You guys that are getting 28 to 32 psi boost. Did you accomplish this simply by adding a box (edge/va/tst) or did you have to add some other hardware to modify the wastegate settings. My understanding that on the LB7, the wastegate was strictly pneumatically actuated, which would imply you would need to physically modifiy it via a different acutator (banks) or changing springs.





Whats the scoop?

Like this?


http://dieselplace.com/forum/uploads/Wastegate_006.jpg





Mac http://www.dieselplace.com/forum/smileys/Approve.gif

So you're using that needle valve to regulate how much of the boost the wastegate is seeing?

A dangerous proposition at best.


Leave it stock IMHO.... mind you, i am no expert.... just on turbo #3

So then what's the purpose of the "Big Head" wastegate actuator?

Yes and I'm holding the line at 31 PSI max. All is well so far but use at your own risk.


I have spiked mine up to 40 on a Superflow once.I have also had to pull over once to make an adjustment as my turbo was barking heavily.


With the needle valve I can get a bark only on a heavy acceleration then closing the throttle abruptly.





Mac








Edited by: Mackin

Mac, you crazy!!! http://www.dieselplace.com/forum/smileys/Wacko.gif http://www.dieselplace.com/forum/smileys/HiHi.gif

I was getting 28psi with no modifications to the wastegate, actuator, or boost line running either the Quad or VA boxes. Anything over 150HP was netting me 28psi. I went to the Banks Wastegate Actuator to get it to where it is now (32 steady, 34 spike). I would not recommend anyone go this high as it is not yet proven reliable. I have to be very careful when backing off the throttle to prevent barking the turbo. Sure cleans up all the black smoke though.

Then there is the powerbark on the upshift... ever run into those Mac?

Then there is the powerbark on the upshift... ever run into those Mac?


Yes big program and pinched off wastegate. Pulled'er over and fixed it!


In reality it's cool as chit but not if you grenade it.





Mac http://www.dieselplace.com/forum/smileys/HiHi.gif

So then what's the purpose of the "Big Head" wastegate actuator?





The Banks Big Head seemed to help me quite a bit, and works more smoothly, but it doesn't seem to be enough for me.





This weekend I'll have a few different stock turbo'd trucks on the dyno, and will be testing a boost enhancing device that has been sent to me for evaluation. It will also be nice to see what effect it has with the stock and with the Banks wastegate.





My initial impressions are that it really cleaned up my smoke...

Looking forward to the results.

The Banks Big Head seemed to help me quite a bit, and works more smoothly, but it doesn't seem to be enough for me.


This weekend I'll have a few different stock turbo'd trucks on the dyno, and will be testing a boost enhancing device that has been sent to me for evaluation. It will also be nice to see what effect it has with the stock and with the Banks wastegate.


My initial impressions are that it really cleaned up my smoke...





I'll definately be interested in the results of this "device".

Looking forward to the results.





Me toohttp://www.dieselplace.com/forum/smileys/Clap.gif

Banks Big Head Actuator.


Adjusted to 32-34 psi depending on which gauge you want to believe. Only barks on an abrupt "Oh sh*t" style shut down.


I did this mod in Feb. 04 and have put 15,000 miles on it since.


Is it reliable?


I'll let you know in another 90,000. http://www.dieselplace.com/forum/smileys/Cool.gif

Then there is the powerbark on the upshift... ever run into those Mac?


Yes big program and pinched off wastegate. Pulled'er over and fixed it!


In reality it's cool as chit but not if you grenade it.





Mac http://www.dieselplace.com/forum/smileys/HiHi.gif





Do it with the gate intact and a new turbo will become a necessityhttp://www.dieselplace.com/forum/smileys/Big Smile.gif

TurboXS makes a nice boost controller as well as Apex'I


but there is always the off the map operation or worse yet the bark of doom that can and does happen... especially with enough fuelling. 1 program is fine, but stacked or with the big VA you are asking... no make that begging for a bark bark bark bark BOOM!


wonder if anyone got that at diesel thunder... evidently the barking was heard from a block away!http://www.dieselplace.com/forum/smileys/Nuke.gif

I see 28-30 psi just running a big VA and injectors, the injectors acutally seemed to increase boost nicely throughout the whole powerband with less throttle. I agree with juice on the wastegate, let it alone, personal experience speaking! I get a turbo bark when converter locks in 5th if I am just right on the throttle, around half throttle or so, about 15-20 lbs of boost or so right before lockup barks it, more throttle, it holds boost, less throttle doesnt yeild enough boost to bark. Gotta love a Triple Disc's lockup!!http://www.dieselplace.com/forum/smileys/HiHi.gif

