Engine/Transmission (1998.5 - 2002) 500 Hp

[Mark_Kendrick]

Originally posted by TMinistro

Hey guys i would like to know how to get 500HP into my truck.

500 hp is pretty easy to do. I don't care how you do it, having an '02 HO is probably an isssue.



I've seen several '02 HOs over the last 6-8mos with blown head gaskets and barely 400hp.



Fairly mild trucks by most standards. Spend a little money and Fire-ring or at least o-ring the head if you plan on staying near 500hp a lot. Studs are required with fire rings and recommended with o-rings.



They seem to have heads that are not quite true (off by . 005-. 007 when decked). At stock levels this is never an issue. at 40-50psi of boost things happen... bad things.



Good luck!



Mark

 

[Hohn]

Thanks for making me worry, Mark!! Maybe there's something to that about the late late second gens. I happen to have one of the latest!



I wonder if it's the execution (at manufacture) or if it's just the fact that the ETH trucks have such high peak cylinder pressure.



Anyway, it's nothing that can't be fixed with a properly set up head. When/if I get mine done, I'll probably go with the thicker Marine gasket and some O-rings.



Justin

 

[KLockliear]

I disagree. If you keep the boost reasonable (40psi is enough with a decent flowing turbo), 500hp should be NO problem on a stock head gasket.



I would imagine the guys having the most problems are running twins and more boost.

 

[Hohn]

Keith, are we ever going to see any Jammer product info on your Web page? Or maybe stuff about the turbos? PICS PICS PICS!!!



When it comes to Headgaskets, I tend to think back to the SideWinder truck that Bank$ built. They only ran 55psi of boost at power levels exceeding 700hp.



It's probably safe to assume they didn't use a stock Dodge-app gasket. But what does it say about flow and efficiency when only 55psi supports 700hp?



I think there comes a point where it's really counterproductive to try and ram more air into the engine just by cranking up the boost.



I'd be willing to bet that a ported head and a good cam could make a very nice improvement even at lower boost levels like 40 or less.



My next BOMB is an exhaust manifold pressure gauge based on an adapted boost gauge with copper plumbing to bleed heat. I personally believe that the pressure ratio (boost vs backpressure) is the single most important measure of turbo efficiency. Unfortunately, it's sometimes misleading because of the fact that boost is a restriction, so you can INCREASE intake flow (and efficiency) and HURT your pressure ratio.



Justin

 

[KLockliear]

Hohn, once the Jammer stuff goes into full Marketing, you'll see it. The turbo is the same one we built for the 03-04 trucks.



A drive pressure gauge is a very good indicator when it comes to turbos. To give you an idea, here is the drive pressure and boost pressure on my truck with the Jammer:



BP10# / DP 8#

BP20# / DP 17#

BP30# / DP 27#

BP40# / DP 36# creeps to 45# at 3100rpm.



That's what you'd really like to have... more boost than drive pressure.

 

[Hohn]

Thanks, Keith. I agree that you want to drive pressure less than the boost pressure. Once the two swap, you know you're off the turbos efficiency range for sure.



Justin

 

[CUMINNTSTRKN]

HOHN



i'm pretty sure banks hp#'s were flywheel #'s.



jim

 

[Hohn]

Possibly, but at 55pi, that's still pretty good.



jlh

 

[CUMINNTSTRKN]

not really the last time i dyno'd my truck, which was 2 years ago i made over 630rwhp on #2 at a little less than 60psi. i can't remeber exactly what it was i just remember that it didn't hit 60psi.







jim

 

[jrandol]

See my sig, power made at 37-38psi. Cant' wait to get on a Non Colorado Dyno and test those crazy correction factors from Colorado, having doubts!!! I will say I have made 6-7 runs at this power level on the same Dynojet 248 and all came within 1-2hp

 

[RSchebesta]

Contact Fred Swanson, he is a TDR member and he will tell you the best way to achive 500hp if you have some money.



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