That comment shows how uneducated you are. I dont like the chevys much, but they have one hell of an engine/ trans combo. Like duramaxizer said, in the street class they are nasty. Once they get the rpm barrier figured out, hold on!
That comment shows how uneducated you are. I dont like the chevys much, but they have one hell of an engine/ trans combo. Like duramaxizer said, in the street class they are nasty. Once they get the rpm barrier figured out, hold on!
yup i hate when people claim that the powerstroke is better in competition than the duramax.. it's simply not... and i wouldn't say that the gonna take over the top ranks anytime soon since there's guys that are over 1200 horsepower on #2 alone... maddog anyone?? (or in BBDs case... over 1800 at the crank) the most powerful duramax is at... 1036 for nasty.. and that's only one... there may be a couple at around 980 or so and by the way.. the commonrail has already taken over a top spot... jorge in his megacab is over 1200 and running mid 10s in an 8600 lb megacab
__________________ 1997 ford f350
dual 5x36" angle cut MBRP stacks
34's at the moment 3" downpipe
tymar intake gauges
BTS valve body
stage II injectors
intercooler
twildman chip
there are some nasty commonrails out right now that are only going to get sweeter. I know dustin myers is going to have 1 sweet cummins next year....same truck with 6.7 block.
Nasty has more in it and there is a TON of new stuff that is going to be released yet this year that will make nasty much higher in hp, torque, and rpm. If it wasn't for EFI Live, we (GM Camp) wouldn't be near as strong as we are currently.
I think I am going to help another guy build a nasty style truck for next year. Hopefully all the new stuff comes together. Right now the technology is lacking bad in the Allison department. We might have to go with a stick rather than an automatic. The Ally doesn't like nasty at 1000hp and wide open throttle shifts which is exactly what truck pulling / drag racing is about.
I can't/won't say exactly, but I know nasty is not far behind jorge, but there is a considerable weight difference if the above is accurate.
Rumor has it that a company is working on the same thing for ford. Maybe the 6.4 can get some better programming than SCT.
Last edited by duramaximizer : 10-23-2007 at 10:37 PM.
duramaximizer, im sure you know but there was one dmax team the put a dodge tranny behind the dmax. Im still not sure why they didnt put he ford tranny behind it, seems the dodge guys are always breaking a trans shaft. The e4od or 4r100 are pretty tough trans. Id like to hear why they didnt use it... not bashing their decision in any way.
there are some nasty commonrails out right now that are only going to get sweeter. I know dustin myers is going to have 1 sweet cummins next year....same truck with 6.7 block.
Nasty has more in it and there is a TON of new stuff that is going to be released yet this year that will make nasty much higher in hp, torque, and rpm. If it wasn't for EFI Live, we (GM Camp) wouldn't be near as strong as we are currently.
I think I am going to help another guy build a nasty style truck for next year. Hopefully all the new stuff comes together. Right now the technology is lacking bad in the Allison department. We might have to go with a stick rather than an automatic. The Ally doesn't like nasty at 1000hp and wide open throttle shifts which is exactly what truck pulling / drag racing is about.
I can't/won't say exactly, but I know nasty is not far behind jorge, but there is a considerable weight difference if the above is accurate.
Rumor has it that a company is working on the same thing for ford. Maybe the 6.4 can get some better programming than SCT.
nasty may be close to jorge if he could ever stop breaking.... but last time jorge ran i'm pretty sure he mentioned that he's still going a little conservative...
oh and also yes the weight for jorge is accurate... actually i'll get the exact number right now wait it's 8380... he was claiming 8400 and then got it weighed due to disbelievers and it turned out 8380... that was his weight for his 10.76 pass
__________________ 1997 ford f350
dual 5x36" angle cut MBRP stacks
34's at the moment 3" downpipe
tymar intake gauges
BTS valve body
stage II injectors
intercooler
twildman chip
ya, they put a dodge tranny behind it, because it actually helps when drag racing since the allisons first gear is SOO low is does nothing because you are in first gear less than 5 feet. it is just a waste of time. I think they were actually going for fewer shifts which would explain why they didn't go with the torqueshift other than that there has been discussion of going with a 4L80E being built and good for 1500hp. but everyone is scared of the torque and the weight it's pushing, and not the hp rating if that makes sense?
I know what nasty ran also, but can't say because he wants to back it up on a good motor. but since they are going to have the heads offa anyway, I think it will get other new updated goodies while they are there.
It will be interesting to see how much more jorge has left after we get complete control of the ECM and in theory get rid of a rev limiter at 5 and move to 6 or 7k or higher.
In the mean time we need the Allison tuning to get started/get better. The Ally is very very smart, smart to the point that we aren't smart enough yet. Right now, the dodge tranny seems better at the extremely high revs that the Ally oil pump doesn't like.
The way I understood it was that the switch to a Dodge tranny was due to the shifting characteristics of the Allison. Above a certain power level, trying to shift it quickly was causing problems (can't remember the details). Just that shifting gears in an Allison is accomplished differently than shifting gears in a 48RE?
shifting in an ally seems to have a defueling problem... but if these duramax guys can run in the 9s with defueling issues during shifts.... i'm scared to see what happens once they get that worked out
__________________ 1997 ford f350
dual 5x36" angle cut MBRP stacks
34's at the moment 3" downpipe
tymar intake gauges
BTS valve body
stage II injectors
intercooler
twildman chip
we have 95% of the defuel figured out, but there are still some issues there. The newest LBZ and LMM's have bad defuel and rpm limits.
yeah dirtymax is still having issues right??