I see 28-30 psi just running a big VA and injectors, the injectors acutally seemed to increase boost nicely throughout the whole powerband with less throttle. I agree with juice on the wastegate, let it alone, personal experience speaking! I get a turbo bark when converter locks in 5th if I am just right on the throttle, around half throttle or so, about 15-20 lbs of boost or so right before lockup barks it, more throttle, it holds boost, less throttle doesnt yeild enough boost to bark. Gotta love a Triple Disc's lockup!!http://www.dieselplace.com/forum/smileys/HiHi.gif


what turbo are you on now? #2 isn't it?http://dieselplace.com/forum/smileys/Geek.gif

Yea, I am on #2, and #2 turned a year old a week ago tommorow!! Im so proud, lol. I found out the hard way that pluggin the wastegate will kill the turbo. If I tear this one up, its not getting replaced by a stocker or anything close to that!http://www.dieselplace.com/forum/smileys/HiHi.gif How is you PDRified turbo doing?

The new me is not to say anything that might be picked apart for my lack of knowledge on the subject from dedicated experts on products that are not generally released to the public yet.


Got the treatment when i first was using the edge juice on the dieselplace and broke that little secret out.... then with some others here(DTT/Dyno runs etc). So i believe that nobody here wants to know until they can buy it which is fine by me.


Drinking my cup of STFU now and LMAO!

Sorry about the really stupid or dumb question but what does it mean when you bark the turbo, does it like actually bark or something? http://www.dieselplace.com/forum/smileys/Confused.gifnever learned the wrong way on this matter.

Sorry about the really stupid or dumb question but what does it mean when you bark the turbo, does it like actually bark or something? http://www.dieselplace.com/forum/smileys/Confused.gifnever learned the wrong way on this matter.





Do a mild powerbrake until you see 10 lbs of boost (NO MORE THAN THAT) and then once the tires are spinning let go of the brake and get off the throttle quickly. You will then know the bark! but if you do it at any higher boost pressure you may feel the bite.


Barking is hard on the turbo especially the bearing. it can in severe cases break the turboshaft/force the shaft out of the bearing area/shatter one of the impellers against the housing sending oil coolant and impeller fragments potentially thru your intercooler then the engine; and generally screw up your whole day..... on second thought don't do it.


Some people with big programs or big program stacks or wild timing may also bark the turbo on the tranny upshifts.... which is even worse than a regular letoff bark...because as soon as the trans finds the gear, you go from a reverse air press (vacuum) condition to a full pressure (boost) situation in a heartbeat. That really stresses the impeller shaft and will totally ruin your day!





Edit... no such thing as a dumb question. Others may tell you to search for it here somewhere, and there is a thread on it.... suffice to say it is bad and has the potential to be catastrophic. Not that i would know thoughhttp://www.dieselplace.com/forum/smileys/HiHi.gifEdited by: Got Juice?

Sorry about the really stupid or dumb question but what does it mean when you bark the turbo, does it like actually bark or something? http://www.dieselplace.com/forum/smileys/Confused.gifnever learned the wrong way on this matter.





It is when the turbo goes outside of its intended map to the point of surge or reverse flow.

Thanks Got Juice and EMSI, now I know lol. http://dieselplace.com/forum/smileys/Big%20Smile.gifEdited by: LBZrcks

You can also hear it if you go to this thread and watch either of the two videos of Kyle03s Dmax pulling. He barks it at the end of the pull. That is one wicked truck and it sounds AWESOME pulling. There is one video on page two (linked below) and one on page three by Tomac.


http://dieselplace.com/forum/forum_posts.asp?TID=13228&KW=scheid&TPN=2


Dennis

They handled the technical apect but......


The best way to describe a turbo bark I can think of.....


If your doing a big honking smoky burn out and you get off it fast to avoid hitting something or you see "the man" coming and hear something that sounds real expensive, (in my best foxworthy voice)you may have barked your turbo.....


Sounds kinda like a 3 stogges woo woo woo, not a big german shepard bark, more of a small scared beagal, its kinda a chirp. If youve heard it you know.

The stock wastegate and even the Banks Big Head will allow exhaust back pressure to by-pass the turbine even before the eventual peak boost you are reading. This bleeding of backpressure will slow the rate of spool-up.


