Billet Rods

Just to be clear I leave the line at approx 4500rpm get traction and travel down the track at approx 5600.

BBD
 
Diesel Tech said:
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.

r
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You just contradicted your ownself in a few sentences!

I don't CARE if the sled weight 5 pounds or 500,000 pounds, the WEIGHT does NOT change from one end of the track to the other.

The resistance does,as you move the weight from the wheels, to the pan.
 
Sledpuller said:
You just contradicted your ownself in a few sentences!

I don't CARE if the sled weight 5 pounds or 500,000 pounds, the WEIGHT does NOT change from one end of the track to the other.

The resistance does,as you move the weight from the wheels, to the pan.
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I would say that it is more than 40,000lbs !!
 
BigBadDodge said:
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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LOL
This isn't drag racing vs pulling, this about a tuner insisting his parts are ok in a puller application when his only proof, is his OPINION racing puts as much stress on the engines as pulling.

Far fetched at best.
But like I said, anti up the rods Steve and donate a set to a top puller. Prove me wrong.

2wd puller would take a set, hes high profile.
 
So Dale's rig is going to be a two wheel drive, does that mean he will only be putting down 50% of the power when compared to us 4 wheel drive folks :hehe:

BBD
 
BigBadDodge said:
So Dale's rig is going to be a two wheel drive, does that mean he will only be putting down 50% of the power when compared to us 4 wheel drive folks :hehe:

BBD
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Yeah. All we need is some gasser guys on this thread so we can have gas vs. diesel vs. 2WD vs. 4WD vs. Draggers vs. Sledpullers....and all the permutations thereof.
 
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.
Click to expand...

Sledpuller said:
You just contradicted your ownself in a few sentences!

I don't CARE if the sled weight 5 pounds or 500,000 pounds, the WEIGHT does NOT change from one end of the track to the other.

The resistance does,as you move the weight from the wheels, to the pan.
Click to expand...

Can you not read now too? Look at what I typed and what you typed and explain the difference. The only issue is you runing your mouth about 40,000 lbs and it's no where near that weight, but then again it's you we are talking about.

Ragged Edge said:
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
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While you may leave the line in third gear you also are in 4wd LOW range so your effective gear ratio is much lower than drag racing. Stuckey racing is running our rods in there Cummins race truck without issue so it's just not my opinion, they work. As far as the Duramax goes Buck Spruill runs a big single drag racing with NOS @ 6000 lbs. If a sled puller was to have no wheel spin and not lose traction then I would say that drag racing and sled pulling have the same load on the crankshaft. I may not have been sled pulling for years and years but I've been to plenty over the past 5 years to see that >95% of the time the trucks are all spinning the tires all the way down the track so they do not see the full load on the crankshaft. Max load is at zero slip and it drops as the slip goes up, same for drag racing. Isn't that the reason you all talk about wheel speed being different than sled speed.
 
Diesel Monster said:
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 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?
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Steve Cole, just try answering these questions instead of ignoring them.
You are the only one on this thread with something to prove.


You won't though, because a legitimate answer to these questions will defeat your 8 pages of babbling.
 
Diesel Monster said:
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?

If you look at what Scott posted he starts his run at 4500 and ends around 5600 RPM. As engine speed increases at these speeds torque output decreases which makes it easier on the engine. Now if you were able to drag an engine of his level down to lower RPM it will break itself as the blocks will not hold the stress. This is why everyone is running them filled or going to billet blocks. So if you were able to drag it down to peak torque output you would reach max load for the engine crankshaft. Once the RPM drops below peak torque the crankshaft load is going down again so it's not as simple as snuffing it. The worse point on the engine is operating at peak torque.

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.

The strain is maxed out once you reach peak torque output, above or below that point the load on the crankshaft is less. For the record most diesel race engines are operated above peak torque RPM points just for this reason.

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?
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I feel that our rods will hold up just as well as any other aftermarket rods in Scotts application. If I didn't feel that way we would not be selling them. We do not have to give them away just to prove what we already know.
 
There ya go, buy on,"I feel".



Back to the more important stuff:

http://www.holy-cow.org/pulling.html
For a 5,550 lb economy class, the sled weights about 32,000 lbs. For the triple-motor 7,200 lb modified class, the sled weight jumps to 56,000 lbs............

http://en.wikipedia.org/wiki/Tractor_pulling
Today's sleds use a complex system of gears to move weights up to 65 000 pounds..........

Northwest Pa Pullers, a sled that NWPADINKYMAX has hooked to more than once, weighs in at---ouch---maybe I shouldn't say this- 42,000#+.

They hook street gasser trash trucks, 6200#, 2.6 Diesels at 8000 ,up to 20Ksemis with that sled and do NOT take weight on or off.


You are going down a bad stretch of road trying to diss me on sled pulling, Steve.
 
This is the most ridiculous thread ever, I had half a mind to clean up the mud slinging, but figured there would be nothing left.

-Tom
 
:rockwoot:And Scott broke his filled block----so aparently according to your statement,Scott hit max load!!!!!!:rockwoot:Nice job hooking the truck Scott----put some damn billet rods in it!:rockwoot:
 
And what does every other rod manufacture say, there are no guarantees on racing parts from any manufacture.

Got nothing against sled pulling at all. I talked to the sled operators/owners about the weights of the sled not the people that have believed all your BS. The weight of the sled itself plus any weight they add to it. Your BS claim of 40,000 lbs at the line is just that BS.

"synthetically creating a gain in weight" is the line that is used most often by the people that know and it's ashamed that you the self claimed expert on sled pulling doesn't understand that.

So did the rods in Scotts motor fail or did the block? The fact is we do not know at this time just as we do not know if it hit peak torque! What it did do was make enough torque that the block broke. Was that peak torque or was the block just weakened from the years of use?
 
"Now if you were able to drag an engine of his power level down to a lower RPM it will break itself as the blocks will hold the stress" But he did exactly what I said in the very begining he broke the stock style filled block not the rods.The rods did not fail in his engine the block broke from stress.I have seen a block in just about every mod truck fail and in most cases the rods was never hurt.So after all this bs.I would say yes if your rods are stronger than stock (and Im sure they are) they would be fine.And all in all it had nothing to do with sled weights,drag racing,gear reduction or anything else but the fact the block will give up before the rods.
 
"Now if you were able to drag an engine of his level down to lower RPM it will break itself as the blocks will not hold the stress."

Before someone says I said something different. We both agree that he broke the block along with the quote above you somehow lost the word "not".

At Scotts power level I agree that the Cummins 6BT block isn't going to cut it without being filled and replaced every so often. What Scott did to break it I do not know as I do not recall him saying what happened in this thread other than what RPM's he runs down the track but I may have missed it.

As for you Sleddy take it any way you want too I really could care less. Maybe you just really do not know. All I did was to contact a few sled owner/operators to find out and it wasn't very hard to do. The numbers you spewed seemed very high to me so I checked it out. Turns out they told me they needed to worry about the weight for the weigh scales over the road when getting from event to event with the sled, trailer, weights and tractor.
 
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