Opps! I killed it.
04-18-2010, 06:52 AM
#16
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04-18-2010, 08:39 AM
#17
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It's weird as i was reading this i saw what "RSWORDS" did to his Output on 1stgen.org
Towards bottom of the page. http://www.1stgen.org/viewtopic.php?...art=585#p58022
Towards bottom of the page. http://www.1stgen.org/viewtopic.php?...art=585#p58022
04-18-2010, 09:52 AM
#18
Registered User
Actually, . . . no.
>There will always be a faster truck<
My thinking has always been to draw a line in the sand. I'm gonna keep it a 1st gen truck. In my mind that means a VE fueled Cummins, and a Non lock-up A518 trans.
I've thoroughly enjoyed the last four or so years of "Run What'cha Brung" drag racing where I drive to the track, whoop at least 80% of those who line-up with me, and drive it home. That last part's nice. In all that time, beating the crap out of my truck, this is the first time I've had to get it towed home from the track.
I believe the non lock-up converter has been a MAJOR player in preventing shock loads from breaking my mess. I know there's a LOT of time that could be trimmed from an ET going to lock-up. But hey, I broke an intermediate shaft without it. Can you imagine what might have been broken by now with it?
I know full well that with a lock-up, my pants would fit funny after the first few passes.
The night I broke, there was a fella offering me a used complete NOx system for $150. Nah, I'd break something.
Truthfully, I don't mind tearing into the trans and bombing it. It's the pulling it out and reinstalling it that I dread.
It's still fun. I want to keep it that way.
At least, that's what I'm telling myself.
Keep telling myself . . . . .
The racing mess is a powerful addiction.
>There will always be a faster truck<
My thinking has always been to draw a line in the sand. I'm gonna keep it a 1st gen truck. In my mind that means a VE fueled Cummins, and a Non lock-up A518 trans.
I've thoroughly enjoyed the last four or so years of "Run What'cha Brung" drag racing where I drive to the track, whoop at least 80% of those who line-up with me, and drive it home. That last part's nice. In all that time, beating the crap out of my truck, this is the first time I've had to get it towed home from the track.
I believe the non lock-up converter has been a MAJOR player in preventing shock loads from breaking my mess. I know there's a LOT of time that could be trimmed from an ET going to lock-up. But hey, I broke an intermediate shaft without it. Can you imagine what might have been broken by now with it?
I know full well that with a lock-up, my pants would fit funny after the first few passes.
The night I broke, there was a fella offering me a used complete NOx system for $150. Nah, I'd break something.
Truthfully, I don't mind tearing into the trans and bombing it. It's the pulling it out and reinstalling it that I dread.
It's still fun. I want to keep it that way.
At least, that's what I'm telling myself.
Keep telling myself . . . . .
The racing mess is a powerful addiction.
04-18-2010, 11:21 AM
#19
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I love how you refuse to put smaller tires on it which would probably knock off a tenth. So you leave the big tires on there to give it even MORE of a sleeper look 
04-18-2010, 02:37 PM
#21
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Thread Starter
It also effects final gear ratio. With the 33" tires, I'm at the top-end of third gear when I cross the 1/8th mile line. I'm at the top of OD in the 1/4th.
(Top-end being 3500ish engine rpms / past peak torque and HP beginning to roll off).
(Top-end being 3500ish engine rpms / past peak torque and HP beginning to roll off).
04-18-2010, 03:43 PM
#22
1st Generation Admin
Thread Starter
I've been going over the numbers in my head and today I'm thinking I can get some of the advantage of a lock-up converter by simply having the existing non lock-up converter tightened (by SunCoast. Think of going from an 89% efficient unit to 92% for example). With that, the full expense of converting to an 47RH is negated. And assuming my case is still good, upgrade the '93 vintage hard-parts to the 47RH stuff (steel planetary w/increased spider count, etc).
Hmmmm . . . .. .
Hmmmm . . . .. .
04-22-2010, 06:29 AM
#24
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did you have that truck at fayettevile about 3 sundays ago i live right around the corner from there and my friend called and told me about your truck he knows how slow my truck is and was amazed that a first gen could do 13's in the quater
04-22-2010, 07:59 AM
#25
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Thread Starter
04-22-2010, 08:07 PM
#28
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Thread Starter
04-27-2010, 06:45 PM
#29
1st Generation Admin
Thread Starter
Well, . . . . . . >sigh<
I've just finished the most refreshing telephone conversation I've had in a long time. My Daddy told me a while back that "A smart man doesn't need to know everything, only who to call".