Bleeder valves like Mackin's reduce the boost pressure that the wastegate see's by a percentage of the bleed opening. This will delay the point at which the waste-gate opens and in turn increase slightly the spool-up.


The Big Head also delays at what backpressure the wastegate starts to open in relation to the boost pressure, but is still allows some exhaust backpressure to bleed off prior to the peak boost.


The ideal boost constroller would not allow the wastegate to see any boost until the set peak boost pressure. This would maximize the spool-up by providing higher boost points for the least amount of exhaust backpressure.


With the mechanical controlled wastegate that the Duramax has you can also see boost drop when the exhaust pressure reaches a point beyond the designed efficient flow of the exhaust turbine and housing because of the spike in backpressure opening the wastegate even when boost pressure is dropping ie spike in backpressure exceeds delta pressure between boost and exhaust pressure.


Deep Enough


Donald McMullin

Nice first posthttp://www.dieselplace.com/forum/smileys/Thumbs Up.gif Never thought about the differences of using a banks or bleeder valve to tweak with the boost.


Also interested in what John has to play with....but fear monkeing with boost till I verify my gauge is accurate.Edited by: ratlover

Let's just say that modifying the wastegate has cleaned up my smoke even WITH the Banks Big Head and no increase in peak boost. Adding some more boost gets me even cleaner operation, PLUS I don't need to monkey with the linkage and can run it at a more relaxed position. Never would have thought there would be gains in the midlle boost ranges...

JK;


I'm a little confused by your last post - are you saying that just by simply adding the Big Head you noticed an improvement in combustion, not by changing the peak boost setting?Edited by: EMSi

I think the Big Head keeps the boost pressure up longer.Slow to bleed off but maintainable higher boost pre-setting. http://www.dieselplace.com/forum/smileys/Geek.gif








Mac

I believe he has a new widget that works like a Mackin style bleed valve but does it "smart" instead of a plain old fixed leak. I will see tomarowhttp://www.dieselplace.com/forum/smileys/Approve.gif

I have tried to data log the change in MAF at lower rpm's using the Big Head vs stock and other devises however I am having problems with my AutoTap.


However, by seeing an earlier rise in boost even though the peak boost is not any higher you are flowing more pounds of air at lower rpm's. If you are running rich prior to the change in boost control, you now have leaned the A/F ratio so you will burn cleaner.


There are pros and cons of bringing the boost in earlier:


Pros:


(1) Might allow re-map of fuel curve allowing more fuel to be brought in early, increasing low rpm torque (will require dyno runs to see if this opportunity is available).


(2) As JK has experienced, higher air flow at lower rpm's reduced the amount of smoke, leans out the A/R.


Cons:


(1) With increased low rpm torque might be more difficult to control wheel spin.


(2) Might end up operating turbo in surge during initial spoolup, this has been a problem with other turbo applications and the spoolup has has to be reduced to prevent this. The stock IHI RHG6 turbo has a steep surge line which should help minimize this problem for occuring.


Deep Enough


Donald McMullin





Edited by: Donald McMullin

It definately would be nice to shift the torque curves down a couple hundred RPM. http://www.dieselplace.com/forum/smileys/Cool.gif

I just recieved a MSD Programmable Turbo Controller PN7562 (msdignition.com) play around with. Currently I just have a backyard, rigged up deal, a single solenoid in line with a pressure switch but this new unit setup should be far more accurate. Also has a built in datalogger to view boost readings afterwards on a laptop.


Should have it installed by the end of the weekend.Edited by: Elowe65

noticed your avitar. is that a say no n20 or a say n2o? Wondering if you are anti n20 or if you are spaying? update on your boost controler deal would be appreciatedhttp://www.dieselplace.com/forum/smileys/Cool.gif

Ratlover, pro drugs!

http://www.dieselplace.com/forum/smileys/Cool.gif Care to talk about your set up? How many stages, hows it activated, were you placing the nozzels or nozzel and whos stuff ya using ect.?

I havent had a chance to put my vaccuum/pressure gauge on the wastegate line, is that a pressurized or suction line?


I am thinking it is pressurized, hence the reason MAC has a needle valve on it, to bleed the pressure off.


If I was to take the line off the wastegate actuator, nothing seemed to happen. Note, I had this idea before I decided to research it here. So I put the line back on.


