What kinda Truck does MChalkley Run?

[MChalkley]

rf33 - I've read most of the arguments for (and against) larger exhausts. I don't quite know how they all stack up on their own merits, but my own feeling is that it can't due too much good to have a pipe more than an inch or so larger than the outlet of the turbocharger. I saw pretty major improvement when I changed pipes, but I think it was because the stock pipe was crimped badly in several places, instead of being mandrel bent like the new one.

 

[sniezur]

Mark,

Sounds cool, I have also done a few mods to my 97 F350. I am running hi-flow injectors, Banks intercooler, custom burned PCM chip, 140VDC IDM, dual stage propane injection, ported turbine and compressor housing, jet-hot coated exhaust manifolds, up-pipes, and turbine housing.

I also have a custom -6 size fuel delivery system with frame mounted pump and boost compensated fuel pressure regulator. I have a custom built HD E4OD and TC. It is a 4x4 crew cab with 9" of lift, 38" radial tires, and 4.10 gears w/ Detroit locker in the rear. I can run 0-60 MPH in 6.7 secs and 1/4 mile in 14.7 secs at 92 MPH. It weighs in at 7550 lbs with me in it. It also tows a loaded 15,000 lb trailer without a problem. I have not had it on the dyno but it should be putting out around 435 HP at the rear wheels.

Next on the list is to install the Holeset HX55 turbo that is sitting in my office, as my secondary unit for twins. I also am working on a nitrous system for it to get up in the 550-600 HP range at the rear wheels.

 

[patrickg]

Uh, like right on man. Something we can definitely agree on, Cummins turbodiesel. I'm running automagic tranny on a 3500 dually 4x4 with service body on a Lariat trim '97 24 valve. Got the Dr. Performance high pressure injector pump and fine mist type injectors. Boost limited to about 28-29. Exhaust brake, aux Gear Vendors overdrive, 4:10 rearend, Torque Lock to keep it locked up for X-brake performance. Running 19.5 inch Michelins on 6 Alcoa rims. I went to 4 inch from the turbo back with large straight through commercial muffler. I think 4 inch is plenty big for the air I'm flowing. 6 inch with less than something like 500 HP is overkill or at least hiting up against diminished returns.

Thought I was going to be deafened when they put the muffler too close to the cab and sonic waves from its side wall pumped into the floor of the cab and made for some strong resonances. UNACCEPTABLE. Had it moved farther aft and the interior sound in this pretty well damped cab is hardly above stock. Lightly loaded I can run on the interstate in over-overdrive turning about 2000 R's at a bit over 80MPH but the real payoff on the aux tranny is being able to have the equivalent of 1.5, 2.5, 3.5 or a gear range aout 1/2 way between the stock gears. This is very important for 3.5 as the jump between 3rd and Dodge's OD (4th) is B_I_G, like they left a gear out.

Not being a cattle rustler, there is one small problem with the sound of my turbo-diesel. Many cattle are conditioned to the sound of the turbo-diesel Dodge and come to it expecting to be fed since many cattlemen 1. drive Dodge diesels and 2. toss out some cattle treats to get the animals to follow them for whatever reason. When I drive into a pasture I get mobbed by cattle expecting to get a treat. They can get insistent, bumping into the truck, trying to bite the electric extension mirrors and such. I wouldn't mind if they would confine their antics to my front bumper. It is made of 1/4 inch plate and weighs, with winch, about 500 lbs. At least I know to not blow the horn as that is another standard cattel calling device.

Your truck sounds awesome, a real sleeper with its "veteran" body. I intend to drive this one until it is not economical to do so any more, however many decades or hundreds of thousands of miles that takes.

Patrick

 

[MChalkley]

Sorry Neil, I forgot to answer your post...

The original turbo was a self-limiting "balanced system" type, or something like that. It would put out about 20 pounds of boost, but took so long to get there that you were usually way out of the torque band by then.

The wastegate type can pump up almost instantly because there's a relief valve that opens when the pressure hits the set limit. I picked 32 psi because it's a number that seems to be "safe", while allowing quite high performance.

Of course, the point can be made that anything you do to increase the power output of the engine decreases its life potential. And that's the biggest reason I can think of for buying an engine you know you have very little chance to wear out in your lifetime (assuming it's given proper care, of course)... /w3tcompact/icons/smile.gif

 

[MChalkley]

Steve - Now your truck is modified. Mine is almost stock, compared to yours. I doubt I could make mine go 0-60 in less than 30 seconds, but at least 10 of that would be changing gears... /w3tcompact/icons/laugh.gif

I did forget to mention that I've got 33-12.50 tires all around, a Titan Class V hitch, Jordan Ultima brake controller, a Racor fuel heater, some stuff like that...

My Dodge weighs almost exactly the same as your Ford. I took it over Afton mountain (both ways) on I-64 in western Virginia grossing just under 30k, and never got below 50 mph (and that was before I found a clutch that would hold, and I really needed a new clutch after that run!), so I'm not doing anything else to increase the power. I'm not planning on towing that much again, either. If I ever had an accident, even one not my fault, with that kind of load, they'd put me under the jail.