Not to Steal this thread, and this question is along the same lines, but at what RPM do say, LMM connecting rods become an issue. At this point I am running about 500 HP and 650 Ft. Lbs torque, with a peak HP Just shy of 4K RPM IIRC With my total limit set up to 4400 RPM. Anyone got some info on that?
s480 question
- Thread starter Large1
- Start date
Factory redline is 4800rpm.
It's not RPM that is the issue, the rods bend about 2" south of the wristpin.
It's not RPM that is the issue, the rods bend about 2" south of the wristpin.
Most of the rod issues become more prevalent with increased torque. You really don't need to turn a diesel hard to make power. They need to be loaded to build boost and torque. Really big turbo's can use the RPM's so they get well into the mapping but stock and moderate turbo's don't benefit from that additional RPM. There are no clear black and white lines sometimes. The diesel world is still in the growing and learning stages.
I do use the headers and would say that using the manifolds and up pipes would probably be better for you. There are more leaks when using headers.
I sell rods and pistons gaskets about anything you need. Also it's never hard to get ahold of Guy.
For you socal is beat as their right in your area, fir me dpr us heat because they are right in my area.
I know many people who have had great success with both companies, both of them have helped me with interesting issues late at night.
Im not a biographer for either one either, both bring good parts to the dmax community.
I'm not bashing either one of them, I just brought dpr to therable because it is another option that doesn't always get brought up.
I like both companies and think both create great products. I see no need to get hostile when I bring up a differntly alternative to where you think folks should get their stuff done.
In addition I did not post dpr up in an effort to bash/take business simply because the op couldn't reach guy. I just simply posted it as another place to get parts and advice. Relying solely on one persons beliefs won't get you far.
I know many people who have had great success with both companies, both of them have helped me with interesting issues late at night.
Im not a biographer for either one either, both bring good parts to the dmax community.
I'm not bashing either one of them, I just brought dpr to therable because it is another option that doesn't always get brought up.
I like both companies and think both create great products. I see no need to get hostile when I bring up a differntly alternative to where you think folks should get their stuff done.
In addition I did not post dpr up in an effort to bash/take business simply because the op couldn't reach guy. I just simply posted it as another place to get parts and advice. Relying solely on one persons beliefs won't get you far.
So Guy helped you out with a trans issue after-hours when he doesn't even sell trans stuff, and when somebody posts they cannot reach him, you post use DPR instead?
Lordy, I hope I've never helped you. Not sure I'd like the payback.
I'm not Guy's biographer, but he used to race circle track cars. He was also a principal of AFR Cylinder Heads, and holds a patent on a cyl head technology. Yes, he was involved with the design of AFR's LS1 cylinder head, but that was just part of what he does.
Yes, Curtis has done a lot in the motorsports arena as well, but I'm talking parts, not people.
There was a member here who contacted me in private concerning a less than stellar high-dollar transaction with DPR, and there has been some public discussion about it as well, or I would not mention it. There were a couple others, but since there was no public discussion in those cases, they will remain private.
I've been dealing with SoCalDiesel since they opened their doors, and I stand by my recommendation based on my own experience and reports from others.
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Is that in your gasser??
Would the s480 even be worht spending money on if you have stock injectors and fuel system? Seems to me that a cheeah would be better suited. The 480 is a 2.8 charger IIRC
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480 is a little over 3.0
472 is a 2.8 it what I run. I have a mostly stock fuel system and was nowhere near close to providing enough fuel to unleash the potential of the turbo.
Yeah the 75 being a 2.8 I wasn't sure how close the cut off point would be.
I really don't see it being a wise investment..... You either break something pushing it to the max efficient range, or don't see a improvement worth the money
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IIRC, the S474? I have (BW part, unmod'd) was 2.990ish and the 80mm is 3.20ish, inducer bore dia.
25.4 mm to the inch.
25.4 mm to the inch.
No, this was in my duramax. Last dyno this past spring, near 500 HP at about 3900 RPM with falling fuel pressure...I'm currently working on that issue. The 480 is way overkill if you plan to tow anything, or want a daily driver that you don't have to babysit...but with a few new tweaks mine is running well, and is somewhat streetable. As of now I need a looser torque converter, more fuel flow up high (above 3500 RPM), and I am planning on building headers and up-pipes. Head porting is in my near future as well, what I am after with this total package is the most flow I can get, Leaning more towards Horsepower than torque...Just to see if I can do it and how tough it is. :thumb: