Competition 1128 hp, on single and NXd Pro system

[COMP461]

Nice Greg! Big single and NOS-Dennis Perry has started a madness! lol.

This was not a TS system, but the leader in the Nitrous world, NX.

NX is the primary provider for almost every diesel system built, whether its a NX brand or the two other Major vendors that NX private label for.

I have been working on this project for the last year, and NX has been there all the way, the system that has been on my truck is one that Mike Wood CEO of NX did himself. This new system is the most controllable system available to day, it is menu driven off a laptop

http://www.nitrousexpress.com/Pages/Home.htm





The features of the Mini Controller are as follows:



•Laptop programmed (no dials or chips to go bad)

•TPS Voltage either rise or fall

•RPM window switch w/built in multiplier (works with any vehicle

•Stage One Activation

•Stage 2 Activation

•Trans-brake input (No nitrous activation while applying a trans-brake)

•Low and High rpm window set points

•On or Off during the preset window

•Water tight epoxy construction

•Will control up to two stages •Stage One Ramp time

• Turn on RPM Turn off RPM

•Solenoid Frequency Adjustability

 

[ob1kobi]

not bad for an engine dyno. Try making around 1020 to the wheels with just a 2 stage kit with very small jets, then I will be impressed. And yes, this has just been done on another members street truck just today. I am sure he will talk about it at some point. This stuff doesn't have to be as hard as you make it out to be. Simple set ups can still make incredible amounts of power.

 

[Timbeaux38]

Wonder who that is ???????

 

[COMP461]

What's with the snide comment?



Higher uncorrected numbers are common at low elevation engine dyno installations. The barometric pressure specificed by SAE J 607 correction standard is 29. 92 absolute so anytime it's much over that it is likely the corrected numbers will be less than the uncorrected numbers. SAE J 607 standard; 29. 92 barometric pressure, 60F inlet air, 0% humidity. The absolute barometric pressure here at 2000 ft is usually 27. 7 - last Friday it was 28. 4 that is very high for here. The brake numbers were higher but the corrected numbers were still within 1-2 hp of what they were @ 27. 7.

Wow, someone that understands a correction factors, the adjusted Density altitude was -800 foot the correction factor was -018% barometric pressures was 30. 31 temps was 26 degrees and 66% humidity . I would have like to have beaten on the motor a lot more, but the dyno was schedule for a sprint car motor. I am sure that more power is available; we haven’t pushed the tune up , the motor was green ,and only had 15 minutes of cyclic break-in on it



On the 6 second prediction, where did that come from, lol, maybe with a jet engine on the back. The trucks way heavier then that, and lest some people forget, NHRA Pro Stock Truck rules mandated a Steel body when this truck was built. I am sure that the motor will get the truck in to the 7 second range, and a dragster in to the low 7 second range. The amazing part of this was we did this on a 600 RPM per second acceleration rate. The motor was pulled from 3200 the lowest point the dyno would pull the motor down to 6000 Rpms, and unless you been in a room with a diesel in full song at that level, it is amazing.

 

[COMP461]

not bad for an engine dyno. Try making around 1020 to the wheels with just a 2 stage kit with very small jets, then I will be impressed. And yes, this has just been done on another members street truck just today. I am sure he will talk about it at some point. This stuff doesn't have to be as hard as you make it out to be. Simple set ups can still make incredible amounts of power.

was only using two jets , comparable to what was used on that pull. . as in . 090 , and I don't buy the 20% deal, my losses are around 9 % if that high , I can put more fuel , and a lot more Nitrous to this , and I believe that another 200 hp is achievable

 

[Amish Elegance]

Nice, Nice numbers Greg!! Glad ya got that thing fired up. Congrats. Be sure and let us see what kinda slip she gives ya.



Not that you care but what was the TQ peak?





I think what McB meant about Dennis, is that he is arguably the poster child for amazing power with a single and bottle. Been doin' it for years.



We all know how you feel about your friends at NX.

 

[COMP461]

Nice, Nice numbers Greg!! Glad ya got that thing fired up. Congrats. Be sure and let us see what kinda slip she gives ya.



Not that you care but what was the TQ peak?





I think what McB meant about Dennis, is that he is arguably the poster child for amazing power with a single and bottle. Been doin' it for years.



We all know how you feel about your friends at NX.

leave it to the Amish to see it in its best light , we should all think that way before we react , and you are right , Dennis is one of the few out there I conceder a Track tuner , Fletcher , Garmon, and a few others , let the vehicle tell you what it wants , instead of tuning to popular beliefs .



the torque was 1717 lbs at around 3212 RPM's , but I am sure the peak was way below that , the dyno would not pull the motor lower then that , we were making steam lol, I would guess it would have peaked 400 to 500 RPM's lower , and knocked on the door of 2000 lbs , but It's my belief that to run the motor that low would hurt parts , this motor wants to rev up .

 

[DHRA]

Oops, Greg, I knew you were buddies with Mike, you introduced him to me at SEMA 2004. I had no intentions in making it sound like you were running TS's system.

 

[GO 4LO]

Congrats on the big numbers, Greg! Can't wait to hear how it runs at the track.



Chris

 

[COMP461]

here is a few shots of the parts , 6 EGT's in the HTT RayMac ported manifold ray took almost 2 pounds of materal out of this casting

 

[JLackman]

The amazing part of this was we did this on a 600 RPM per second acceleration rate. The motor was pulled from 3200 the lowest point the dyno would pull the motor down to 6000 Rpms, and unless you been in a room with a diesel in full song at that level, it is amazing.

I've had Ray Barton hemis on my dyno but still wish I could have been there. Are spectators allowed?? It would be worth a trip to TX.



