Monte's 04 Build Thread
#916
01-19-2015, 07:50 PM
Forgot to answer part of your post Trav lol, my plans for the 12v are to hit 350-400hp with twins and water/meth injection as well as all the other supporting mods for that. I am going to build the block to hold 500hp because in all honesty i dont need to ever go above that and i would like to build the Allison to the same point, it is said to hold 300-400 hp so i want it to hold 500hp easily and i have found a few mods that increase it a little or a ton so i am currently weeding them out until i find what i need lol. I have my buddy at school also who knows the transmissions well and has modded his so i will definitely consult him on Wednesday when i get back in class and see what he thinks.
I am on the fence on the bumpers i need to price out what i need for the engine and tranny to build them and see how long it will take to get it all done and if it is going to take a while to get the funds then i will put her together and drive the 5.4 for another year probably before swapping it out, we will see once i check out the tranny lol. Jon that seems accurate from my readings on the allison 1000 series they hold up nicely stock but added power above that makes them slip fast and go into limp mode.
I am on the fence on the bumpers i need to price out what i need for the engine and tranny to build them and see how long it will take to get it all done and if it is going to take a while to get the funds then i will put her together and drive the 5.4 for another year probably before swapping it out, we will see once i check out the tranny lol. Jon that seems accurate from my readings on the allison 1000 series they hold up nicely stock but added power above that makes them slip fast and go into limp mode.
#917
01-19-2015, 07:57 PM
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The 5r110 can handle a lot stock the only thing is getting into an older truck and having it work properly. Mark pointed out in an adticle he wrote that it is definitely possible it woukd just take a lot of time and money to tune properly. Going allison is easier because if funxtions as a stand alone and no special adapter playes or flexplates are needed. I cam get. Cummins sae3 plate or stock plat woth an sae3 conversion ring dor under $300 vs $795 for a deatrpked one and a srock Cummins flex plate runs about $150 which is $650 on destroked so i save a pretty penny lol. Also it is easily tunable via laptop even though the stand alone harness runs $1500 from destroked it can be had cheaper Nd even still i would be in the tranny for $2100 vs a built 4r100 for 3-4k then the programmer of another 800.
I would like to note that i lost my train of thought as i wrote the last sentence lol i just got into work from school and had a coworker come up to me and ask me a question while i was typing on my phone lol.
EDIT: Found this chart on all transmissions in stock form and what they can hold none of these numbers are built specs from any company. The Allison i am looking at is a pre 06 model so it is in the 300-400 range and i am shooting for with the 12v.
Budget Transmission Upgrades Transmission Operating Power Chart Photo 9
I would like to note that i lost my train of thought as i wrote the last sentence lol i just got into work from school and had a coworker come up to me and ask me a question while i was typing on my phone lol.
EDIT: Found this chart on all transmissions in stock form and what they can hold none of these numbers are built specs from any company. The Allison i am looking at is a pre 06 model so it is in the 300-400 range and i am shooting for with the 12v.
Budget Transmission Upgrades Transmission Operating Power Chart Photo 9
Wow that 5r110 looks pretty tough.
I wonder what the difference between the pre06 model and post 06 model is. Either way I know Allison has a good reputation (which is funny because I am a little leary of the the 4L60E from chevy).
The 5R110 seems to be pretty tough, and be able to hold a lot of power in stock form. Haven't heard of many of them failing, unless pushing some serious power, or from people just straight up abusing them. Not sure on the Allison though, other than hearing that they're supposed to be pretty much bulletproof. I did hear from my Uncle that he has heard that the Allison's are really good in stock form, but start to fail once you start adding power, not sure what models that was on though. And not sure how accurate it was either.
I think the same thing on transmissions Trav. Build it so it can handle whatever, so that it will fully handle whatever your goals are, and then still have plenty of room to grow if you decide to go for more power. Seems like the best way to do it to me.
Hence why I am putting a built C4 (already have and got damn cheap $60 with B&W 2000RPM torque convertor) in the mustang even though the build is only going to be maybe 200hp 302 right now till I find a supercharger and add some heads and forged pistons.
