05 LLY Sleeper Build
- Thread starter Bdsankey
- Start date
Winter 2018 - Pt 1
Here are some images I have from my fuel system build. The entire system is -10 (5/8" ID) until the point where it splits for dual pumps. I am planning to run sump->100 micron stainless prefilter->pump->10 micron final filter/water seperator->regulator->CP3s. I am planning to feed the stock LBZ CP3 that is on the belt through the FICM with Vibrant -8AN banjo fittings. The 14mm street pump in the valley will be fed directly from the "Y" fitting.
Sump: RCD BFS
Prefilter: Aeromotive 12324
Pump: Fuelab Prodigy 41403
Final Filter: Fleetguard FS1000
Regulator: Fuelab 51502
Fittings: Big End Performance, Vibrant, and one Aeromotive -10ORB swivel
Here are some images I have from my fuel system build. The entire system is -10 (5/8" ID) until the point where it splits for dual pumps. I am planning to run sump->100 micron stainless prefilter->pump->10 micron final filter/water seperator->regulator->CP3s. I am planning to feed the stock LBZ CP3 that is on the belt through the FICM with Vibrant -8AN banjo fittings. The 14mm street pump in the valley will be fed directly from the "Y" fitting.
Sump: RCD BFS
Prefilter: Aeromotive 12324
Pump: Fuelab Prodigy 41403
Final Filter: Fleetguard FS1000
Regulator: Fuelab 51502
Fittings: Big End Performance, Vibrant, and one Aeromotive -10ORB swivel
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Winter 2018/2019 - PT 2
Well got my turbo yesterday. Forced Inductions knocked it out in under 3 weeks which to me seems pretty impressive considering the machine work and many other people getting ready for the season bogging them down with orders and rebuilds.
I ended up choosing a Borg Warner S480/96/1.10 T6 with a V2 race cover and their new gen 4 compressor wheel design. Lets hope this thing fits in the valley.....................................
Well got my turbo yesterday. Forced Inductions knocked it out in under 3 weeks which to me seems pretty impressive considering the machine work and many other people getting ready for the season bogging them down with orders and rebuilds.
I ended up choosing a Borg Warner S480/96/1.10 T6 with a V2 race cover and their new gen 4 compressor wheel design. Lets hope this thing fits in the valley.....................................
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Yes sir! Rick @ ProFab has some pretty damn awesome products. I have his manifolds/up-pipes on this build and they have been trouble free from day one!
I did not read back thru to see if you mentioned but you will need a 5.5" tall t6 pedestal to fit with your body style truck, plus some light massages to the cowl
Sent from my SM-G960U using Tapatalk
Sent from my SM-G960U using Tapatalk
I've currently have a 7.25" that I did some trading for. Guy said he had it in the valley but my stupid brain forgot to ask if he had a body lift (sure enough when I asked he said it had a 3").
So now after talking with HSP it looks like I'm going to be going smaller. A 5.5" would clear without any massaging of the firewall. This 1.10 housing is much smaller than a 1.15.
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I've been slacking updating this thread, thank you for bring it back up! I will post an update here in a few minutes, just organizing my images/thoughts so it makes sense!
Spring/Summer 2019 Update
Well, this spring/summer was filled with some really awesome high points as well as one major low.
I was able to not only get the truck into the voting for Diesel Power Challenge 2019 but I was also lucky enough to be selected by the readers to compete! I ended up taking 5th place overall with a big single at elevation. I was also able to take 3rd place overall turbocharging system efficiency vs the rest of the field which consisted of only 3 other single turbo trucks but nothing as big as the 480.
The truck laid down an amazing 1340hp/2200tq on ATS Diesel's dyno at 5800ft/7400DA while not even coming into full power/cleaning up all the fuel. Back here in WI the truck sees ~60-65psi on fuel only, on the dyno and drag strip I only saw 50-55psi max while running nitrous. On the dyno I ran a 0.042 jet spraying into the intake before the turbo and a 0.088 jet in the cold side pipe directly before the y-bridge. At the drag strip I ran a single 0.062 jet spraying into the intake before the turbo. On my first drag strip pass the truck ran 11.731 @ 125.35mph, then on my second pass I left a little harder as well as locked up a little sooner to run a 11.391 @ 126.85mph with a crap 1.943 60ft on 4yr old 35" BFG MTs.
DPC Results:
1) Economy - Last (tied for second lowest consumption, most penalties due to turbo being lazy)
2) Dyno - 7th place
3) 1/8mi Trailer Tow - 6th place (second highest trap speed)
4) 1/4mi Heads Up - 5th place
5) Obstacle Course - 2nd place by less than 10 seconds (one penalty)
6) Sled Pull - 1st by ~40ft.
