by ford69557ci » Thu Feb 21, 2008 1:57 am
Everyone told me my s10 would never see the 8.00 region and so far on a hot tune with good traction i have gone 7.89. I cooked a piston doin it but at least I made it and this truck still drives on the street. After several years of buildin drag boat motors you learn how to keep a large cubic inch higher rpm engine together. Dont forget my little small block makes alot more power than a 6bt at alot more rpm. On my 7.89 run I went through the traps at 8600. Even though the parts are not as heavy all it takes is attention to detail to keep an engine like that together and I think the same thing applies to the 6bt Cummins. Don im pretty sure that really has to apply to the smaller cubic inch bike engines turnin 11k plus. I built a turbo gsxr1000 for a guy and it took several combos to keep it together but once we got it fast and stayin together he had to go off an get drunk and kill himself on it. I really wish i could have found out what it ran. From a race engine perspective look at all the bottom end parts of one of these engines. Without spendin alot of money like i have on the s10 engine there is alot to be had just out of factory parts. I have tor down several 24v 5.9's that had 500 000 plus and the cranks still look like new and thats movin a 20 000lb bus around for all of those miles. Look at my 91. Upgraded turbo, w/m, nitrous with 60lbs of boost and it went almost 30 000 worth of hard drivin like that on a factory head gasket even though i torqed it to 160ftlb it still lived for a while. While most of those runs were done at a lower rpm it took a spike of over 5000 on 60lbs of boost to finally kill the stock unbalanced 180 000 mile bottom end. I have seen some of the "race prep" that alot of these larger well know diesel shops do on thier high power diesel pull engines not mentioning any names but if I put my little 358" s 10 engine together like that it wouldnt even make a full pass. I see some of these big time engines goin together with a dull finish on the crank??? I make my crank guy make it look like a mirror finish or he does not get paid. Believe it or not at a high load and high rpm thats make a difference if your bearings last or if they fail and it also mandates how long it will last at high hp ratings. Another thing. I see some cyl bore finishes that make me sick along with simple thing like rustolem on the inside of the block. It really does help with oil return and less windage at higher rpm reduces heat and makes power, but i never see anybody doing these things with a Cummins. Another thing that bothers me is the intake side of the cyl head on a Cummins. If i ever quit killin money on my trucks and boats i will buy a digi cam and show ya'll just how much there is to be opened up on a 12v cyl head on the intake side. Most high hp guys never do it though??? If you can make power through engine efficiency then it is less load on the internals and that is what keeps a true high performance street engine together. Sure anybody can cram a butt load of fuel and clean it up with some big turbos and alot of nitrous but that is alot more strain on an engine than doin it the right way. On a hot tune with 42lbs of boost, sunoco 120, and an ic full of dry ice my tiny v8 chevy dynoed at 1730 hp at the wheels and is still together. So i dont see with the right prep work and attention to details why a 6bt cummins cant do the same? And it should do the same because my little gas engine makes that kinda power due to airflow and research instead of a ton of boost and nitrous. That is what kills the high hp street driven Cummins, not enough air for given amount of fuel and trying to use to much power adder to overcome volumetric losses. Power adders may seem great but they are alot harder on an engine than one that make its power efficiently. These few simple things are the reason why my crazy high hp street engine should stay together. I think my 1100hp engine should do just fine. Sorry bout the long post I just had to get that out there.
92 w250, NV4500, D80, maxed pump, AFC gone, extended fuel screw, more to come.