Mac, where'd u pick that valve up at?

pressurized. you would be running a non wastgated truck in essince if you yanked the line. This is in reference to your other post. it wont smoke, it will be air heavy....well till the turbo http://www.dieselplace.com/forum/smileys/Throw Up.gif anyway

Take the line off and boost will likely run too high. The small hose wil let some bost bleed off, but likely not enough

McMaster Carr.





Mac

Rat,


Currently I have just been running the LP system. I have posted some details on it over at http://forum.thedieselpage.com/cgi-bin/ultimatebb.cgi?ubb=get_topic;f=3;t=007807 (hope it's no prob posting this link). The LP system is computer controlled (has it's own ECM that I program with my laptop). The system is not on the market yet but should be within the next few months. It injects vaporized liquid based on maps made by the company (MSDignition.com). It start injecting at .5 psi boost and injects more lp based on boost, rpm, and throttle position. You control the amount based on percentage (% of the preprogrammed map). I have ran about 10 tanks through it so far with no issues. Pics can be found at the picturetrail link in my sig. Best thing is that it has a built in data recorder for it's functions, so I can go back and look at rpm, boost psi, throttle position, etc. Only problem, I just recently found out they only have a 2 bar map sensor on it so I'll have to get that switched out to a 3 bar.


As for the water injection, just got the system yesterday so haven't had time to play around with it yet. Hopefully next weekend I should be able to install it. Plan on just running water for while and after a tranny upgrade go to meth/water.


As for nitrous, I don't have it on the truck yet. The parts are in the garage but I am waiting to get some cash for a tranny upgrade as it's currently stock right now.


Boost controller just came in last week so I'll work on that this weekend. It can also be found at msdignition.com #7562. Not sure how well it'll work for a daily driver as it's intented more less for racing but they sent me one to see what I can do with it so we'll find out.


I also got a Predator finally so I am playing around with that too. It's crazy to seeing 28-31 psi as the norm, then with the pred 120 hp on the edge seeing it peg the gauge at 35 (done it twice, not planning on going there anymore). Just trying to figure out the DTC are as it's showing I have no faults, but under the DTC ran SCC area, it's showing 10 faults. Not sure about the DTC area as far as which area does what. If' anyone could help, I would greatly appreciate it.


Sorry for the long winded response. Heading up to vegas in a few hours so I'll check back before I go.

Has anyone tried using a blow off valve for protecting against the turbo bark? I used a couple on some Buick Grand Nationals pushing 35-40 psi. Helped extend the turbos life. I was thinking of adding one to my truck to see if it would help. It works when the reverse pulses are felt, opens up a small valve to release the pressure. Not sure if it will be effective on the d-max. Much larger airflow compaired to the Buick GN or small displacement engines. Would be curious if it has been tried yet?

Blow-off valve is activated from the vacuum when a throttle valve is closed on a gas engine. Not sure how you would activate a blow-off valve on a Duramax which does not have a throttle valve.


Deep Enough


Donald McMullin

HKS and TIAL make BOV's For Diesels.


Most involve an electronic trip or microswitch to activate as their is no throttle plate.. but yes it is possible to do.


The only caveat is finding one with the capacity/pressure to match our turbo output

"The ideal boost constroller would not allow the wastegate to see any boost until the set peak boost pressure. This would maximize the spool-up by providing higher boost points for the least amount of exhaust backpressure"

some of us figured this out months ago........some have just recently seen the benefits..........something is cominghttp://www.dieselplace.com/forum/smileys/HiHi.gif

http://www.dieselplace.com/forum/uploads/Boost_increased_HP_plot.jpg


Edited by: Kennedy

http://www.dieselplace.com/forum/uploads/Boost_increased_boost_plot.jpg Edited by: Kennedy

http://www.dieselplace.com/forum/uploads/Single_port_Wastegate.JPG

I hate to sound like a salesman. I am just posting to add info on the subject.

As for a boost controller, this is what the 7562 unit (manufactured by MSD ignition) is designed to do. I’m not sure what John is working on (may be something along the same lines). John, not sure if you’re interested, I may be able to get you a unit to play around with.

The 7562 unit PWM (pulse width modulates) the two solenoid in the above picture to control the pressure “signal” that the waste gate is receiving. This is programmed by the user into a 2-D map in the software using a laptop.

As John has shown, there is definitely power in how the waste gate responses. Add a separate pressure source into the mix and you’d have even more control at low pressure levels.