Trav
#918
01-19-2015, 08:07 PM
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Forgot to answer part of your post Trav lol, my plans for the 12v are to hit 350-400hp with twins and water/meth injection as well as all the other supporting mods for that. I am going to build the block to hold 500hp because in all honesty i dont need to ever go above that and i would like to build the Allison to the same point, it is said to hold 300-400 hp so i want it to hold 500hp easily and i have found a few mods that increase it a little or a ton so i am currently weeding them out until i find what i need lol. I have my buddy at school also who knows the transmissions well and has modded his so i will definitely consult him on Wednesday when i get back in class and see what he thinks.
I am on the fence on the bumpers i need to price out what i need for the engine and tranny to build them and see how long it will take to get it all done and if it is going to take a while to get the funds then i will put her together and drive the 5.4 for another year probably before swapping it out, we will see once i check out the tranny lol. Jon that seems accurate from my readings on the allison 1000 series they hold up nicely stock but added power above that makes them slip fast and go into limp mode.
I am on the fence on the bumpers i need to price out what i need for the engine and tranny to build them and see how long it will take to get it all done and if it is going to take a while to get the funds then i will put her together and drive the 5.4 for another year probably before swapping it out, we will see once i check out the tranny lol. Jon that seems accurate from my readings on the allison 1000 series they hold up nicely stock but added power above that makes them slip fast and go into limp mode.
It is a good idea to have it able to hold more because I though the 300hp in my mom's car was going to be hard to get over but it is getting a little old and I am trying to talk her into supercharging it (if we get the money).
I kinda doubt I could make a alision bolt up to a 7.3L powerstoke however I have never looked. I also know it would be pretty hard for the engine in the 92 to hold that much power (it has a 351W).
(This thread is moving about 920 posts in less then 2 years. LOL)
Trav
#919
01-19-2015, 08:25 PM
Lol we talk a lot on here, check destroked for an adapter plate they might have one on there. I would love to shoot for 500-600 hp but the 1st gen cummins with the vp pump dont like to go over 500 and 500 is pushing its comfortable li.its before needing heavy block work and a p-pump conversion all in total would be about 6k im guessing plus the power mods so your looking ablt like 8-10k for that much hp in a 1st gen...too much for little gain imo lol.
#920
01-19-2015, 08:35 PM
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Just checked and they do have it.
Man do diesels get expensive fast. LOL
Just a cummins to Allison flywheel and adapter plate their is almost $1500.
I am not sure around here how much a 12 or 24 valve cummins (if I could find one) would go for let alone a transmission. LOL I guess living in a small town has some perks but some down sides too.
I sure would like to know how the local diesel shop is making about 800hp on his 24valve cummins and it is his DD plus a stock auto transmission. This was shown on a dyno!
Trav
Man do diesels get expensive fast. LOL
Just a cummins to Allison flywheel and adapter plate their is almost $1500.
I am not sure around here how much a 12 or 24 valve cummins (if I could find one) would go for let alone a transmission. LOL I guess living in a small town has some perks but some down sides too.
I sure would like to know how the local diesel shop is making about 800hp on his 24valve cummins and it is his DD plus a stock auto transmission. This was shown on a dyno!
Trav
#921
01-19-2015, 08:37 PM
#922
01-19-2015, 08:40 PM
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Which one would you say is better for a swap in a 92 F250 wanting 500-600hp (and lots of torque) 12 valve or 24 valve?
I am still learning the diesel world. So far the gas world is easier for me but I couldn't get to that power with a 351W small block even with a tri-power (super and twin turbo) plus nos build. LOL
Trav
I am still learning the diesel world. So far the gas world is easier for me but I couldn't get to that power with a 351W small block even with a tri-power (super and twin turbo) plus nos build. LOL
Trav
#923
01-19-2015, 08:46 PM
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Damn it! I can't even post fast enough to keep up with you guys haha. 
