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Sounds like Super Duty Santa Clause may be dropping a 273 t case, 1350 front shaft, and 1410 rear shaft at my door this weekend. Could be a hp plan changer. [/QUOTE]
hope he don't drop it on your toes.
lessee its 3:15 pacific time. exactly, and its the 4th of march.
count this date as the point where i have become officially envious of your Santa connection. -delivery no less. sheesh.
and likely envy your trailer collection too, all them goodies under one roof.
If it makes you feel better I had to pick the stuff up lol. Does have 34 spline input (from 5r110) so will have to put the 31 in. May just hold off and try to find a 271 and possibly trade this one, it only has around 30k on it. (new replacement and super tight) The rear shaft is right on the money, have to check the front yet. Will still need axle yokes...
I was wrong, my truck currently has 1330 joints through out. 1.063 caps everywhere except axle yokes that are 1.125. A 1350 yoke for the dana 60 front is no problem of course, but a 1410 short spline yoke for the early 10.25 rear will be spendy.
this is a long shot, but look on the dodge 3500 dually for the 1410 yoke
my 94 had 1410
it was dually cummins power. drive shaft at shop if i could positively identify it in the pile of other drive shafts......then i would measure it .
measure that case to see if it clears the frame rail drivers side. some vague memory tells me the 271 did not fit certain rigs. im thinking dodgeframes were narrow in the t case area . i just dont recall....
As for hp plans, around 500 @12psi with the stock setup and new valve springs on e85. Sounds like Super Duty Santa Clause may be dropping a 273 t case, 1350 front shaft, and 1410 rear shaft at my door this weekend. Could be a hp plan changer.
A stock C6 really won't take that kind of power very long in a heavy truck. You'll need a shift-kit at the minimum, and much over 500 is going to need upgraded clutches and hard parts if you want it to last. After that, the stock rods become a problem at around 600-650 HP.
FWIW, we're running 12 PSI through a completely stock internals 460, with 80 lb-hr injectors on normal 91 pump gas, but it's also running the newer F3TE heads. All of that's going through a '96 E4OD with a TransGo shift-kit. We're not going over 12 PSI until we build the block with forged rods and pistons, since we really don't feel like scattering the bottom end. The torque-converter clutch is also at its limit at these power levels, but that's not something you need to worry about on a C6.
this is a long shot, but look on the dodge 3500 dually for the 1410 yoke
my 94 had 1410
it was dually cummins power. drive shaft at shop if i could positively identify it in the pile of other drive shafts......then i would measure it .
measure that case to see if it clears the frame rail drivers side. some vague memory tells me the 271 did not fit certain rigs. im thinking dodgeframes were narrow in the t case area . i just dont recall....
I will look into it. Sounds like early 10.25 rearends with diesels may have the proper yoke as well.
really sounds like your going for big power.if breakage is a concern, the 10.25 might be ditched for an AAM 1150 from a dodge or GM. that is what i did and never looked back. disc brakes too! 8x6.5 and e brake in rotor! life is good!
I will look into it. Sounds like early 10.25 rearends with diesels may have the proper yoke as well.
Why not buy '94-97 10.25 with the long spline pinion? Could likely get the whole axle for the cost of a new yoke.
I doubt you will ever make enough power to damage the 10.25.
The 11.5 would be good for adding extra weight in the rear though.
A stock C6 really won't take that kind of power very long in a heavy truck. I didn't know that you will probably run a manual valve body due to the issues with using a vacuum modulator and boost. I have never watched your videos or read your posts, to know you have used manual valve bodies in boosted applications with c6's and c4's. I also didn't know that line pressure will increase the tq a c6 can take immensely, and even with stock internals and a few more stock clutches in the correct direct drum, the weak link is the input shaft around 800ftlbs. I also didn't you you have a billet input shaft on hand for when the time comes.
I also didn't know that you have successfully ran 24psi of boost on stock and hyper pistons, making 3 times the factory hp with stock head gaskets, stock head bolts, and stock connecting rods. I also didn't know the stock rods can take a lot more tq and hp in a boosted application when properly tuned.
I also didn't know the reason your only running 12 psi with a carb/throttle body efi is because of fuel distribution becoming an issue around 12 psi with your past experience using dual plane intake manifolds and boost. I also didn't know you use methanol injection as a tell tale sign of when this is occurring.
Why not buy '94-97 10.25 with the long spline pinion? Could likely get the whole axle for the cost of a new yoke.
I doubt you will ever make enough power to damage the 10.25.
The 11.5 would be good for adding extra weight in the rear though.
Looking into that as well if we can find one with 4.10 gears.
Some fuel pump goodies...100% copper 10 gauge automotive primary wire, continuous relay, and 25 amp circuit breaker. I like using studs vs spade connectors here. All eyelet ends will of course be soldiered.
03-04-2017, 05:11 PM
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