Currently I just have a single solenoid on my truck that is controlled by a pressure switch. The solenoid is closed until the pressure switch is tripped which then causes the solenoid to open sending the pressure “signal” to open the waste gate.

The only concern is what the factory waste gate is capable of moving in terms of flow.

The stock wastegate port does appear to be restricted when compared with wastegates I have worked on for other applications. However, if you increase the flow of the wastegate port you will place more demand on the control sensitivity of the method of applying the boost signal to the wastegate diaphram.


How does the response time of the MSD boost control unit compare with the Innovative or Blitz boost controller, both of which are two solenoid control boxes?? The design of the stock waste gate valve might be the item which limits the response time of controlling the boost.


At rpm's just above the peak torque the wastegate has to open to bleed off backpressure to reduce the boost spike, while at higher rpm's it has to hold the wastegate valve closed to provide enough backpressure to turn the compressor at the correct rpm for the required boost. At peak horsepower the wastegate spring has to have a high enough spring rate to prevent the wastegate valve from openning even if there is zero boost signal on the diaphram.


Elowe65, does your pressure switch respond quick enough at higher rpm's to close the solenoid and bleed off the boost signal to prevent a drop in boost??


Deep Enough


Donald McMullin

The "gizmo that I am working with is fully analog (mechanical) and can be installed into the wastegate hose simply and easily. The MSD unit looks neat, but I already hear Eric complain about all the extra wireshttp://www.dieselplace.com/forum/smileys/Ermm.gif ...

Donald,

To answer your question I have not tested the MSD unit yet on a diesel. In comparison to the Zukinut (Innovative) unit, I have worked (on high boost gas applications) with people that have used both and I have seen no difference. Sorry no prior history of use with the Blitz unit. As for price between them, there is a big difference ($200 vs $500 vs $600). Considering the price, what you get (data acquisition, pc programmability), I don’t see why you wouldn’t go with the MSD unit. For more info on it you can download the software from their website and play around with it. The same software is used for all their units as well as the DPI propane unit that I currently have installed.

Now as far as the waste gate goes, that’s a different story.

As for my rigged up, “parts lying around the garage”, setup, it’s simple, worked as intended for the most part. It is similar to the cheap low dollar boost controller spring/check ball method that can be bought or made. Setup was a single solenoid used inline (not used to bleed pressure). It would remain closed (thus no pressure sent to waste gate) until the boost pressure came up to the set pressure. The pressure switch would then close the circuit on the ground side, opening the solenoid thus applying pressure to the waste gate to open. Of course, there is a bleed on the exit side of the solenoid to bleed pressure between the solenoid and the waste gate after the solenoid closes. Like I said, crude but somewhat effective. Only 2 wires used, one to ign power and other to ground, both inside engine bay.

John,

There are a few wires to hook up. One to a brake switch, one to a tps switch, and one to rpm signal wire. Other than those, the other 3 are just plug in deals.

powershot 2000 is a about as simple as it gets for propane. ...using one for 60k miles.....needless to the boost enhancer im using takes five minutes to set with no wires relays or dials.........kennedy should have one availible for the electronically challenged members(myself included)soon

Sdaver,


You and I are from the same school of automotive electricity. My rule of thumb..."As long as I don't touch the red and black wires together, everything is fine" http://www.dieselplace.com/forum/smileys/HiHi.gif

Not tryin to steal the thread, but has Clint Cannon gotten any closer to putting his new turbo on the market yet?


White Duramax, you're about 1st in line ain't cha?

FWIW, I've been using TST's "calibrated leak" boost controller set at 32psi for about 60,000 miles now with no issues. The advantage of Banks Big head controller is to prevent exhaust back pressure from blowing open the waste gate prior to obtaining the boost set point. It accomplishes this I believe by simply having a stronger spring and requires a larger dash pot to overcome the larger spring. hence the name "Big Head".


A pop off valve or "sneeze valve" as we used to call it may help prevent barking as it would provide an absolute limit to manifold pressure. They require nothing to operate them and could be added simply if you could find one set at the right pressure. Don't know if it would work or not. For some reason barking has not been a problem for me. Not enough fuel probably.


On edit, a stock fueled LB7 will not exceed 23 psi by much no matter what you do to the wastegate, or at least mine wouldn't. Not enough heat from the fuel supplied to drive the turbo fast enough to provide higher boost.