__________________ 1997 ford f350
dual 5x36" angle cut MBRP stacks
34's at the moment 3" downpipe
tymar intake gauges
BTS valve body
stage II injectors
intercooler
twildman chip
I don't get out much, but this thread kind of caught my attention. First- on the original question- Why don't you see many Fords at the pulls. Well I know I have seen time and time again on you tube and such where the Fords get owned, regardless of power levels. And at that level it is all about traction, not power. Same with the stock class of sled pulling. Well the Ford's leaf springs (pre 05) are great for lifts, reliability and normal use but bad for controlling axle wrap, hop, and putting traction to the ground under heavy stress. Both the dodge and chevy have a lot more controlled front ends that result in less deflection, and better able to use the available power, especially where all the weight is. Now start getting up out of the stock class where most perform suspension mods anyway, and now the PSD just doesn't have the oomph to compete. I am a die hard Ford guy and love my truck, but can still admit it's weaknesses.
Now let's talk power . I find it a bit Ironic that every day us poor PSD owners get our arses handed to us by duramaxes and cummins who have half the dollar investment and make more power, but yet arguably the most powerful of the big three diesel in existance today is a 7.3 . Last reports I heard had double overtime putting down about 1800hp. Using a stock block, heads, and crank. This PROVES that the 7.3 can take some abuse with the right fuel system. And lets not forget the ol addage "there's no replacment for displacement". The 7.3 is a fair margin larger than the next guy on the growth chart. Which right now is a near wash at 6.6 d-max and 6.7 cummins.
Sorry but I don't buy into the "if it's not a HEUI it's not a PSD". That attitude just keeps us poor Blue Oval guys down. When I converted my 302 carburated mustang to fuel injection, does that mean it wasn't a 302 anymore? And the simple fact that the new 08's are a comon rail PSD justifies that argument. I completely agree with Duramiximizer, Common rail is where it's at. It's multi port fuel injection for diesels. Anything else is outdated.
So while the Cummins currently own the drags with the duramax at it's heels, Double Overtime proves what CAN happen with a well fueled 7.3. And when someone comes to market with a CR for the 7.3(and it will happen) the competition better be prepared to actually lose to a Ford.
I don't get out much, but this thread kind of caught my attention. First- on the original question- Why don't you see many Fords at the pulls. Well I know I have seen time and time again on you tube and such where the Fords get owned, regardless of power levels. And at that level it is all about traction, not power. Same with the stock class of sled pulling. Well the Ford's leaf springs (pre 05) are great for lifts, reliability and normal use but bad for controlling axle wrap, hop, and putting traction to the ground under heavy stress. Both the dodge and chevy have a lot more controlled front ends that result in less deflection, and better able to use the available power, especially where all the weight is. Now start getting up out of the stock class where most perform suspension mods anyway, and now the PSD just doesn't have the oomph to compete. I am a die hard Ford guy and love my truck, but can still admit it's weaknesses.
Now let's talk power . I find it a bit Ironic that every day us poor PSD owners get our arses handed to us by duramaxes and cummins who have half the dollar investment and make more power, but yet arguably the most powerful of the big three diesel in existance today is a 7.3 . Last reports I heard had double overtime putting down about 1800hp. Using a stock block, heads, and crank. This PROVES that the 7.3 can take some abuse with the right fuel system. And lets not forget the ol addage "there's no replacment for displacement". The 7.3 is a fair margin larger than the next guy on the growth chart. Which right now is a near wash at 6.6 d-max and 6.7 cummins.
Sorry but I don't buy into the "if it's not a HEUI it's not a PSD". That attitude just keeps us poor Blue Oval guys down. When I converted my 302 carburated mustang to fuel injection, does that mean it wasn't a 302 anymore? And the simple fact that the new 08's are a comon rail PSD justifies that argument. I completely agree with Duramiximizer, Common rail is where it's at. It's multi port fuel injection for diesels. Anything else is outdated.
So while the Cummins currently own the drags with the duramax at it's heels, Double Overtime proves what CAN happen with a well fueled 7.3. And when someone comes to market with a CR for the 7.3(and it will happen) the competition better be prepared to actually lose to a Ford.
i agree, and yes double overtime is putting down some HUGE numbers BUT... i'm guessing those are at the flywheel... BBD is also putting down 1800hp at the flywheel but is running a 12v... so yes the 7.3 can compete but it takes well over 50k to get there while a 12v with a little wrenching, injectors, rods, and a good set of turbos can keep up
__________________ 1997 ford f350
dual 5x36" angle cut MBRP stacks
34's at the moment 3" downpipe
tymar intake gauges
BTS valve body
stage II injectors
intercooler
twildman chip
Finally, it is out of the box..... I can say now. LOL They just come out with the 7.1 stroker kit for the 6.6 duramax. So that should help our power level somemore for next year.
We talked about putting a Duramax Electronics and Injection system on my buddies 7.3 but it is SOOOO expensive (injectors, senors, CP3's, lines, routing them and all of the custom machine work. Unless we could find cheap donor parts even then it is ton and tons of time and R&D. We figure to do it right would be another $15k.
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