Oh yeah 500-600hp would be nice. That's what I'm planning for out of my 7.3 someday. Trav maybe you could swap in a built 7.3 Powerstroke with a built 4R100, might be a little simpler and cheaper than the Cummins swap
Oh yeah diesels get very expensive very quickly. You gotta pay to play for sure.
Or maybe Trav you could swap in a 460, that should be able to get you where you want (I think.) Might not have the torque though.
Oh yeah 500-600hp would be nice. That's what I'm planning for out of my 7.3 someday. Trav maybe you could swap in a built 7.3 Powerstroke with a built 4R100, might be a little simpler and cheaper than the Cummins swap
Oh yeah diesels get very expensive very quickly. You gotta pay to play for sure.
Or maybe Trav you could swap in a 460, that should be able to get you where you want (I think.) Might not have the torque though.
#924
01-19-2015, 08:57 PM
Which one would you say is better for a swap in a 92 F250 wanting 500-600hp (and lots of torque) 12 valve or 24 valve?
I am still learning the diesel world. So far the gas world is easier for me but I couldn't get to that power with a 351W small block even with a tri-power (super and twin turbo) plus nos build. LOL
Trav
I am still learning the diesel world. So far the gas world is easier for me but I couldn't get to that power with a 351W small block even with a tri-power (super and twin turbo) plus nos build. LOL
Trav
Gotta be quick on your fingers Jon lol i am working and doing all this...i guess this is where having ADD helps lol.
#925
01-19-2015, 09:02 PM
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Damn it! I can't even post fast enough to keep up with you guys haha.
Oh yeah 500-600hp would be nice. That's what I'm planning for out of my 7.3 someday. Trav maybe you could swap in a built 7.3 Powerstroke with a built 4R100, might be a little simpler and cheaper than the Cummins swap
Oh yeah diesels get very expensive very quickly. You gotta pay to play for sure.
Or maybe Trav you could swap in a 460, that should be able to get you where you want (I think.) Might not have the torque though.
Oh yeah 500-600hp would be nice. That's what I'm planning for out of my 7.3 someday. Trav maybe you could swap in a built 7.3 Powerstroke with a built 4R100, might be a little simpler and cheaper than the Cummins swap
Oh yeah diesels get very expensive very quickly. You gotta pay to play for sure.
Or maybe Trav you could swap in a 460, that should be able to get you where you want (I think.) Might not have the torque though.
If I did a swap and kept a ford transmission it would be a ZF5 or ZF6 (to bad the 92 has an E4OD unlike the 89)
The 460 torque would be enough for what I want (recovery truck that does great in mud and snow but can pull anything) but I could only get the power I want if it was carbed or aftermarket EFI I would have to do heads, the aftermarket efi (I won't go carbed as I have never been a carbed guy as you probably know), cam, and getting an aftermarket block that can handle it. We had a 93 F250 that had potential of doing it (it was 514 stroked) but that truck is long gone and last I seen it (lives up the road) the engine didn't look great.
If I did a 460 swap on the 92 I could take the 351W from the 92 and put it in my 88 built the way I want and have my 300-400HP without boost. Which don't get me started in here about my plans on my 88. If you wanted we could talk about it in my build thread but I don't want to derail Matt to far. LOL
EDIT: Matt I tried sending you reps for the above info but couldn't. Thanks though.
Trav
#926
01-19-2015, 09:40 PM
Rep gun too hot and need to cool down a little bit? lol no worries about derailment, I originally wanted a 460 in the 95 but i think i am going to stick with my 300 and just make her a reliable trail/work rig. This guy here is going to be my toy obviously lol.
Does anyone know how much poly body bushings raid the cab if at all? I want the bed to sit at the same height since i am changing the supports i could compensate for that. Also i am assuming it would be easier to change the rad support bushings when the engine is out since you can stand in the engine bay lol so maybe i will swap the 4 cab ones and then wait on the front two by the rad support...i kinda derailed my own thread but pulling the engine is involved with the cummins swap and changing the bushings with the engine out and painting the front of the fram etc is all going to happen while she is engine-less lol.