Banks Challenges:
-3rd place overall turbo efficiency on a 480/96/1.10 T6 at elevation
After coming off the high from DPC 2019 I was hoping to roll right into a good season of sled pulling as well as hitting up the local drag strip for test and tune nights. The first sled pull I went to this summer I ended up loading the wrong trans tune and the truck shifted from 3rd->4th. That wasn't a major issue but when it did I has also just hit the lockup box. I immediately hit unlock on the lockup box but it was too late as the truck downshifted and killed something in the trans as now I have a trans-brake in park/reverse/neutral/1st gear. The truck will move itself forward in a 3rd gear start sled pulling file but nothing else.
Well, this spring/summer was filled with some really awesome high points as well as one major low.
I was able to not only get the truck into the voting for Diesel Power Challenge 2019 but I was also lucky enough to be selected by the readers to compete! I ended up taking 5th place overall with a big single at elevation. I was also able to take 3rd place overall turbocharging system efficiency vs the rest of the field which consisted of only 3 other single turbo trucks but nothing as big as the 480.
The truck laid down an amazing 1340hp/2200tq on ATS Diesel's dyno at 5800ft/7400DA while not even coming into full power/cleaning up all the fuel. Back here in WI the truck sees ~60-65psi on fuel only, on the dyno and drag strip I only saw 50-55psi max while running nitrous. On the dyno I ran a 0.042 jet spraying into the intake before the turbo and a 0.088 jet in the cold side pipe directly before the y-bridge. At the drag strip I ran a single 0.062 jet spraying into the intake before the turbo. On my first drag strip pass the truck ran 11.731 @ 125.35mph, then on my second pass I left a little harder as well as locked up a little sooner to run a 11.391 @ 126.85mph with a crap 1.943 60ft on 4yr old 35" BFG MTs.
DPC Results:
1) Economy - Last (tied for second lowest consumption, most penalties due to turbo being lazy)
2) Dyno - 7th place
3) 1/8mi Trailer Tow - 6th place (second highest trap speed)
4) 1/4mi Heads Up - 5th place
5) Obstacle Course - 2nd place by less than 10 seconds (one penalty)
6) Sled Pull - 1st by ~40ft.
Banks Challenges:
-3rd place overall turbo efficiency on a 480/96/1.10 T6 at elevation
After coming off the high from DPC 2019 I was hoping to roll right into a good season of sled pulling as well as hitting up the local drag strip for test and tune nights. The first sled pull I went to this summer I ended up loading the wrong trans tune and the truck shifted from 3rd->4th. That wasn't a major issue but when it did I has also just hit the lockup box. I immediately hit unlock on the lockup box but it was too late as the truck downshifted and killed something in the trans as now I have a trans-brake in park/reverse/neutral/1st gear. The truck will move itself forward in a 3rd gear start sled pulling file but nothing else.
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Well I've come to the conclusion something is tweaked in the front end. Visually I don't know what but the alignment is off after my last sled pull (when it hurt the trans). I haven't gotten the trans out yet as I'm waiting for Altos new clutches to come out.
With that said, I did acquire a full PPE steering kit (PN 158100110) to eliminate the problems. This includes PPE's forged pitman arm with 7/8" bolt, forged idler arm with 7/8" bolt, 1.5" OD forged centerlink, and their stage 3 tierods. I am planning on modifying my current DHD centerlink support bracket to work with the PPE larger diameter hardware.
Also, I am going to be running a full compliment of EBC brakes with their dimpled and slotted rotors along with their orange stuff extreme duty truck pads. I've been fighting brake issues for awhile in regards to glazing over pads so it will be nice to not to have to worry about it anymore.
With that said, I did acquire a full PPE steering kit (PN 158100110) to eliminate the problems. This includes PPE's forged pitman arm with 7/8" bolt, forged idler arm with 7/8" bolt, 1.5" OD forged centerlink, and their stage 3 tierods. I am planning on modifying my current DHD centerlink support bracket to work with the PPE larger diameter hardware.
Also, I am going to be running a full compliment of EBC brakes with their dimpled and slotted rotors along with their orange stuff extreme duty truck pads. I've been fighting brake issues for awhile in regards to glazing over pads so it will be nice to not to have to worry about it anymore.
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It's been awhile since I've updated this thread. The truck has undergone a complete overhaul due to failed C2 clutches as well as got some pressure and lubrication upgrades (Evan's C3 oiling kit).
Also, the truck is going from single charger to triples with 2x S369SXE/73/0.88 over a S472SXE/87/0.90. A friend and I are going to fabricate the entire kit ourselves as he is one heck of a fabricator/welder. The goal is to hover around the 1200hp-ish area until I am able to get a LML block ready to accept my rotating assy. That means billet mains, girdle, 14mm head studs etc.
