What is your e-mail address?<br><br><br>J.R.

 

This is my work address. jgrigson@pendleton.k12.ky.us<br>How is the truck doing? I will never forget the truck at BMD last summer. Keep up the good work.

 

Thanks!

It's running pretty good except I have a fueling issue that im working on right now. Black smoke turns to grey &gt; ! Next time we get togather I will take you for a ride. ;D


J.R.

 

I tried to PM you, but it comes up parameter incorrect. We may have to give Jack the heads up.<br>A ride. Where did I put that crash helmet and my depends.

 

jradkinspainting@msn.com Feel free to contact me any time!<br><br><br><br>J.R.

 

Thanks JR. I will. I just ordered a pusher for mine. Tom is getting some injectors to go along with the Power Max 3.<br>I started slow, but I bombing away. Now for twins on the 24v. I dont know if I can stop. ;D

 

[quote author=Hired Gun link=board=7;threadid=8998;start=30#89011 date=1041886378]<br>Thanks JR. I will. I just ordered a pusher for mine. Tom is getting some injectors to go along with the Power Max 3.<br>I started slow, but I bombing away. Now for twins on the 24v. I dont know if I can stop. ;D<br>[/quote]<br><br>When is Tom getting twins?<br><br>Hell I'd settle for Twin stacks right now, but way on down the line when my trucks paid for Twins would be nice ;D

 

[quote author=Don M link=board=7;threadid=8998;start=0#86589 date=1041354224]<br>Twins are not really a one size fits all deal.... especially with the 12 valvers. RPM range, manifold pressures you intend to run, fueling levels, how much lag can you tolerate, etc. <br><br>Don~<br><br> <br>[/quote]<br>That is the most intelligent paragraph I have ever read from you! You are learning, Grasshopper! Taking notes from KTA Cummins and Distributor from Diesel-Central, eh?

 

[quote author=RCW link=board=7;threadid=8998;start=0#86770 date=1041382471]<br>I am running a farmer-built stainless steel setup with a PDR HX40 with the 16 cm housing, huffing into box stock HX60 salvaged from a Cummins QST series engine. I am set to bypass exhaust at 93 lbs as measured at the top of the flat plate on the intake manifold at 3,356 rpm. I would have to change the 60 to a turbo with a smaller exhaust turbine for more pressure capacity to get any higher pressures. Although, I seldom run over 48-51 lbs unless I am locked to a dyno.<br><br>I do not think my drivetrain will handle much more, as every time I dyno now I have to replace the rear carrier bearings within a few weeks. I built the plumbing myself, so not much cost there, but the HX40 something on the order of about a grand and the 60 about $350 used, and I had to spring 5-6 hundred for the ATS exhaust manifold to handle the extra weight and heat.<br><br>Frankly, I cannot tell that much real world difference in normal driving over the single PDR HX40, unless I am pulling hard over the pass between Pendleton and LaGrande. Oregon just does not have any roads straight or steep enough to handle all the boost on a regular basis. <br><br>I have a problem with sustained pulling and engine oil temperature running way up to dangerous levels. I do not know if anyone else has that issue, or how they solve it. But, I am out of room to hang anything else on the truck so use Amsoil synthetic and live with it.<br>[/quote]<br>I would like to see your set up, becuase you should not be having heating problems with that.<br>With an H3 and a 40 I have almost instant boost, tons of power, and very low egts. Big difference over a single charger.<br>Maybe the plumbing/direction is the difference.

 

Here is a sneak peek of some Performance Diesel twins on my 95 Ford F350

 

Here is another one.

 

More pics. ;D

 

Do you have any pics of the transmission? ???

 

Richard when is it going to hit the street???

 

[quote author=drawson link=board=7;threadid=8998;start=30#97640 date=1043808947]<br>Richard when is it going to hit the street??? <br>[/quote]<br>Dee,<br> It should be on the road by Feb. 8th ;D