NX Dragster new pistons

Hi. I'll just leave this here. 120 passes.

grpbbc005.jpg
 
with an Aluminum rods you expect a certain number of runs, .and then you replace them, its cheep insurance . If you go to 15 events a yeas and make 4 passes , then that is still only 60 laps .
With a dMax in a all out application the need to move all of the balance weigh in side then engine , is critical. The reduction of a 1000 grams off of bob weight will also help the engine accelerate,.
This acceleration in a puller , or a 7000 lbs street truck is not important , this is the reason they are able to do some fantastic things. Take the same engine and cut the weight by 50% , or more , and the results don’t add up , the reason is that now your asking the engine to Rev-Gain at 1000 to 1200 rpm’s per second and the horse power at this rate is drastically less. This is commonly referred to by pullers , as to the dyno will not load my engine and that why it didn’t make the power .
The same is true in drag racing in a dragster or a light pro stock truck. . This is why people commonly think that these racers don’t make the power that good street trucks make.


I have talked to Curtis Halverson, and he has some rods that are lighter then all the other steel rods out there , still not as light as Aluminum, but close enough . There have the ability to use this pin , and hemi rod throw . With this rod , you can have a inexpensive 7.0 liter kit
 
He cannot tell you what Rev-Gain is. You must see it for yourself.

Now here, take this blue pill.
 
it’s a common term in the engine development world. It the ability of a engine to make a given percent of power accelerate from a given rpm to another in a given rate in seconds over the same engine at a steady state .
This is usually on dyno development .
Most engines lose power when asked to accelerates . A given 800 hp single 750 carburetor on gas 15 degree small block Chevy 282 cid comp engine will make 850 of 860 if you dyno at a zero acceleration rate , or what is called steady state .
Now this engine must run up in first gear at a rate of 1200 to 1500 rpm’s per second. Change nothing and then engine loses 200 hp. Now tailor the tune to that rate on the dyno. Setting the acceleration rate at 1200 rpm’s per second , and you will gain half of that back. Run that tune at steady state and the engine will have melted pistons in one dyno pull.

Many of the pulling engines make big power , but the dyno will not load then so the results of these big pullers is very poor dyno results. This is referred to in this community as the dyno would not load the engine . Now if you put that same engine is a light weight chassis , when the engine will not load the engine , and it falls on its face..
The engines ability to make power and to continue to make power as it accelerate up the rpm band
 
the aluminum work hardens . it happens pretty quick in the 4 cylinder world with 11,000 rpms and about 1,000 hp. 120 passes on that rod spinning a monster piston , prob 5k rpms and 800 plus diesel hp... it was due for something soon but i bet there was problems with the quality of metal used....

Comp. have you thought of cryo treating the parts to give them a bit more insurance?
 
GRP dose a kind of Cryo on the rods . They have quite a few rods in diesel pullers, none are light duty. they are confident that the rods will last . The engine will live above the killer torque from 4500 up to above 6000

I have never cryoed a crank, but might , this is the 3rd one of these cranks we have done. and all have held up

the stock crank came in a 3.825 , as short as we could go with the lighting holes . this with the 4.125 yields a 409 cid

I still want to shorten the stroke farther , maybe to even 3.500 and with a upcoming block mod a 4.250 bore
 
COMP461 said:
the unlimited diesel sled pullers have run aluminum rods for years ,
Click to expand...

Putting those good ole sled pulling motors in drag racing still huh? I see MANY different things compared to sled pulling. Thank god for sled pullers huh...:hehe::poke:
 
Greg,
As always, I am amazed at your ability to care less about so many that give you jabs and flat out make fun of you. I don't know if it is that you have nothing else to do, don't know that people are making fun of you, or that you just have a stiff upper lip (I will give you the benefit of the doubt on the stiff upper lip). In either case my hats off to you for bringing such terms as "Rev-Gain", "NAWZ", and "Program" to the forefront of the diesel community. You throw it all out there, catch a load of crap for it, get made fun of, misspell half of your posts get made fun of for that. And through all of this you are unrelenting.

All kidding left in the previous paragraph, my hats off to you, Greg.

As much as I love to spar on cam theory with you, in spite of that, my hope is that one day you get the chance to give Gale Banks a lesson in Rev-gain and or Diesel Programs.......Give em hell

BTW Hopefully working on this program won't take away from your ability to have cam wars with me. Until then........Good luck!

Zach Hamilton
 
Greg has told me privately that he tries very hard to resist temptation to feed the trolls... true professional racing teams have "engine programs", and drag engine builders do talk about "rev gain"

He realizes that the diesel performance world is still in the dark ages compared to the spark world, and 99% of the people in it are backwoods rednecks who wanna "roal coal", so he's really tried to not get into fruitless smack talking sessions.
 
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