VE+Big charger=This

Sled-pulling, Drag results, Dyno results

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Postby bgilbert » Thu Oct 02, 2008 10:03 am

stillsmokin wrote:No Bill, they're not the injectors you made in your drill press you've been trying to pawn off on all the forums as Schieds.

That doesn't make sense. If I built the injectors myself and then went out and made 500+hp with them, why would I advertise for Scheid Diesel? BTW, I'm not getting anything out of recommending them. I just like helping 1st gen owners out, why spend the money twice.

Second, what you have there is a big rpm, big fuel, coming out of the hole at, at least 4k rpm and then maintaining at least that rpm down the track my friend. Even if you had my pump and injectors, a fully built 47rh, or a dual disc clutch and 5 speed, you're still gonna have a hard time staying on top of that charger pulling a sled BRO. I know this from experience. Not personal, I have two pulling friends locally that have the same charger, one off the shelf, well a junkyard take off, and the other a high dollar bolt up, machined one from Scheid. Both are high rpm p-pump trucks.

So what do you have for a set up, if you don't mind sharing? 518, getrag, nv4500?
Bill Gilbert
85 D350 crew with 90 6BT intercooled Getrag 3.07's
93 D350 single cab Getrag 3.54's.
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Postby SNOOT » Thu Oct 02, 2008 1:21 pm

Get-ER-done :lol:

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Postby PToombs » Thu Oct 02, 2008 5:36 pm

Those don't look like dually tracks! :shock:
pete

Just enough power to break everything behind the crankshaft.
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Postby stillsmokin » Thu Oct 02, 2008 7:48 pm

SNOOT wrote:Get-ER-done :lol:

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Those are nice right there!
92 W250LE REG CAB, SLED PULLER, S400
93 W350LE EXT CAB, dually, 5 speed
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Postby pulltilbroke » Thu Oct 02, 2008 7:52 pm

bgilbert wrote:
stillsmokin wrote:No Bill, they're not the injectors you made in your drill press you've been trying to pawn off on all the forums as Schieds.

That doesn't make sense. If I built the injectors myself and then went out and made 500+hp with them, why would I advertise for Scheid Diesel? BTW, I'm not getting anything out of recommending them. I just like helping 1st gen owners out, why spend the money twice.

Second, what you have there is a big rpm, big fuel, coming out of the hole at, at least 4k rpm and then maintaining at least that rpm down the track my friend. Even if you had my pump and injectors, a fully built 47rh, or a dual disc clutch and 5 speed, you're still gonna have a hard time staying on top of that charger pulling a sled BRO. I know this from experience. Not personal, I have two pulling friends locally that have the same charger, one off the shelf, well a junkyard take off, and the other a high dollar bolt up, machined one from Scheid. Both are high rpm p-pump trucks.

So what do you have for a set up, if you don't mind sharing? 518, getrag, nv4500?



Bill you must like tater tots if you cant tell by watching the video it has a stick

Its got an NV4500 and a SBC3850
90 W250 reg cab, Modified knuder valve, reversed reciprocting dinglearm adjusted, High volume flux capacitor,upgraded whirlygig, A clutch and a hitch
93 W350 ext cab dually, getrag and a few adjustments
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Postby SNOOT » Thu Oct 02, 2008 8:16 pm

PToombs wrote:Those don't look like dually tracks! :shock:



I will get you some fresh video when the rain stops falling in Seattle!!


http://www.youtube.com/watch?v=K8it7lDPpRw
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Postby stillsmokin » Thu Oct 02, 2008 9:09 pm

[quote="bgilbertI just like helping 1st gen owners out, why spend the money twice.

Second, what you have there is a big rpm, big fuel, coming out of the hole at, at least 4k rpm and then maintaining at least that rpm down the track my friend. Even if you had my pump and injectors, a fully built 47rh, or a dual disc clutch and 5 speed, you're still gonna have a hard time staying on top of that charger pulling a sled BRO. I know this from experience. Not personal, I have two pulling friends locally that have the same charger, one off the shelf, well a junkyard take off, and the other a high dollar bolt up, machined one from Scheid. Both are high rpm p-pump trucks.

So what do you have for a set up, if you don't mind sharing? 518, getrag, nv4500?[/quote]


Bill,

I'm going to put an end to this here, you have ruined plenty of informative threads for other first genners over the years and this one as well. Your negative comments are not what this community of owners wants or needs. This was simply a fun thread "hey check this out a 12mm h&r will actually light this charger". It wasn't a middle finger in the air to anyone. You seem to have a problem with insulting people on forums, by the way I'm not your bro... SON. If you have a problem with a post, address it with some class.

First off, the Gt42 lights up at 2400 RPM you don't need 4K to stay on top of it. Its pushing 30psi in the video. Look at the stack velocity. Maybe an S475 is what your thinking of in the 4-5k range as thats what guys run here. Your pulling buddies setups are apples and oranges to what I have so I don't see any valid point there. Probably second gens anyway, way different setup. So here's the setup.