Edited by: a64pilot

My findings have been supported by Josh. He's the one that pulled and twisted his driveshaft at Jim Falls. He ran my valve in place of his TST valve which was adjusted to 35 psi. On Brandon's truck my valve made 35 psi. I believe that I backed it down before installing on Josh's truck. He basically supported what I felt in that transitional pedal, responsiveness and smoke was noticeably imporoved. I noticed same things even with the Banks Big Head.





Should be in Brandon's hands on Friday for his in depth eval.

I just made another one. I used a brass 1/8 NPT "T" fitting. 2 ends have the barbs for the wastegate hose. The other end has a needle type valve with an inlet and outlet. The inlet of the needle valve is attached to the "T", the outlet has a hex plug with a drilled orifice. The size of the orifice isn't too important, as long as the needle valve has a good range of adjustment (this particular one came from Hahn awhile back, so it has 4+ turns of fine adjustment).


Should work great, I may have to adjust the orifice size, but probably not. Hell, I probably could take out the hex plug entirely and just use the needle valve, that's how fine the adjustment is.

GSXR.... your turbosystem on your bike?


Hahn Racecraft?


or MR.Turbo?


I have a video at home of a Gixxer600 Turbo.... wild ride!

Questions, are we looking for more power, or more control (equalling more power and more options)?

There are a few options to achieving either one of these, lets review these options.

1. Controlled “leak”
a. Using a needle valve setup (adjustable orifice) or a check ball and spring method (exhausted to atmosphere),
i. One would place this in line between the wastegate and intake. It would bleed pressure before it reaches the wastegate thus not allowing the waste gate to open until the pressure (with the leak) over powers the spring in the wastegate.
1. Pros: inexpensive and simple
2. <FO

You know, I just got home and read what I had posted.


I must have had a ton of free time at work to post a boat load of crap like that... I feel dumber after reading it.





Either way, carry on!

Elowe65,


I would agree with most of what you said except I would add to the cons side of the "controlled signal" that since it is basically now a "pop off" valve, I.E. all or nothing it may be possible to get in a surging type operation while at partial throttle.

GSXR.... your turbosystem on your bike?


Hahn Racecraft?


or MR.Turbo?


I have a video at home of a Gixxer600 Turbo.... wild ride!








Mr Turbo draw through system with a Mikuni HSR42 carb. Dyna 2000 ignition, etc. etc. I don't ride it much anymore, I prefer the Hayabusa due to it's mild mannered nature compared to the turbo bike. I believe I've seen the video you're referring to. It was an McXpress kitted GSXR600 that liked to wheelie... quite a video.

You know, I just got home and read what I had posted.


I must have had a ton of free time at work to post a boat load of crap like that... I feel dumber after reading it.





Either way, carry on!








Most of it makes sense. The only point that I'd argue is the "Con" that controlled "signal" affects more than peak boost. It keeps the pressure off of the wastegate allowing more drive for quicker spool up.





Peak boost is really what we are tuning anyhow. The quicker we can get there, and hold it steady, the better. Having something that can install in a matter of acouple of minutes and adjust in same time period is what I'm looking for. So long as there is a demand, we'll proceed with testing and development.

GSXR.... your turbosystem on your bike?


Hahn Racecraft?


or MR.Turbo?


I have a video at home of a Gixxer600 Turbo.... wild ride!








Mr Turbo draw through system with a Mikuni HSR42 carb. Dyna 2000 ignition, etc. etc. I don't ride it much anymore, I prefer the Hayabusa due to it's mild mannered nature compared to the turbo bike. I believe I've seen the video you're referring to. It was an McXpress kitted GSXR600 that liked to wheelie... quite a video.





Man, that wheelie sequence thru 2,3,4,5 was INSANE!


and then he sucked the doors off that 750 like it was a honda50!


I watch that video and it still gives me goosebumps!


On a side note, have you modded your Busa any? Falicon crank etc etc

Hey Juice,


Can you post a link to that video? Sounds pretty cool.


Thanks,
Dennis

Got Juice, the Busa doesn't have much in the way of mods, just a Hindle BDE pipe, modded airbox, ram-air seals, welded clutch hub (to eliminate the slipper clutch), PCIIIr (for fuel and ignition map changes), and a few other little things here and there.


I may have the turbo GSXR600 mpeg saved somewhere, I'll see if I can find it or the link.