Nearly 100% of the high end dyno work is done on engine dynos, not chassis dynos. It is like a stethoscope vs an EKG. Darin Morgan made a statement recently that because of sonic flow they develop their exhaust ports on " the dyno and the drag strip", not the flow bench. Guess what dyno they use? SF902 - pretty much the same thing you see in the pictures here. I've read things about chassis dyno work I thought was pretty "cave man", things like making up your own correction. There are very important things easily measured on engine dynos that you can't even hope to measure on current chassis dynos.



Can any of you do this on your chassis dyno? Renault F1 RS25 V10 playing "We are the champions"

 

[CumminFast]

I've had Ray Barton hemis on my dyno but still wish I could have been there. Are spectators allowed?? It would be worth a trip to TX.



Nearly 100% of the high end dyno work is done on engine dynos, not chassis dynos. It is like a stethoscope vs an EKG. Darin Morgan made a statement recently that because of sonic flow they develop their exhaust ports on " the dyno and the drag strip", not the flow bench. Guess what dyno they use? SF902 - pretty much the same thing you see in the pictures here. I've read things about chassis dyno work I thought was pretty "cave man", things like making up your own correction. There are very important things easily measured on engine dynos that you can't even hope to measure on current chassis dynos.



Can any of you do this on your chassis dyno? Renault F1 RS25 V10 playing "We are the champions"

lol... another diesel dyno expert!! Engine dyno... it is like wiping before you poop, it just don't make sense! Explain to me how an engine dyno is better for determing how a truck will act on the track than a chassis dyno? And please don't use any big boring words so this GA hillbilly can understand.

 

[COMP461]

Ok, enough is enough; the reason for engine dyno is that a chassis dyno only measures power as filtered thru a drive train, example the stall of a torque converter. On an engine dyno you can control the acceleration rate of the pull, example my motor was pulled in accelerated mode from 3000 to 6000 RPM’s at 600 RPM’s per second , why is this important , well it depends on what you race vehicle accelerates in each gear going down the track. My truck is close to 600 to 800 rpms in first gear, so we tune the motor for each gear. Now you also need to find where the motor makes power. This is important in the selection of converters, something diesel people are in the Stone Age on. I will tell you now if I dyno my motor at 300 RPM’s per second , or even at 100 RPM’s per second the power would have been a considerable amount more . If I want to this motor would make the 1500 hp the other guys are claming if I was willing to subject it to the negative acceleration rate that tractor pullers do,. But I drag race and they pull, their methods mirror the way that run their motors and mine like wise , you put the mighty pulling truck motors on the same drag racing acceleration rates , , and mimic the way the motor will be used in a drag race situation you will find they loose a great deal of that fabled 1500 hp.



All in all, both methods have a place in racing , if you have the budget to do the engine dyno , it is absolute the best way to make power , if not the next best thing is a chassis dyno with a experienced dyno operator , like David Dunbar.

 

[Sled Puller]

If I want to, this motor would make the 1500 hp the other guys are claming .

But of course you could.



ROTFLMAO!!!!



If you could, you would. I think there is a Wille Nelson song in there somawheres... ... .

:-laf



Admit it COMP, you shot your wad on this motor, and you are still 500 HP shy of catching up. Maybe you can make up the lack of HP with exprience at the track, I dunno.

I can't wait to see these paper tigers all hit the tracks.

 

[glhs]

Greg, I hope you do well to help promote diesel power but... ... ... ... . if you think your making the power of a pulling truck. :-laf :-laf :-laf :-laf

Using the formula from TDR issue 45 pg. 80 gives hp at the flywheel;

Comp 461: 3000 lbs best mph 155 = 872 hp

Fletcher: 5800? lbs best mph 137 = 1163 hp What does it weigh?

Bentz dragster: 2300 lbs best mph 167 = 835 hp

My truck: 6400 lbs mph 100 = 499 hp

Using my ET: 13. 68 = 494 hp

So it looks like you should be in the 175 mph range this year?

Kurt

 

[bgilbert]

I'm sure that pink shirt is good for at least 100hp:-laf:-laf... .

 

[JLackman]

lol... another diesel dyno expert!! Engine dyno... it is like wiping before you poop, it just don't make sense! Explain to me how an engine dyno is better for determing how a truck will act on the track than a chassis dyno? And please don't use any big boring words so this GA hillbilly can understand.

Have you ever been in on a engine dyno session? If not arrange it sometime then you will understand why engine dynos are the tools of choice for serious high end engine builders all over the world.



It's an issue of control and information. You have far more control of the dyno test itself and way more information when it is over.

 

[bgilbert]

Have you ever been in on a engine dyno session? If not arrange it sometime then you will understand why engine dynos are the tools of choice for serious high end engine builders all over the world.



It's an issue of control and information. You have far more control of the dyno test itself and way more information when it is over.

Gasssser trassssh!!! :-laf :-laf :-laf :-laf

 

[JLackman]

Are you just pushing buttons?

 

[JLackman]

But of course you could.



ROTFLMAO!!!!



If you could, you would. I think there is a Wille Nelson song in there somawheres... ... .

:-laf



Admit it COMP, you shot your wad on this motor, and you are still 500 HP shy of catching up. Maybe you can make up the lack of HP with exprience at the track, I dunno.

I can't wait to see these paper tigers all hit the tracks.

Greg is talking about a downsweep, where the engine is giving up inertia in the form of tq and hp.



On an up sweep, especially at the higher 600/sec rate, the engine is expending hp and tq to accellerate thus the hp and tq you see are lower than a steady state or downsweep numbers would be.



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Do pullers actually pull their engine down through the rpm band when dyno testing?