in the box, is 100% sitting on the pan. No wheels.

One of the reasons for this is that Full Pull generally runs at fairs with time limits, and a full pull is always 300' (which I think is a good thing). The Decision Maker crew is told to keep us all at 290-310' and they typically do a good job at it although of course it's not an exact science. Keeping the distances to the traditional 300' track keeps the time controlled and keeps things on schedule.

The other part of it is that we generally have 12-15 trucks on the circuit and they get to know the settings very well. On a national level this would become more difficult.

But the point is, at the end of the pass, we do carry all the weight, whatever it is.
 
The reason the motors are run up to higher RPM is they put out less torque at high RPM but more HP. Maybe this will clear it up for some of you.

HP= torque * RPM/5252

So your choice is to raise torque output or RPM to gain HP. Since the engine will not take the torque increase down low without failing the RPM has been increased. I would guess from Scotts video's that the motor runs from 5500 RPM down to about 4500 rpm on the track. It also appears from his and other video's that the tires are spinning meaning a loss of traction. Loss of traction mean loss of load at the crankshaft. That is what we are concerned with when it comes down to it. Just imagine what it would be like if the tires were glued to the track and there was no spinning. Now you would be drag racing and all the reflected load would be placed on the engine but all the parts in between the motor and tires will need to take it as well. Each time the load goes through a gear reduction the reflected load to the motor changes. Since a drag race application uses much less reduction the reflected load at the motor is higher for a given weight.

Sleddy again with no answers. I didn't change, just asked a few sled owners and got the truth long ago. Your BS way back when was way to much so I found out the truth and you haven't quit spewing your BS all these years later. You can continue to try and twist it anyway you like but I've said what I've said and it's quoted right above and you still are trying your best to twist it again.

Chris I could not agree more with you. Its what your doing at the end of the crankshaft, the rest of it doesn't matter to the engine.
 
nwpadmax said:
Steve, just for reference, at least with our local Decision Maker sleds, the box is always all the way up at the end and the ass end of the sled is off the ground.

I can't quote you exactly what the weight of the DM sleds is, but at the end of the hook, the empty weight of the sled plus whatever is in the box, is 100% sitting on the pan. No wheels.
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So the load starts low and increases steadily as you go down the track which is just what I said to begin with. The problem is that it is nowhere near 40,000 lbs when it starts out which is what Sleddy has been spewing over and over again. The wheels are a pivot point so the sled can change the effective load with the same weight that it left the line with, basic stuff.

The load at the crankshaft is no more in a sled puller than a drag racer it just gets there different due to the gearing and effective load place on the truck.

1400 HP @ 5500 RPM is the same in either case and that is my point! The rods, crankshaft and pistons do not know that its from a sled pull or a drag racer.
 
Diesel Tech said:
So the load starts low and increases steadily as you go down the track which is just what I said to begin with. The problem is that it is nowhere near 40,000 lbs when it starts out which is what Sleddy has been spewing over and over again. The wheels are a pivot point so the sled can change the effective load with the same weight that it left the line with, basic stuff.

The load at the crankshaft is no more in a sled puller than a drag racer it just gets there different due to the gearing and effective load place on the truck.

1400 HP @ 5500 RPM is the same in either case and that is my point! The rods, crankshaft and pistons do not know that its from a sled pull or a drag racer.
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so now your are saying sled pullign and drag racing excort the force on an engine..... just a couple pages ago you said drag racing was harder then pulling............ which is it steve?
 
Diesel Tech said:
So the load starts low and increases steadily as you go down the track which is just what I said to begin with. The problem is that it is nowhere near 40,000 lbs when it starts out which is what Sleddy has been spewing over and over again. The wheels are a pivot point so the sled can change the effective load with the same weight that it left the line with, basic stuff.

The load at the crankshaft is no more in a sled puller than a drag racer it just gets there different due to the gearing and effective load place on the truck.

1400 HP @ 5500 RPM is the same in either case and that is my point! The rods, crankshaft and pistons do not know that its from a sled pull or a drag racer.
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Something else is most of us cannot shift so we are taking off in a gear higher than most drag trucks and most drag trucks are less than 8000lbs right and since you are a big dmax fan hows come they don't run in a unlimited single charger class or bigger just wondering
 
Damn, I step out to go pull a motor and look what happens here :) Please know my intention was not to start a sled pulling vs drag racer war here. I have made up mind and I am going with billet rods that have been proven in a modified sled pulling truck. I asked Steve if his rods were in any modified sled pulling rigs and if he would have said yes I might have looked at them but I am not comfortable nor have ever been with being the first to try a product.

With that being said please carry on with the pissing match :bang

BBD
 
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