I wish we had a PCIIIr type box for our trucks. A way to modify the Duramax/Allison programs any way we like would be awesome. It would also be great for the trans guys, as there would likely be many more people breaking Allisons. Hell, there would also be broken Duramaxes, broken turbos, etc. etc.

John, Regarding the "Con" addition, I had what you mention, as a Pro in that area.


Also, regarding;


""Peak boost is really what we are tuning anyhow. The quicker we can get there, and hold it steady, the better."


I agree but to me it I think with electronics, this can be acheived better.


Regarding,


"Having something that can install in a matter of acouple of minutes and adjust in same time period is what I'm looking for."


I agree but I am also looking for one step further. Since I have a 2wd I am looking for launch control. If I can bring the boost up to a set limit (exact same boost each time) and come off the line with a set boost ramp to control tire spin, I will be happy. Yes, it may cost a bit more, and be a few more minutes to install, but to me the benifit would be worth it. I could have bought a 4wd, but to me to be able to run the same numbers with a 2wd would be more impressive. At least to me. This alone may not do it, but it's just one step closer.


I'm not knocking what you are doing by any means. I'm just trying to add to the already great info in this thread.

Demand... :)

Sounds like Brandon had a good day at the track at least in the test/tune...

a good day at the track for Brandon is TRACTION with all his new power.

Last I heard was 12.3@113 not spraying till into 3rd gear. Almost a full second over the last outing. Guess you could say it's rocking.http://www.dieselplace.com/forum/smileys/Wink.gif


Thinking about Byron, but iof the track prep is sucky like Muncie I doubt he'd waste his time. We'll see what McBride says...

what is he running for slicks? Wasn't he having problems with traction going 13.00

what is he running for slicks? Wasn't he having problems with traction going 13.00


He was at Muncie, but it was so slick that Mike had 4wd and ran studded tires http://www.dieselplace.com/forum/smileys/HiHi.gif

From what Brandon said the south has a lot better track prep and running year round helps too.


I saw his slicks but didn't check out the size.

The track crew at the Atlanta Dragway have their stuff together. They keep it clean and I am sure their VHT bill is pretty darn big. It is nice to go and race where the 2WD trucks get a chance to hook.


I got the bars dialed in pretty good and had the air pressure where it needed to be on the slicks. I was cutting consistent 1.8 60' times.


13.00 on diesel @ 105MPH and 12.3 @ 113 on nitrous. Not too shabby for a 7300 pound 2WD diesel pig. http://www.dieselplace.com/forum/smileys/HiHi.gif Dennis Perry and Buck were egging me on to jet up and break into the 11's but I guess I had no balls. http://www.dieselplace.com/forum/smileys/Embarrased.gif The 12.3 pass was with a .70 jet so I have some room to grow. There was still plenty of smoke to clean up.


I dialed a 13.00 for the brackets and made it through a couple rounds of eliminations before redlighting myself out by three thousandths. I was running against a Dodge dually that had a 15.87 dial in. I guess the almost three second spot got me a little twitchy. http://www.dieselplace.com/forum/smileys/Angry.gif


David Dunbar put on a class event and we all had a great time. http://www.dieselplace.com/forum/smileys/Approve.gif Hey Buckshot, did you throw that t-shirt away? I don't know if you could clean that puppy up after running the dyno with Mike all day! http://www.dieselplace.com/forum/smileys/HiHi.gif

The track crew at the Atlanta Dragway have their stuff together. They keep it clean and I am sure their VHT bill is pretty darn big. It is nice to go and race where the 2WD trucks get a chance to hook.


I got the bars dialed in pretty good and had the air pressure where it needed to be on the slicks. I was cutting consistent 1.8 60' times.


13.00 on diesel @ 105MPH and 12.3 @ 113 on nitrous. Not too shabby for a 7300 pound 2WD diesel pig. http://www.dieselplace.com/forum/smileys/HiHi.gif Dennis Perry and Buck were egging me on to jet up and break into the 11's but I guess I had no balls. http://www.dieselplace.com/forum/smileys/Embarrased.gif The 12.3 pass was with a .70 jet so I have some room to grow. There was still plenty of smoke to clean up.


I dialed a 13.00 for the brackets and made it through a couple rounds of eliminations before redlighting myself out by three thousandths. I was running against a Dodge dually that had a 15.87 dial in. I guess the almost three second spot got me a little twitchy. http://www.dieselplace.com/forum/smileys/Angry.gif


David Dunbar put on a class event and we all had a great time. http://www.dieselplace.com/forum/smileys/Approve.gif Hey Buckshot, did you throw that t-shirt away? I don't know if you could clean that puppy up after running the dyno with Mike all day! http://www.dieselplace.com/forum/smileys/HiHi.gif





Brandon


Great times!


