It is done....
Thread Starter
|
Elder User
Joined: Feb 2012
Posts: 888
Likes: 2
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.
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.
Thread Starter
|
Elder User
Joined: Feb 2012
Posts: 888
Likes: 2
On the motor, almost 30k.
I drove the shat out of it lol.
I drove the shat out of it lol.
FTE Stories
Ford Trucks for Ford Truck Enthusiasts
Top 10 Fords at 2026 Carlisle Ford Nationals
Joe Kucinski
3 Best / 3 Worst Parts of Modern Ford Ownership
Brett Foote
10 Amazing Upgrades That Solve Common Ford Truck Owner Headaches
Pouria Savadkouei
Every 2026 Ford Engine Explained
Brett Foote
10 Ugly Ford Trucks That We Still Kinda Love
Joe Kucinski
10 Things Every Truck Owner NEEDS (2026 Edition)
Michael S. Palmer
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Verdad Gallardo
Top 10 Most Expensive Ford Trucks Ever Sold on Bring a Trailer
Joe Kucinski
2027 Ford Super Duty Buyer's Guide (Every Model, Engine, & Package)
Brett Foote
Thread Starter
|
Elder User
Joined: Feb 2012
Posts: 888
Likes: 2
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.
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.
Postmaster
Joined: Aug 2010
Posts: 2,554
Likes: 7
From: Northern Arizona
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.