A year and a half ago when I rebuilt my transmission, I bought the torque converter and other upgrade stuff from SunCoast, the balance came from PATC. While I rebuilt the trans based on the Dodge FSM, I still called SunCoast and PATC a lot with questions. Both were very helpful.
With me hot-rodding the truck even harder these days, I figured it'd be a good idea to call SunCoast regarding my current predicament. Knowing I'm still gonna race it (beat on it), how far do I need to take it all things considered?
I talked to Eric (one of the Dodge trans guys w/SunCoast) about what happened, and what I plan on doing to/with the truck.
Eric agrees that where and the way my intermediate shaft broke, it was most likely a stress-riser as a root-cause. A fracture there is not that common apparently. He was more surprised that I was still running the stock/OEM front aluminum planetary.
Based on my plans of:
- Keeping the VE rotary injection pump (thus limiting my total power to a fairly well defined range).
- Keeping the NON lock-up A518 transmission.
* I don't need billet anything! A converter that's locked just after the lights go green in a drag race is primarily what breaks things. That being the shock loads presented at each gear change. My NON lock-up converter can't do that. Certainly I'm losing some ET at the track, but then this is the 1st time I've ever broke anything.
* I don't want to upgrade to the newer design intermediate shaft ether. Ours runs "Straight-Cut" Sun-gear teeth. The newer design uses teeth with a 15* or so twist (pardon my terminology). I thought it was an improvement strength wise, wrong. That was done to reduce gear-train noise! The straight-cut Sun-gears are stronger.
* And other stuff.
I was quite frank with him, in that I ain't into pulling the trans, . . . . at all! I asked Eric that if he were to build a trans like mine (with all the upgrades I've done thus far), without billet shafts, . . .. would he feel comfortable doing 20psig boosted launches. His response was, to the effect: "I'd give it all it was worth!".
-> If I had decided to go Full Billet (all three shafts), with all the crap to make them fit, that man just saved me $3500. I greatly appreciate his honesty.
In fact, based on my description of what I've done to the trans build wise, and based on how the shaft broke, the lack of any appreciable friction material in the pan, etc, Eric suggested simply putting in a new stock intermediate shaft and run the crap out of it.
I've got to stop and recypher the whole thing now. And I'm tickled pink about it!
I've just finished the most refreshing telephone conversation I've had in a long time. My Daddy told me a while back that "A smart man doesn't need to know everything, only who to call".
A year and a half ago when I rebuilt my transmission, I bought the torque converter and other upgrade stuff from SunCoast, the balance came from PATC. While I rebuilt the trans based on the Dodge FSM, I still called SunCoast and PATC a lot with questions. Both were very helpful.
With me hot-rodding the truck even harder these days, I figured it'd be a good idea to call SunCoast regarding my current predicament. Knowing I'm still gonna race it (beat on it), how far do I need to take it all things considered?
I talked to Eric (one of the Dodge trans guys w/SunCoast) about what happened, and what I plan on doing to/with the truck.
Based on my plans of:
- Keeping the VE rotary injection pump (thus limiting my total power to a fairly well defined range).
- Keeping the NON lock-up A518 transmission.
* I don't need billet anything! A converter that's locked just after the lights go green in a drag race is primarily what breaks things. That being the shock loads presented at each gear change. My NON lock-up converter can't do that. Certainly I'm losing some ET at the track, but then this is the 1st time I've ever broke anything.
* I don't want to upgrade to the newer design intermediate shaft ether. Ours runs "Straight-Cut" Sun-gear teeth. The newer design uses teeth with a 15* or so twist (pardon my terminology). I thought it was an improvement strength wise, wrong. That was done to reduce gear-train noise! The straight-cut Sun-gears are stronger.
* And other stuff.
I was quite frank with him, in that I ain't into pulling the trans, . . . . at all! I asked Eric that if he were to build a trans like mine (with all the upgrades I've done thus far), without billet shafts, . . .. would he feel comfortable doing 20psig boosted launches. His response was, to the effect: "I'd give it all it was worth!".
-> If I had decided to go Full Billet (all three shafts), with all the crap to make them fit, that man just saved me $3500. I greatly appreciate his honesty.
In fact, based on my description of what I've done to the trans build wise, and based on how the shaft broke, the lack of any appreciable friction material in the pan, etc, Eric suggested simply putting in a new stock intermediate shaft and run the crap out of it.
I've got to stop and recypher the whole thing now. And I'm tickled pink about it!