Bracket racing 3 second slower vehicles sucks, in eliminations. Something I'm going to try next time, is to dial in at the same slow time as them and then all I have to do is pace them and nudge them at the end.

7300lbs ?????? what, you have some of them big 'ole boys in the back for weight transfer????


13.0 is pretty strong.......I wouldn't mind giving that TCM a try.

The track crew at the Atlanta Dragway have their stuff together. They keep it clean and I am sure their VHT bill is pretty darn big. It is nice to go and race where the 2WD trucks get a chance to hook.


I got the bars dialed in pretty good and had the air pressure where it needed to be on the slicks. I was cutting consistent 1.8 60' times.


13.00 on diesel @ 105MPH and 12.3 @ 113 on nitrous. Not too shabby for a 7300 pound 2WD diesel pig. http://www.dieselplace.com/forum/smileys/HiHi.gif Dennis Perry and Buck were egging me on to jet up and break into the 11's but I guess I had no balls. http://www.dieselplace.com/forum/smileys/Embarrased.gif The 12.3 pass was with a .70 jet so I have some room to grow. There was still plenty of smoke to clean up.


I dialed a 13.00 for the brackets and made it through a couple rounds of eliminations before redlighting myself out by three thousandths. I was running against a Dodge dually that had a 15.87 dial in. I guess the almost three second spot got me a little twitchy. http://www.dieselplace.com/forum/smileys/Angry.gif


David Dunbar put on a class event and we all had a great time. http://www.dieselplace.com/forum/smileys/Approve.gif Hey Buckshot, did you throw that t-shirt away? I don't know if you could clean that puppy up after running the dyno with Mike all day! http://www.dieselplace.com/forum/smileys/HiHi.gif





Brandon


Great times!


Bracket racing 3 second slower vehicles sucks, in eliminations. Something I'm going to try next time, is to dial in at the same slow time as them and then all I have to do is pace them and nudge them at the end.





Guy,


I was thinking about doing the same but I did not have any dial-in paint in the truck at the time. You can bet I will next time though.

7300lbs ?????? what, you have some of them big 'ole boys in the back for weight transfer????


13.0 is pretty strong.......I wouldn't mind giving that TCM a try.








Dipper,


I don't know why my truck is so heavy, but it is. I have weighed it at the track several times. The wheel and tire combo I have does not help, I have 320 plus in just wheels and tires. I don't strip anything for the track either like the gate or spare, I need as much weight in the back as possible.


There were a couple a good ol'boys in the stands that prolly could have added about 600 pounds the rear real quick, I just don't think the NHRA would approve that passenger rule. http://www.dieselplace.com/forum/smileys/HiHi.gif

me and jess wanted to ride but seeing how buck had been called on the carpet twice for the sub 12 runs we decided not tohttp://www.dieselplace.com/forum/smileys/HiHi.gif might have got labeled a trouble makerEdited by: sdaver

7300lbs ?????? what, you have some of them big 'ole boys in the back for weight transfer????


13.0 is pretty strong.......I wouldn't mind giving that TCM a try.











Waiting for a duplicate to the TCM that Brandon runs. Found out while he was here that something is definitely changed in the ones that I have. Actually, the ones that I currently have aren't bad for drag racing, but they do drop the 5-4 shift in at 80mph when you lift. Good for at the track, but annoying as hell on the road...

Edited by: BIG DIPPER

*
cat got your tongue dipper?http://www.dieselplace.com/forum/smileys/HiHi.gif

Brandon,


Is this the only place you have currently posted you new low 12 second pass info?? Congrats, big time!!http://www.dieselplace.com/forum/smileys/Clap.gif I know it will not take too much more to get in the 11's. Eventhough, those last tenths are the tuffest. But I think you race at an NHRA track, right?? That means you will need to add some steel to keep going.http://www.dieselplace.com/forum/smileys/HiHi.gif I'm sure you don't want to cut the truck up.


My 69 Chevy P/U ran 12.24 @ 106mph w/ 1.66 short time. Pretty big difference eh??http://www.dieselplace.com/forum/smileys/HiHi.gif


Way to go!! Keep us posted.


Jason