*2- 11x5" K&N filters in a modded stock pot cold air box with restriction gauge
*air shut off
*Gt4202 with a port matched 1.01A/R non gated T4 foot turbine (not a 1.15 gated T6 detroit unit)
*4" v band to 5"hood stack
*ATS bigfoot manifold with port work
*ATS arc flow intake (hey I felt spendy that day in Denver) :lol:
*60 psi springs all around
*14mm H&R VE with some EDM, bridgeport, and dremel work. 4k HD return springs, double shaft seal, custom fast advance mechanism (at the end of this week it'll be on)
*6x18 edms, 078 lines
*custom made fuel system with dual fuel pumps Walbro 392, and 300 GPH for competition only, bypass regulated, separate draws for both pumps, pressure gauges to measure drops through dual caterpillar filters, AN-8 lines
*SBC 3850 dual disk, unsprung hub, 24 buttons per disk
*NV4500, 1 3/8 input, improved 5th mainshaft
*PS intercooler
*3" aluminum intercooler tubes I made by hand with retention beads
*500F rated 4 ply silicone boots with stainless rings and dual constant torque clamps at each joint.
*3.54 axle ratios (deeper ratio in the spring to correct crawl ratio), full spool rear
*Pro comp x terrain 33 12.5 17 E on 17x9 wheels

I realize I need fire rings but I'm testing out things right now. I'm working on a new motor, ringed, studded etc, different pistons with work, ported head, improved cooling on #6, main girdle maybe a 14mm VE if it works out, if not I have a p7100 going together as an alternative.

Oh, and 1000 psi water injection

What were we talking about? ;-)
92 W250LE REG CAB, SLED PULLER, S400
93 W350LE EXT CAB, dually, 5 speed
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Postby stillsmokin » Thu Oct 02, 2008 9:22 pm

SNOOT wrote:
PToombs wrote:Those don't look like dually tracks! :shock:



I will get you some fresh video when the rain stops falling in Seattle!!


http://www.youtube.com/watch?v=K8it7lDPpRw


I've seen those videos, and love them. Thats a real nice truck.
92 W250LE REG CAB, SLED PULLER, S400
93 W350LE EXT CAB, dually, 5 speed
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Postby gear jammer 91" » Thu Oct 02, 2008 9:46 pm

I wish my truck had a posi. :(
Sold 91 now-intercooled W250, 388WHP 923WTQ on #2 only 423WHP 968WTQ on meth 0% correction.
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Postby SNOOT » Thu Oct 02, 2008 9:54 pm

This thread rocks..... More video please!!
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Postby bgilbert » Fri Oct 03, 2008 6:32 am

Sounds like you've got a plan with your build. Nice setup. You're right I should've just sat back and let you have your glory, then hear about how it worked or didn't work next season. It should give us SOP'er's something to talk about around the campfire though this year :lol: . That is since we haven't had any Stomp material to talk about for a couple years :shock: :lol: .
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Postby SNOOT » Fri Oct 03, 2008 8:46 am

bgilbert wrote: That is since we haven't had any Stomp material to talk about for a couple years :shock: :lol: .



Ahhh Yes old school Stomp!! Not the prettiest truck in its days but it sure made some power.


:shock:

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Postby dvst8r » Fri Oct 03, 2008 6:26 pm

I very much could be wrong here and hope that I am, but every GT42 that I have pulled off a Detroit 60 (5 to this point, I have 3 right now), has had a 1.34T6 non gated housing, not an internal gate. As well has had the 70mm compressor that is found on the GT4294, not the 74mm found on the GT4202.

If some one could give me some insight as too which one's (years, or models or...) came with the GT4202 it would be much appreciated.

I have stared at these 3 gt42's for hours thinking about changing the turbine side and running one as a single, so this thread was good affirmation that it works. However I am still to chicken, and will just run it as is as a primary.
1990 W250 non ic'd. Under the knife again.
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Postby pulltilbroke » Sat Oct 04, 2008 5:49 pm

I put an A5k on my truck earlyer and lit it and I think its gonna stay lit when hookede :D

Now I gotta put a clutch in woo hoo
90 W250 reg cab, Modified knuder valve, reversed reciprocting dinglearm adjusted, High volume flux capacitor,upgraded whirlygig, A clutch and a hitch
93 W350 ext cab dually, getrag and a few adjustments
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Postby stillsmokin » Mon Oct 06, 2008 8:54 pm

dvst8r wrote:I very much could be wrong here and hope that I am, but every GT42 that I have pulled off a Detroit 60 (5 to this point, I have 3 right now), has had a 1.34T6 non gated housing, not an internal gate. As well has had the 70mm compressor that is found on the GT4294, not the 74mm found on the GT4202.

If some one could give me some insight as too which one's (years, or models or...) came with the GT4202 it would be much appreciated.

I have stared at these 3 gt42's for hours thinking about changing the turbine side and running one as a single, so this thread was good affirmation that it works. However I am still to chicken, and will just run it as is as a primary.


dvst8r,

I can tell you a few things about the gt42 turbos made for detroit diesel 60 series engines. They are a competitive copy of the KKK K31, BUT the compressor wheel seems to be radically more agressive. The GT42 is easy to spot because of the detroit diesel logo cast on the compressor cover, but I know that volvo and cat used them as well. I will speak mainly on the ones DDC put out there as they are pretty easy to come by. The color of the tag has meaning red=remanufactured, green=OEM. One should be aware that DDC/garrett had trouble with compressor wheel faliures on early GT models the redesigned ones are marked GTA on the tag. Next there were GT4294 AND GT4202 turbos used on 50-60 series engines, My 4202 is from a 500HP 14.4L the 4294 is found on lower HP 14.4-12.7L engines. There was a 50 Series engine as well (4 cylinder 60) which was used in transit buses, it had an oddball GT4294 with a .91 A/R T6 turbine which was gated. That .91 housing is not an A/R available from garrett as a service part, so if you find one it might be worth fooling with. The exhaust housings are interchangable between all the Gt42's. A/R's were available in .91, 1.01, 1.15, 1.28, 1.44 gated and non-gated and possibly other A/r's as well. There were a few real low HP models with the GT4088.

Hope that helps.
92 W250LE REG CAB, SLED PULLER, S400
93 W350LE EXT CAB, dually, 5 speed
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