1000+hp d-max
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I really think the, "holding together" question is in everyone's minds, especially us Dmax owners. The Nasty Girl is awesome, Keith wanted a 1000hp daily driver, obvoiusly he doesn't drive it daily on the big tune, but he wanted a driver. We do not know how long a Dmax engine built this way will hold up, because no one has done it before with a Dmax. The innerds, turbos, injectors and lift pumps are state of the art for Dmax after market. It will be interesting to watch and see. The common rail is the key, the strides that have been made in a few short years are really something. The 12 valves will be considered classics before long, really fun and got have one for old times sake, but the new common rails in all the brands will rule for sure.
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From: South Central Ohio
I bet a dollar to a donut that Kyle Michael's truck is at those power levels, and has been for a year or more. His engine is the least of his problem. He breaks other stuff, but the engine just roars along.
I really think the, "holding together" question is in everyone's minds, especially us Dmax owners. The Nasty Girl is awesome, Keith wanted a 1000hp daily driver, obvoiusly he doesn't drive it daily on the big tune, but he wanted a driver. We do not know how long a Dmax engine built this way will hold up, because no one has done it before with a Dmax. The innerds, turbos, injectors and lift pumps are state of the art for Dmax after market. It will be interesting to watch and see. The common rail is the key, the strides that have been made in a few short years are really something. The 12 valves will be considered classics before long, really fun and got have one for old times sake, but the new common rails in all the brands will rule for sure.
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From: CT
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Joined: Feb 2002
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From: Red Deer, Alberta Canada
Maybe I didn't read the post right on another site. I thought it did have some lower end work, which I would expect on any engine at that power level. I highly doubt that a stock block could hold 4 X the power of the stock levels. Especially with all the damage associated with what would be called now, modest power adders. Most were having cracked mains and block supports over 800 Hp..
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From: Jeffersonville, Ohio
From "Don M" on NW Bombers
Yes, it has CROWER rods and a host of other mods. Cam, piston work, head work, what I would characterize as medium/large twin turbos, etc.
The engine was only built a week ago. LOL. Tuning is just getting started.
The engine was only built a week ago. LOL. Tuning is just getting started.
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Joined: Apr 2003
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From: Kanada
It seems to me that after all the internal mods (pistons, rods, cam, block girdle, head mods etc. etc.) the heads are going to be the weakest link. The last runs reported glycol boiling out and they found that the injectors were lifting out of their cup bores in the head. Some were saying that another clip will hold it, but I seem to think that the high internal pressures are putting that Aluminum into its limits for strength. Now before all the bricks start flying about the Nitromethane dragsters using aluminum, true, but they only last about 10 seconds.
As far as how long it lasts, who knows. Kinda cool to have a Canadian flag on it, not to mention from good ol Alberta.
As far as how long it lasts, who knows. Kinda cool to have a Canadian flag on it, not to mention from good ol Alberta.
I'd almost agree on the heads but there are 2 factors helping us here. The AL heads are thicker in deck surface, and we have more studs per hole per unit area than the Cummins head. More clamping force and less length and width will help keep distortions in check (we hope... or so the theory goes).
JK.
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From: Jeffersonville, Ohio
I'd almost agree on the heads but there are 2 factors helping us here. The AL heads are thicker in deck surface, and we have more studs per hole per unit area than the Cummins head. More clamping force and less length and width will help keep distortions in check (we hope... or so the theory goes).
Chris
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From: Red Deer, Alberta Canada
I'd almost agree on the heads but there are 2 factors helping us here. The AL heads are thicker in deck surface, and we have more studs per hole per unit area than the Cummins head. More clamping force and less length and width will help keep distortions in check (we hope... or so the theory goes).
My $0.02...
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Joined: Apr 2003
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From: Kanada
Thats a very good point. I wasn't really worried about the clamping of the head to the block, but the flex of the head surface and the ability to hold all the sealing components in place, IE. valves and injectors. I was talking with EMSI and we were wondering if the injector cups are threaded into the head like many industrial Cats and Waukesha engines. The 3400 series Cats have cups threaded into the head with the injector clamped into it. I have not seen the cutaway of the injector cups in the DM engine. If the cups are just press fit with a hold down clamp, further head mods may be in order to better hold the injector cup.
My $0.02...
My $0.02...
Yes, they are press fit... and do need help on the LB7's
LLY/LBZ/LMM do not have injector sleeves.