Build Me a 12V 600hp Daily Driver...Please!
#1
Registered User
Thread Starter
Join Date: Jul 2005
Location: Racine, WI
Posts: 77
Likes: 0
Received 0 Likes
on
0 Posts
Build Me a 12V 600hp Daily Driver...Please!
Thought I wanted to save some of my existing mods, and maybe I can, but I have decided to just get where I eventually want to be now...rather then work my way up there over the next year or so.
So please...open slate for designing my 94' 12V...how do I get a honest 600hp, and still be driveable?
I could cloud the question with what my thoughts are, but I would rather let you guys spend my money.
So please...open slate for designing my 94' 12V...how do I get a honest 600hp, and still be driveable?
I could cloud the question with what my thoughts are, but I would rather let you guys spend my money.
#3
Chapter President
Join Date: Nov 2003
Location: Rural Hall, NC
Posts: 3,807
Likes: 0
Received 0 Likes
on
0 Posts
Some of the combo's I've seen.
Twins, 180 or 215 pump worked over, head work, studs, fire ring or orings, decent set of injectors. Timing bumped up to 23 degrees.
Twins, 180 or 215 pump worked over, head work, studs, fire ring or orings, decent set of injectors. Timing bumped up to 23 degrees.
#4
Registered User
Thread Starter
Join Date: Jul 2005
Location: Racine, WI
Posts: 77
Likes: 0
Received 0 Likes
on
0 Posts
Money is always an issue...so maybe I should clarify. Twins would probably get me there easy, but with a price. Although if driveablity is going to be greatly hurt with a big single turbo, then I might not have a choice. You pay for what you get...and I like everyone else...I don't want to have to do things twice...so if twins are the only way, then they are. Long way of saying I really don't have a budget, but rather a goal of driving a 600+ hp rig, every day!
#5
twins are the way to go with a 600hp daily driver and be comfortable. head work is needed, along with ditching the 330's for somthing like the DDP4's, a dual disc clutch, valet switch maybe, a 4gsk could be used, might try it with the 4in exhaust might step up to the 5in,if you need any more money spent i could sure find a way.
#6
Registered User
Join Date: Jan 2007
Location: Plover, WI
Posts: 532
Likes: 0
Received 0 Likes
on
0 Posts
Money is always an issue...so maybe I should clarify. Twins would probably get me there easy, but with a price. Although if driveablity is going to be greatly hurt with a big single turbo, then I might not have a choice. You pay for what you get...and I like everyone else...I don't want to have to do things twice...so if twins are the only way, then they are. Long way of saying I really don't have a budget, but rather a goal of driving a 600+ hp rig, every day!
I'd say twins for excellent driveability, the worked over pump, and so on like previously mentioned. I read in another thread that a 180 pump is capable of more fuel than a 215 pump once both are tweaked, so you may want to check into that if you plan on more power.
#7
i hear ya, that right there is the reason for the valet switch. definatly not a good feeling when on an on ramp trying to get into traffic.
Trending Topics
#9
Registered User
Thread Starter
Join Date: Jul 2005
Location: Racine, WI
Posts: 77
Likes: 0
Received 0 Likes
on
0 Posts
Some clarification or specifics on what is meant about "head work" and "pump work"? Heads...? you mean O-ring it for the higher pressure, or are you referring to some porting? And "pump work" do you mean going with larger dv's or is there something they do with the pump? I believe the 94' has the 160 pump...and understand 191's will get me up there...don't know?
#10
Registered User
Join Date: Jan 2007
Location: Plover, WI
Posts: 532
Likes: 0
Received 0 Likes
on
0 Posts
Some clarification or specifics on what is meant about "head work" and "pump work"? Heads...? you mean O-ring it for the higher pressure, or are you referring to some porting? And "pump work" do you mean going with larger dv's or is there something they do with the pump? I believe the 94' has the 160 pump...and understand 191's will get me up there...don't know?
#11
Registered User
Headwork would be valve job, springs, port and polish, o-ring/fire ring, studs etc. As far as pump work goes, I'm only familiar with the delivery valves as a mod, but have been told that the barrels can be changed and so forth, for more fuel. Someone with more experience with the pumps will pipe up, and let ya know what's going on.
what im goin for.... and with some tuning can be done
Timing in the 20 plus range, but not over 25
agressive fuel plate 0, 10, or a 100.
Pump tuned and calibrated from Industrial injection or scheids
Twins or a large single ( i perfer and have twins)
Good injectors IE DDP 4's or in my case DragonFlys
Head work, at least 60 lb springs, studs and a marine gasket...
Im in the 500 range, only 100 to go....
Rick
#13
Registered User
#14
DD clutch-$3K installed
Headwork-$1-3K depending exactly what you have done to it
Pump-At least $1K if its gonna get built for big fuel
Injectors-$800
Twins $3500-5000
or a big single with water/meth for cooling- $2500
So whats your budget look like?
Headwork-$1-3K depending exactly what you have done to it
Pump-At least $1K if its gonna get built for big fuel
Injectors-$800
Twins $3500-5000
or a big single with water/meth for cooling- $2500
So whats your budget look like?
#15
Registered User
Join Date: Feb 2005
Location: Clarksville, TN
Posts: 151
Likes: 0
Received 0 Likes
on
0 Posts
What are the disadvantages of timing so high? 20-23
Also, what about the new 62/13 s/s htt turbo. I was told it was a good choice for this project, as I am looking into a 600 hp daily driver.
Curious, does anyone have a 600 daily without water/meth & hot egt's?
Also, what about the new 62/13 s/s htt turbo. I was told it was a good choice for this project, as I am looking into a 600 hp daily driver.
Curious, does anyone have a 600 daily without water/meth & hot egt's?