I really didn't know what to call this thread, but I'm hoping some of you very knowledgeable guys can contribute and help me understand...because I'm honestly not the sharpest tool in the shed.
A thread popped up on another forum about the fastest stock bottom end duramax to run a 1/4. While I'm interested in finding out the time, I'm more interested in figuring out the whys of particular failures.
Let me start by stating the facts as I understand them. I appreciate any clarification here as I truely wish to understand my truck better, so that when I finally am able to sink some serious money into this hobby I have come to enjoy, I can make informed decisions and have an idea of logical progression. Also as I own an lbz, I will be implying what I know about that platform. I know the lb7 to lmm are similar, but the lml i currently don't know that much about.
Egts are the devil, I think this was the first thing I understood when I started looking at diesels. I'm not sure at what temperatures to avoid, but being I have seen 1800+ I know I am definitely out of the green and deep in the red. Therefore a key to making power and preventing failure would be egt management. Please correct me if I'm wrong folks.
Pistons and rods. Pistons are crap compared to the lb7/lly but rods are improved. Lbz/lmm use the same pistons and rods. Piston failure is common, seems heat related, boost no doubt is a contributing failure. That said the wrist pins (?) are a weak point due to the lack of material on the piston, but was there another part to this I'm missing? What all contributes to cracks and holes?
The con rods themselves while stronger then previous generations are prone to bend/break at higher hp levels. Everything I have read though they seem to let go around the same power levels as the earlier versions, so I don't understand how they can be considered improved. I understand pressure causes this, but is it the hp or torque? Upper or lower rpms? How can you push power and reduce stress on the rods?
Cranks are hit and miss, they either break or they don't. Stock power to high power. Was trying to figure out why, looked through the thread fingers posted, reread more then a few times. From what I understand, it has to do with the firing order of the pistons which is why people run AF cams, to change the firing pattern and reduce pressure on the crank.
What other areas are prone to destruction? If a person wanted to test the limits as safely as possible (for testing purposes, I realize your playing with fire) where would you start? I'm all about seeing what I can do and push one upgrade at a time. That said my truck is no spring chicken, I realize it could break at any point, but I'm still willing to test theories in the pursuit of knowledge.
Right now I was planning air flow mods:
Exhaust
Dp
Manifolds
Up pipes
Intercooler boost tubes
Y-bridge
What are your thoughts/ideas? I'm letting myself be a mule here so if anyone has ideas or theories and are looking for someone dumb enough to try.
I'm all ears here guys/gals, educate me and help me push the boundaries of what is the usually accepted on the road to a built motor.
A thread popped up on another forum about the fastest stock bottom end duramax to run a 1/4. While I'm interested in finding out the time, I'm more interested in figuring out the whys of particular failures.
Let me start by stating the facts as I understand them. I appreciate any clarification here as I truely wish to understand my truck better, so that when I finally am able to sink some serious money into this hobby I have come to enjoy, I can make informed decisions and have an idea of logical progression. Also as I own an lbz, I will be implying what I know about that platform. I know the lb7 to lmm are similar, but the lml i currently don't know that much about.
Egts are the devil, I think this was the first thing I understood when I started looking at diesels. I'm not sure at what temperatures to avoid, but being I have seen 1800+ I know I am definitely out of the green and deep in the red. Therefore a key to making power and preventing failure would be egt management. Please correct me if I'm wrong folks.
Pistons and rods. Pistons are crap compared to the lb7/lly but rods are improved. Lbz/lmm use the same pistons and rods. Piston failure is common, seems heat related, boost no doubt is a contributing failure. That said the wrist pins (?) are a weak point due to the lack of material on the piston, but was there another part to this I'm missing? What all contributes to cracks and holes?
The con rods themselves while stronger then previous generations are prone to bend/break at higher hp levels. Everything I have read though they seem to let go around the same power levels as the earlier versions, so I don't understand how they can be considered improved. I understand pressure causes this, but is it the hp or torque? Upper or lower rpms? How can you push power and reduce stress on the rods?
Cranks are hit and miss, they either break or they don't. Stock power to high power. Was trying to figure out why, looked through the thread fingers posted, reread more then a few times. From what I understand, it has to do with the firing order of the pistons which is why people run AF cams, to change the firing pattern and reduce pressure on the crank.
What other areas are prone to destruction? If a person wanted to test the limits as safely as possible (for testing purposes, I realize your playing with fire) where would you start? I'm all about seeing what I can do and push one upgrade at a time. That said my truck is no spring chicken, I realize it could break at any point, but I'm still willing to test theories in the pursuit of knowledge.
Right now I was planning air flow mods:
Exhaust
Dp
Manifolds
Up pipes
Intercooler boost tubes
Y-bridge
What are your thoughts/ideas? I'm letting myself be a mule here so if anyone has ideas or theories and are looking for someone dumb enough to try.
I'm all ears here guys/gals, educate me and help me push the boundaries of what is the usually accepted on the road to a built motor.