Competition 1128 hp, on single and NXd Pro system

[Sled Puller]

Greg is still trying to make his diesel run like a gasser.

That is flawed thinking, and he is at a brick wall. He will go back to the drawing board after this motor fails at the track and try to make it even MORE like a gasser. I predict Greg comes up shy of his previous runs... you know... the ones that have no video or proof? :-laf

 

[JTrantham]

Greg is still trying to make his diesel run like a gasser.

That is flawed thinking, and he is at a brick wall. He will go back to the drawing board after this motor fails at the track and try to make it even MORE like a gasser. I predict Greg comes up shy of his previous runs... you know... the ones that have no video or proof? :-laf

Now that is what I call positive thinking

 

[jwilliams3]

:-laf ..... Go Gene Go!

 

[DavidTD]

Jesse, an engine dyno is a great tool that will provide tremendous information but if your comments about chassis dyno's are serious (hillbilly, medicine man, etc. ) you need to learn a little more about them. While my Dyno Jet does not have the abilities of your engine dyno, some chassis dyno's do. (sweeps, gathering engine data, etc. )



I understand you wanting to promote your tool, I do the the same but I try to remain open minded when it comes to "different" things than what I have. But bottom line is, I have tested a few rides that have come from engine dyno's with big numbers only to disappoint the owners on the track. I've seen a 840hp engine dyno engine make 550hp on my chassis dyno. First thing out of this guys mouth was my machine was wrong. After I got his weight and trap speed, we then calculated him at 551hp. After he made the suggested changes, he picked up wheel HP and track times.



Just as a engine dyno is a great tool, so is a transmission dyno and chassis dyno.



Greg is thinking he will have less than 10% drivetrain loss. He will know after he runs the track. On standard automotive automatics, I see mostly minimum 20%. This from the thousands of stock vehicles tested to the hotrods I have tested post engine dyno. If I am correct, this is the first dyno number Greg will have for this truck.

 

[COMP461]

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

and thats the primary reasion a "gasser" came in this arena a few years back and is on top .

 

[COMP461]

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.



------------------------------------------------------------



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

Yes they do, it best emulates the way a puller runs the motor. They start on the pull by turning the tire at the highest RPM possible to gain wheel speed, and as the puller progresses in to the pull the track pulls the motor down. I have talked to the guy at TFS that dyno’s for one of these so-called greats, and their 1500 hp is a real printed number, but on a 200 RPM per second negative pull, this lets the weight of a heavy rotation mass store power and makes these big numbers. These same pulling motor when subjected to positive accelerating numbers will lose about 300 to 400 hp. now try and push them at 600 RPM's per second , and I would say even more.

Doesn’t mean you can't tune these pulling motors up, but with out the ability to dyno them at different accelerating rates you are lost. This is the primary reason my engine doesn’t smoke as much as pullers. I tune them for acceleration and this requires a lean and mean A/F ratio.

I don’t know why I even post , because by giving this knowledge , some one out there is waking up to the fact that some one out side the diesel elite has not only established them selves as a player , but in many ways a leader in the cutting edge changing technology’s.

Lest we for get some of those Hill Jacks have degrees in automotive engineering, and don’t have this mind set

 

[jwilliams3]

and thats the primary reasion a "gasser" came in this arena a few years back and is on top .

On top of what?



There is a street truck putting out your numbers in the other thread.



He bought that thing off of a used car lot.





Where is this "WORLDS (comps) FASTEST LET DOWN" going to be running at this year? :-laf



BTW. . nice shoes in that first picture Greg. I'll have to pick me up a pair like those.

 

[lcaad1249]

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.

I'm a little confused. This seems like a contradictory statement. You're putting it on an engine dyno so you can predict what your gearing will do? Why not put i on the chasis dyno and get actual numbers?

 

[COMP461]

On top of what?



There is a street truck putting out your numbers in the other thread.



He bought that thing off of a used car lot.





Where is this "WORLDS (comps) FASTEST LET DOWN" going to be running at this year? :-laf



BTW. . nice shoes in that first picture Greg. I'll have to pick me up a pair like those.

AND JUST WHO ARE YOU? if seems like you have nothing to say , and really nothing to add to any post but be negative, This seems to be the norm among a few people on here , and that is why some forms of diesel motor sports , if you can call dragging something around on a dirt lot a sport will stay in the stone age. In the world of drag racing if you have twice the power of the guy in the other lane, but can’t make the power plant run with in the parameters of what is available them you lose!

My motor make great power from 4000 to 5500 Rpms , not unless you have a set of over drive rear end gears or something else that can latch a 3000 to 4000 rpm pulling motor to the track , you have to build to what is feasible. Another is the ability to keep from breaking parts, low rpm torque breaks things. I would venture to say that this motor will with a few more tweaks will make power up to 6000 rpm’s and if placed in a Pro Street truck at 5500 rpms with my drive line would run solidly in the 9 second range. You have very little to add to these post other then entertainment value,

 

[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.

I'm a little confused. This seems like a contradictory statement. You're putting it on an engine dyno so you can predict what your gearing will do? Why not put i on the chasis dyno and get actual numbers?

