went to the track the other night with the dual fueler and a different tune, air was equilant to 3500 feet, truck weight of 7030lbs, did a best of 12.26@112.2mph with a 60' of 1.64 on #2....

final pass added a small shot of nos and did a 11.87@ 117.3mph with a 1.74 60'... my shifts were a bit lazy or i think a .3 could of came off of that

i think fine tuning of the tune will help the number 2 passes, bit to much smoke for me, sad thing is the track is closed for the season



offer a special thanks to PPE for the best dam dual fueler, BD for the turbo, Westers for the tuning, Suncoast for the tranny, and GM for the motor

 

Congrats on the time man. How much bottle did you use?? How much do you plan on using.

Even though its a dura, I just like fast powerful diesels.

Jamie

 

I think you meant to thank Isuzu for the engine.

 

Wow - what truck was that? Seems pretty light weight....

 

Congrats, thats pretty quick for any truck in my book.
I like seein hopped up fords and chevys, if we all drove dodges life would get kinda borin.

 

I would like to know more about this "little shot" of nitrous also.

 

had a .040 jet sise comming on at 16psi boost, felt like it picked the truck right up, but still running a black streak behind it the other driver said in the other lane

as for weight removed it had one battery removed, spare tire and back seat removed

 

Dang nice improvement for a .040 jet.

 

Great job Fred!!!

Don~

 

once again fred nice runs ....

 

thanks again, but nothing like your 10.4 second duramax, gotta be the fastest truck out their

 

Like mentioned before, .040 seems a small-ish jet. Did you happen to datalog any of the runs? I'm curious what the n2o did for your intake temps? What was OutsideAirTemp? I've found that my truck is very sensitive to OAT. Sensitive enough that a .050 jet was enough to stall the engine at lower RPM on a 55F night and bearly enough to spool the charger on a 85F night.

brandon.

 

this was my last run and temps were droping quickly maybe 44degress

i have ran up to .125 jet a few weeks before but with out the dual fueler and the best i could do was a 12.3 with a best on diesel of 12.78

the dual cp3s have been the answer for the fuel problem, or lack of holding rail, now it is back to the lack of air problem, but the .040 shot of nitrous really kixcked it in the a22

 

I've noticed that my common rail doesn't seem to run much differently due to OAT changes (actually seems to run .5 second faster at 75* than 55* for instance), while I'm used to the gas engines (normally aspirated) being VERY responsive to cooler air.

Anyone know why this might be?
Is it because the diesel is intercooled? Or does the ECM negate OAT factors in the fuel map?

 

On the Dmax stuff there's correction maps for OAT. There's also other correction maps for baro, coolant and more that I can't reemmeber. I'm guessing Cummins has those in the computer too, but without an EFILive-type flash utility or a custom OS, we'll never know how they work.

I see a huge difference in spooling a set of twins vs. a single when the air's warmer outside. The twins don't care what OAT, but with the single it will make a huge difference how I run.

rbandon.