As parts come in I will post images in this thread.
Also, the truck is going from single charger to triples with 2x S369SXE/73/0.88 over a S472SXE/87/0.90. A friend and I are going to fabricate the entire kit ourselves as he is one heck of a fabricator/welder. The goal is to hover around the 1200hp-ish area until I am able to get a LML block ready to accept my rotating assy. That means billet mains, girdle, 14mm head studs etc.
As parts come in I will post images in this thread.
I used an o ringed drain flange on our pull tk. Comes in handy when dyno testing bunch of turbos.
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I just hate leaks and trying to get the old gasket off if I am doing a turbo change. This allows me to swap turbos if need be or take stuff on/off to work on it without having to get new gaskets every single time. The plan is to try KOS 2021. I don't think I'll have a cage in it to try UCC qualifier 2021 nor will I have an engine I think is capable of taking that abuse until likely 2022.
Well, the turbos showed up for the induction revamp. 2x S369SXE over a S472SXE. Turbos are 2x S369SXE/73/0.88 open t4 over a S472SXE/87/0.90 t4. Hopefully going to push these chargers and F1/Flux Diesel Injection 300% overs to make some big, clean, streetable power. I'm also changing my stator in my bolt together Goerend converter from an AR to a J. I could get away with a lower stall but the J should keep this thing fun to drive on the street to and from work vs an all-out drag machine.
I went with Keating Machine for my open t4 flanges/stud kits as well as their compressor inlet to v-band setup. I ordered my turbine outlet/downpipe flanges from HSP which is a 4" outlet on the S400 and 3.5" outlets from the S300s.
I went with Keating Machine for my open t4 flanges/stud kits as well as their compressor inlet to v-band setup. I ordered my turbine outlet/downpipe flanges from HSP which is a 4" outlet on the S400 and 3.5" outlets from the S300s.
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Same here. It'll be a massive change going from a big single.
I agree, should be one heck of a party!
Finally decided I should get the trans back together. Been hectic getting some customers projects through the shop so my time has been pretty limited to tear into my own stuff. The C2 was welded solid into a single piece and the C1 received enough heat to warp about half the clutches and wear them uneven. All the shafts in this trans are Xcallibur/Defeo billet (input/intermediate/output) and it is Suncoast's billet P2/C2. From what myself and another friend of mine (he's built quite a few of these things as well) can come up with three possible/reasonable reasons for failuire:
1) The alto carbonites (Suncoast Gmax 5-3) shed enough material to stick a valve and cause a partial apply
or
2) The truck overpowered the C2 on the 3->4 shift (wrong trans tune) and 100% killed them welding them solid
or
3) The scar on the pump wear plate put enough debris into the trans to stick a valve and cause a partial apply
None of the billet got hurt so that is all going to be reused. It got a new pump, more pressure (ratio-tek orange spring with 2 shims), updated trim valves with Mike's springs and ratio-tek shift springs. I drilled out the holes on the C1 drum/basket (can't think of a better term here) to 3/16 per the direction of Evan, and I got rid of the transgo springs/orifices in the C1/C2 drum so it is back to OEM.
As for the actual clutches I ended up with Alto Carbonite C1, Alto G3 C2, Xcalliber/Defeo prototype clutches in C3 with 7 frictions and LML return springs/pistons, Xcalliber/Defeo prototype C4 clutches with 7 frictions and LML return springs/pistons, and Alto G3 C5 (unnecessary but I had them so no reason to waste them).
1) The alto carbonites (Suncoast Gmax 5-3) shed enough material to stick a valve and cause a partial apply
or
2) The truck overpowered the C2 on the 3->4 shift (wrong trans tune) and 100% killed them welding them solid
or
3) The scar on the pump wear plate put enough debris into the trans to stick a valve and cause a partial apply
None of the billet got hurt so that is all going to be reused. It got a new pump, more pressure (ratio-tek orange spring with 2 shims), updated trim valves with Mike's springs and ratio-tek shift springs. I drilled out the holes on the C1 drum/basket (can't think of a better term here) to 3/16 per the direction of Evan, and I got rid of the transgo springs/orifices in the C1/C2 drum so it is back to OEM.
As for the actual clutches I ended up with Alto Carbonite C1, Alto G3 C2, Xcalliber/Defeo prototype clutches in C3 with 7 frictions and LML return springs/pistons, Xcalliber/Defeo prototype C4 clutches with 7 frictions and LML return springs/pistons, and Alto G3 C5 (unnecessary but I had them so no reason to waste them).