I have enough experience on engine dyno’s to predict on a given combination, gearing is a constant; I have the highest 9. 5 inch ford gear available. I know what stall to run in the converter, and shift points, what else do I need

 

[JLackman]

Yes they do, it best emulates the way a puller runs the motor. They start on the pull by turning the tire at the highest RPM possible to gain wheel speed, and as the puller progresses in to the pull the track pulls the motor down. I have talked to the guy at TFS that dyno’s for one of these so-called greats, and their 1500 hp is a real printed number, but on a 200 RPM per second negative pull, this lets the weight of a heavy rotation mass store power and makes these big numbers. These same pulling motor when subjected to positive accelerating numbers will lose about 300 to 400 hp. now try and push them at 600 RPM's per second , and I would say even more.

Wow.



That means all the inertia in the engine, driveline, AND the chassis dyno itself is inflating the numbers over what they would be if taken as a static reading.



I wonder if the currently posted chassis dyno results were a downsweep like that.



If they were they can't be compared to your 600/sec upsweep results, that's for sure.

 

[GIT-R-DONE]

Congrats on the numbers COMP, I hope it runs well for you when you decide to get it to the track.

 

[Turbo Thom]

Damn Greg, and who would that be? Darren's not an X gasser racer. He started in diesels, and the I know on top. Everybody else is just talking about getten there. As far as I know, he's the only one that's made it.



. . Preston. .

 

[JFaulkner]

Go ahead Comp talk down to everybody. I could make 2000 hp on a riding mower if I had everyone else doing my engine work, all while using everyone elses money. I've been looking at those pics you posted for a while now, I can't for the life of me find your common rail or wires to the injectors. I know you must be using electronic injection since it's so superior for competition purposes. I also see Dr. Performance as a sponsor, which I find interesting since I looked on his site and I don't see anything pertaining to mechanical injection. Unless your using their trailer brake controller to stop the trailer queen you call a drag truck. If you didn't come off like an arrogant *****, you would probably get a better reaction to your accomplishments.



For those on here that actually want to see what a drag truck looks like when it acually moves and one that isn't scared of a video camera, driven by one of the nicest guys around CLICK HERE

 

[COMP461]

Go ahead Comp talk down to everybody. I could make 2000 hp on a riding mower if I had everyone else doing my engine work, all while using everyone elses money

and Why aren’t you doing , this , you seem to think this is easy ,and anyone ,could do this, fact is as of yet no one has run quicker in a truck them my posted time. But you are of the opinion that anyone, could. Why aren’t you out there doing it , I don’t race on my money , why don’t you do the same , I mean anyone could, right , well your anyone , why not you .

Go ahead Comp talk down to everybody.

You might want to rephrase that I talk to many people on this site, and give out my on number , and give advice freely , give my knowledge on how to do this almost every day to some of the many people that post on here every day , , but you are everyone , and you know right!

I've been looking at those pics you posted for a while now, I can't for the life of me find your common rail or wires to the injectors.

you don’t get to see every thing I am working on , but you and others will soon , if you every go to a NHRA race ,

. Unless you’re using their trailer brake controller to stop the trailer queen you call a drag truck

and either of the trucks posting the big numbers don’t reside on trailers , come on live in the real world I’m sure you buddy in the Video drives his truck to the track .



Facts are ,I am faster , no mater how much you or any one else doesn’t like it, and no one else dose my work, I work together with Ray , I have turned most every nut and bolt on this project. There must be something right, I get parts for to use from everyone, and more then one asked to use my picture in ads, and other deals. Your phone ringing with an offer or two, as I have said, why don’t you do it. No excuses, if I can I’m sure you could do it twice as good, RIGHT!





for thouse that would like to see a engine dyno sheet , here is the last pull one

 

[jwilliams3]

Anyone know who won the Dodger game?

 

[RacinDuallie]

You gonna try a different cam grind to try and hold them peaks in the rpms a wee bit longer?

What were the EGT readings across the bank on this accelleration pull?

What size solenoids did Mike supply you with?

 

[Steve St.Laurent]

Guys, let's keep this on topic. Leave the banter for the banter forum please.

 

[Turbo Thom]

Greg... ... ... ... ... ... ... ... Is there any way to get more gear in the rear? Seems to me we have more than enough torque to get through a taller gear. Then have the HP to pull through the lights. Everybody seems to run out of gear.



. . Preston. .

 

[COMP461]

You gonna try a different cam grind to try and hold them peaks in the rpms a wee bit longer?



What were the EGT readings across the bank on this accelleration pull?



What size solenoids did Mike supply you with?

the new NX carbon fiber ones , here is a picture of them.

and anyone gets these delivered to their door , free , right?



the EGT's were in the 1250 to 1300 range , with the new intake the spread was less then 100 degrees , with a stock Cummins manifold the range was closer to 300 degrees . this pull was on a very easy state of tune 24 degrees of timing , only two . 090 pills , and a little more then 550 cc of fuel, the # 6 plate has a good bit more to more forward, and very little smoke, I have talked to John Russin on the cam, its his grind , and he wants me to move the cam forward a few more degrees. I believe if I really lean on it I can get 1300 out of it on a 600 rpm sweep. I will do stair steps to make some bigger numbers , these numbers don't seem to mean any thing to a drag racer , but on these boards the number is all that matters lol