I cant get enough reading about these trucks, figured Id stop by...good to be here!
welcome to the forum....one question you wouldn't happen to have this black Chevy 2500HD C/C S/B do ya... http://video.thedieselgarage.com/search/duratothemax/0/d4bed65f-97cb-43d1-8891-238fd87cbab0.htmI cant get enough reading about these trucks, figured Id stop by...good to be here!
ya thats me...note the strict canadian track regulations...no helmet required.welcome to the forum....one question you wouldn't happen to have this black Chevy 2500HD C/C S/B do ya... http://video.thedieselgarage.com/search/duratothemax/0/d4bed65f-97cb-43d1-8891-238fd87cbab0.htm
that is a nice truck..very true,it would suck blowing your motor..........how many hp is your truck pushin or would you rather not say in front of the other guys....if you rather wouldn't you can pm me...ya thats me...note the strict canadian track regulations...no helmet required.
oh, also note that 10 second time was obviously not true. The smoke fouled the timing lights...mid to high 12's currently with a single stock CP3, stock injectors, original stock head gaskets, aftermarket turbo, stock everything else. Thats all at 7200 pounds so if I took out my toolbox, tailgate, spare tire, and my friend riding in the passenger seat, etc It might go faster...who knows. The best trap time was 108mph, but the et wasnt as good (12.9) because im still working on launch technique. 108mph is usually a 12.5 run or so, but im not going to go into excuses.
IMO the satisfaction is not the ET. There are plenty of 12 second crew cabs out there. Its that I tuned it myself and did all of the work mself to go that fast without CP3 mods and only adding a bigger turbo.
I dont think there is much left out of a stock single CP3. It would take a light regular cab to go 11's on a stock CP3. I have no intent of ever going dual CP3's until after I have enough $$ saved to build a motor. I dont see the point of putting dual CP3's on a stock motor. The reality is you are running on borrowed time. The stock duramax rods simply cannot hold 700+ rwhp with long term reliability. IMO, it would suck to send 2000 bucks on dual CP3's, only to blow your motor 2 months later....THEN you're out 6000+.
I have no idea (never dyno'd), If I did I would have no problem posting it, I have nothing secret on my truck except my super special 'tap-shift' add on.........how many hp is your truck pushin or would you rather not say in front of the other guys....if you rather wouldn't you can pm me...
congradulations.....you know,you lost me about have ways thru that wright upIts basically a up/down counter that can return various logic sequences to the transmission NSBU switch (shifter position switch). The allison is a completely electronically controlled tranny so it will go into whatever gear hat switch tells it to. You dont have to move the lever. After you move the shift lever out of park NOTHING happens in the valve body. You can shift it into reverse on the highway and nothing will happen. (try it if you want to mess with one of your passengers ) It is not like any other transmission.
The circuit just mimics the NSBU swithc. It uses 4 DPDT relays, 1 4PDT relay, a printed circuit board, voltage comparitor with a bunch of logic gates, resistors, capacitors, up/down synchronous counter (4510 CMOS chip), BCD to decimal converter/decoder (4028 CMOS chip), a 555 chip with monostable timing circuit, and a buncha transistors......its not as complicated as it sounds tho, I swear.
I am no electrical engineer by any means. I just had something that I wanted to accomplish so I set my mind to it. Anyone with an electrical engineeing degree could figure out in 5 minutes what it took me weeks to figure out
If you have something that you want to do but dont know how to do, keep at it and dont get discouraged...there were so many times I wanted to throw this project in the garbage but it was worth it in the end