Again, thanks. I'll let you know.

 

 

Did it arrive safe

 

so what are your targets for this thing?

 

Everything looks good, thanks man.

Get as much power out of this thing as I can while maintaining a fairly smoke-free, DD friendly, tow friendly setup. On a 12v, that's usually about 550-600rwhp, that will equate to 1300-1400rwtq.

I'm not going to do any work to the shortblock, just leaving it stock. Do the KDP fix, the FSS fix. Delivery valves, 4k-gsk, APC tuning for the P7100.

DDP Injectors, 125lb valve springs, smith-bro's cromoly pushrods, Colt stage 3 "big stick" camshaft. ATS exhaust manifold, billet wheeled HX35 high pressure turbo, S475/83/1.10 T6 atmospheric charger.

E4OD for the trans obviously. It will need a billet input shaft, a billet drum, billet intermediate, clutch/pressure plate kit, other supporting mods and a TC. I'll be using a PCS to control it, adding a MAP sensor to the motor so I can control shifts based off of boost as well.

NV273 for the t-case, and I have the D60 I'm going to swap into the front. I'll built a radius arm/coil setup, and level the front out with the rear.

 

Progress today:

 

So how many miles did you put on that 6.9 build?

 

On the motor, almost 30k.

I drove the shat out of it lol.

 

wish i could afford that mottor

 

Yeah, I imagine whatever is funky with it is repairable.

 

Probably, there are no guts hanging out yet at least.

For me its just I have finally seen the limitations of the IDI. The main limitation being the injection system. DB4's are expensive to build, and they have proved to be unreliable on the broad scale. Mine ran fine, but to maintain these pumps you would need to do an R&R on it every 15-20k at minimum because it was wearing thrust plates and other parts out internally. It was never designed to pump this amount of fuel. On top of that, it is at the point where if my DB4 ever blew up, it is basically irreplaceable, as DB4 head and rotors are no longer available. We bought all that was left.

I just reached the point where I decided the return on my investment is no longer worth it, it never truly was, it was just fun to build something different...which is why I did it. The 12 valve is a superior engine in every aspect, as most of us already know, and I know exactly what I'm getting for my money this go around.... originally I referred to my truck as "the IDI".... meaning my pride and joy in it was the powerplant.... that has shifted to it being "the crew cab"... as I enjoy how it looks, the body style, ect... and its just time for a repower.

 

Well, it is a beautiful truck, and the hi-po IDI was awesome. I think for the most part everybody enjoyed watching it.

 

Any idea what you'll get for that HX35?

 

What do you mean?

 

Wow. That's pretty much an IDI buzz kill. So what you are saying (in as nice a way as you can) is that a performance IDI (beyond a warmed over stock pump power level) is a high maintenance toy that is dependent on rare, expensive parts with a vsnishing supply. Great. Having a pump that needs replaced after 100,000 is bad enough. Are 90cc pumps at least that dependable? Or do they have shortened life spans compared to a stock pump. This sheds a whole new light on my build project, and I understsnd perfectly well why you went with a 12V retrofit. I can't blame you one bit, and I, for one, appreciate your continuing contribution to this forum.*