Does anyone know how much poly body bushings raid the cab if at all? I want the bed to sit at the same height since i am changing the supports i could compensate for that. Also i am assuming it would be easier to change the rad support bushings when the engine is out since you can stand in the engine bay lol so maybe i will swap the 4 cab ones and then wait on the front two by the rad support...i kinda derailed my own thread but pulling the engine is involved with the cummins swap and changing the bushings with the engine out and painting the front of the fram etc is all going to happen while she is engine-less lol.
#927
01-19-2015, 09:53 PM
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Poly bushings should keep the cab the same height granted your current bushings aren't sagging.
Ever since having a 514 stroker in a 93 F250 4x4 with ZF5 F450 rear springs D60 straight axle swap. If I put a different cam in it that truck would have roasted all 4 35s on it. LOL I wish the guy whom built it (buddy of mine) would have put a good cam in it.
Just found out for a 460 build of 550-575 I just need 10.5 compression ratio, a good cam, 950 cfm carb/aftermarket efi set up and intake, ported aftermarket heads, upgraded connecting rods (if I do it I probably will stroke it), and upgrade the oiling system. So a little less then I thought plus I can pick up 460s in great shape complete for $150 and sell off or give my brother the extra parts I don't need.
Unfortunate part is I would have to run premium like I do on my bikes (Ironhead has 10.5:1 compression ratio and the softail has 9.5:1 compression ratio). Why couldn't building diesels be as easy as building bike to me. LOL
Trav
Ever since having a 514 stroker in a 93 F250 4x4 with ZF5 F450 rear springs D60 straight axle swap. If I put a different cam in it that truck would have roasted all 4 35s on it. LOL I wish the guy whom built it (buddy of mine) would have put a good cam in it.
Just found out for a 460 build of 550-575 I just need 10.5 compression ratio, a good cam, 950 cfm carb/aftermarket efi set up and intake, ported aftermarket heads, upgraded connecting rods (if I do it I probably will stroke it), and upgrade the oiling system. So a little less then I thought plus I can pick up 460s in great shape complete for $150 and sell off or give my brother the extra parts I don't need.
Unfortunate part is I would have to run premium like I do on my bikes (Ironhead has 10.5:1 compression ratio and the softail has 9.5:1 compression ratio). Why couldn't building diesels be as easy as building bike to me. LOL
Trav
#928
01-19-2015, 10:07 PM
#929
01-19-2015, 10:17 PM
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As long as the local scrap yard has them ya. (I know the local scrap yard owner.) LOL
Actually once we get the money I have to go pick up a 302 roller block from a 95 bronco in good shape complete for $100 for the stang project.
Unfortunately I can't get the trucks for a couple thousand from them and everybody around here wants $3000+ for a 460 truck. That is why when I got the 92 for $200 I jumped on it and it has a good starting point for anything.
We already have 2 460 trucks (89 F350 which I could pull the engine from that and I got that truck for $100 and my brother's 91 F250.)
Usually we get things cheap:
89 F350: $100 (running but not street legal)
92 F250: $200
89 F250: $700 (running)
88 F150: $400 (perfectly straight)
90 F150: Free! Well actually a little less then $100 as we traded a free motorhome that I got running for it. LOL
96 ranger: $250
80 Mustang: Free other then pulling the engine for the guy to keep.
Trav
Actually once we get the money I have to go pick up a 302 roller block from a 95 bronco in good shape complete for $100 for the stang project.
Unfortunately I can't get the trucks for a couple thousand from them and everybody around here wants $3000+ for a 460 truck. That is why when I got the 92 for $200 I jumped on it and it has a good starting point for anything.
We already have 2 460 trucks (89 F350 which I could pull the engine from that and I got that truck for $100 and my brother's 91 F250.)
Usually we get things cheap:
89 F350: $100 (running but not street legal)
92 F250: $200
89 F250: $700 (running)
88 F150: $400 (perfectly straight)
90 F150: Free! Well actually a little less then $100 as we traded a free motorhome that I got running for it. LOL
96 ranger: $250
80 Mustang: Free other then pulling the engine for the guy to keep.
Trav
#930
01-19-2015, 10:46 PM