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Project 350HP update

Thanks Matt!

Had a long talk with Bill today and I will be at his shop next week. Bill and Todd will do a complete check on the systems to make sure everything is in correct working order and performing the way it is supposed to perform. Bill is wanting dry weather, hmmm, I wonder if he has plans for some of my dually tread to paint the highway in the Ellensburg area?

Ted
 
Say Hi when you're there... and go out back and try the big hill heading south to Yakima, just for fun :D
 
That is part of the plan.

Nothing like a little 5 mile uphill grade to check out the cooling system.

Probably going to hook up to his car trailer, load it, and go up the hill loaded.
 
Rock 'n Roll!

I pulled a 9800#, 30' high-front 5er up that hill after Bill and Todd got done with my truck... went up at 55-60 mph and DIDN'T overheat (in stark contrast to the 25 mph, overheating and groaning, going up the smaller hill outta the Columbia basin on the way into Ellensburg). Even passed people on the way up (something I had never done before, pulling that trailer).
 
That will make people quit bad mouthing the 6.5l!

That other grade was heading west out of Vantage up to the top of Ryegrass, another very long grade.
 
JiFaire said:
Rock 'n Roll!

I pulled a 9800#, 30' high-front 5er up that hill after Bill and Todd got done with my truck... went up at 55-60 mph and DIDN'T overheat (in stark contrast to the 25 mph, overheating and groaning, going up the smaller hill outta the Columbia basin on the way into Ellensburg). Even passed people on the way up (something I had never done before, pulling that trailer).
Click to expand...

That was probably the Vantage grade and it has been known to eat a few people's lunch. Do you remember if the summit was called Ryegrass?
 
Yep, sounds like it. I crossed the Columbia down in the bottom after a right turn, then immediately started going up to the top of the world.

And immediately started going 25mph. And overheating.

Man, I got passed by everything on the road on the way up that hill, and there was NOTHING I could do about it. Was fairly steep (for the most part, about 6.5*) but about 5 miles long. Felt like forever, puddling along with the AC off, the windows down, the gauges pegged, getting passed by the whole world. If I had any option at all, that truck would have been on the side of the road with a burning rag stuck in the fuel tank.

The Yakima hill was steeper and about as long, and I ate it, 2 days later, with the same load. Spending a day on my truck with Bill and Todd made it into a totally different rig!

A week later, I had been out to the coast and down to Eureka, CA - I went inland from there on #299 through the Trinity pass to Redding. CA - never, ever, ever would have made it through there without the work that got done in Ellensburg.
 
I don't know why all you canucks are are going to the nw usa for hills I know there are at least 1 or 2 9% grades along the Alcan.
 
Finally, some dang results. Poor weather, and run day still crappy (40 degrees and humid).

No, no 350HP, not even. I'm now understanding the importance of keeping stuff the same as the last time you ran kind of thing. Tires and gear ratio have a bearing on what you get on the chart/paper.

2100RPM - 3800RPM

Anyways,

Three pulls:

301/520
303/524
304/525

I have the paper.

I'm kinda disappointed, but content at the same time. The baffling part is that two years ago it was 297HP Wheel. but smaller tires (28") and bigger screw (3.73), now it's got 30x14.5 marshmellow slicks and 3.23 gears. And a laggier turbo that does better in the top end. End result, it's not the dyno whore, but its much better at the strip than it used to be. I'll be curious what the heck it would do back with it's smaller tires and the 3.73 in the back. The dyno operator was so compelling that that makes a difference. I don't buy it, but maybe I do. I ain't gonna do it though (swap stuff out for another run).

The coolest thing here, NO FRIGGIN DRUGS, this thing does this all day every day. haha! Just a turbo and some No. 2 Diesel, ULSD as a matter of fact, that's it (not even stanadyne additive).

:D

Next: Drugs.
 
Would guess that this was an inertial chassis dyno? What setup did they use to get or calculate the engine rpm?

Very impressive results!

Any chance we could get you to post a chart as a .jpg file? I like to get a sense of the torque curve of different setups - how fast it builds, where it peaks, etc.

One reason inertial chassis dyno results can be a little different than how things feel during actual acceleration in the truck, relates to what's providing the resistance.

With inertial dyno's, the vehicle is basically accelerating a drum of a known weight (+ the truck drivetrain's rotating mass(s)(wheels/tires/gears/driveshaft/crank..... yadayada).

The drum load isn't necessarily comparable to the actual forces the truck accelerates on the road/track. Particularly if the vehicle is notably heavier or lighter than the average vehicle. Plus the drum's resistance to acceleration doesn't mimic the growing aero drag present in the real world as speed increases.

As long as it's not slipping, the smaller/lighter wheels reduce the drivetrain's resistance to acceleration - same concept as lighter flywheels.
 
Sure it would make some diff. It's basically the same principle as a lever. The more you gear it down the more torque it would produce.
 
ak diesel driver said:
Sure it would make some diff. It's basically the same principle as a lever. The more you gear it down the more torque it would produce.
Click to expand...

Yes, but the dyno is blind to this. The dyno only reads engine RPM and torque generated, based on a calculation of how fast the drum is accelerating. Using the torque generated, and the RPM of your engine it calculates HP.
 
The amount of torque and power is the same, the difference is how fast you accelerate and what speed range your power is at. I guarantee you I can spin that drum at a higher RPM when in final ratio of 3.42 and 120mph at 3300rpm than a person with 4.10s that maxed their engine RPMs to 4000 at 90mph.

You have to separate engine RPM and drum RPM and the dyno knows how to calculate the right power based on its load.
 
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