The long road to Bonneville, goals are 40mpg useable pickup in the 150 club

[gumby79]

I didn't think air could turn that fast!! mind blown!! that explains this:]
Notice
how the snow packed into the high presser areas around the step box pounding out the abrasive corners into nice aero fillets changing the force vectors and pressure grandaunts ,this profile would yield a forward force instead of just down with less space to apply due to boundary air riding over the turbulent air represented by the snow-packed in. The snow on top of the bumper is caressing the pore converging diverging duct formed by the snow packed into the bed/bumper and body shape, filling the low velocity/turbulent zone on its surface making the transition to vertical smother.

there is a light breeze coming from the left at almost a right angle to the road(slightly a head wind ). the tufts on the top hainging over the duck bill as Aerohead calls it look like fish hooks insted if yarn.

Thank You Phil

Air makes a 270? 180 to go forward and 90 to go strait down the tailgate center, and progressing to outward but still down AND ATTACHED toward the corners of the bumper.

[gumby79]

steped up to an HX35W/12 holset turbo
THIS IS THE STRAW THAT BROKE THE #1 RULE CAMELS BACK
... #1 RULE IN ADDING BOOST TO DIESEL . "YOU MUST ADD FUEL TO INCREASE BOOST THAT IS HOW IT WORKS." EVERY DIESEL SHOP AND PROFESSOR I've SPOKE TO READ ABOUT SENSE 2014. With the exception of Mr Blaylock the creator of the Switchblade. he gets lower lag but not higher max
Same fuel tune from when I got the truck.

H1C/21cm^2 12PSI (naked) 1psi 600 EGT 250-300'
H1C/16 17PSI (full wrap) 1psi 500 150-200'
HX35/12 21PSI (naked) 1psi 375-400 <5'
lag 1 to maxpsi at highway speed
stock 21cm 15sec (1 thousand 1, 1thousand 2....)
H1C/16 6sec
HX35W/12 1sec

65 cruse flat land no wind egt/boost
H1C/21 600/0-1
H1C/16 500/1-2
hx35w/12 500-475/3-4

max reachable EGT
H1C/21 1075
H1CX/16 1000
HX35W/12 900

boost to temp coralation
.......................500..600..700. 800. 900. 1000. 1100
H1C/21............. x ...1 ... 3 .... 5 ... 8 ... 10 . . 12...
H1C/16................1 ..3 .... 5.... 10.....15....17.... x
hx35W/12..........3.....5.....10.....15.....20.....x.... .x

tune the turbo to tune instead of tuning to the turbo.

deciding on the Switchblade .95AR or Diverter Valve T4 .88AR divided with a Borg Warner S361SX-E to S362SX-E. (S360SX is out it is missing the new tech I'm after). both increase velocity /*power in the flow TQ applied to the turbine and progressively open to allow acquitted flow to support more than Aeroheads proposed 300hp target.

-------

300HP @????RPM=TQ @2000RPM

Dream Big Chisel Down To Reality

[aerohead]

That's a very exciting proposition!
A thousand pound weight-shaving really changes the calculus.
As time permits,I want to isolate some vehicles with this power-to-weight ratio and look at the histograms of their time-to-speed,acceleration profiles.
It would be another way to anticipate performance out on the salt.

[gumby79]

Time to upgrade the transmission
It was rated for 400 foot pounds of torque( Factory stock motor is rated 400) 472 to the tires on the 1-2 shift.with the 16cm housing on the H1C turbo pushing 17psi .(took hafe way through 2nd gearr to max boost) Now I have a HX35W/ 12 hitting 20psi(stock fuel) now only takes ~ hafe way through 1st gear to max . That lasted about 2.5 weeks . The trans wet the bed. 2 days after the new to me turbo, I started hearing a planitary(i think) making a worbling noise very faint. Then 2 weeks later on the return leg of a test trip to Oklahoma city, OK from Greenville, Tx ~100 mi from the house it started grawling. 45mi later it stoped . A mpg query requires minimum of 100 mi (or 4ga witch ever comes last,eg 100mpg = 400mi test) in my book or it is just noise, not data.

Options
Stock46rh is rated for 400TQ(oem trans) 2.44:1 final
Studing has shown me the transmission was at its maximum power holding capability from the factory, the two later versions below are the same for their respective Motors the 3rd gen HO 48reakes 610TQ with all accessories on otherwise the computer derates the motor back to the torque limit of 570
47re/h 450TQ 94-2002 2.44:1
48re 570TQ 2003-2007 2.44:1
Both require sorcing a stock starter , tv cable,and adapror from the respective motor 96mph max
Allison
4 speed 545 drop in with spair parts from a 5.9 Cumins med. duity box van 3.55:1 finale
5speed 1000same + stand alone TCM. 2.66
Both Allisons will need the US gear brownie reconfigured to Overdrive to be able to achieve what I am able accomplish with the Dodge trans.
All can be beefed up to over 1000HP ratingfor a extra cost rebuld.
Coments consurns?

[aerohead]

Originally Posted by gumby79

I am to upgrade the transmission rated for 400 foot pounds of torque( Factory stock motor is rated 400) 472 to the tireson the 1-2 shift.with the 16cm housing on the H1C turbo pushing 17psi. Now I have a HX35W/ 12 hitting 20psi(stock fuel). That lasted about 2.5 weeks . The trans wet the bed. 2 days after the new to me turboI started hearong a planitary(i think) making a worbling noise very faint. Then ~100 mi fromthe house it started grawling. 45mi later it stoped .

Options
47re/h is rated for 45094-2002
48re 570 2003-2007
Both require sorcing a stock starter , tv cable,and adapror from the respective motor 96mph max
Allison
4 speed 545 drop in with spair parts from a 5.9 Cumins med. duity box van 65mph max
5speed 1000same + stand alone TCM. 80mph max.

Coments consurns?

Ouch!!!!!!!!!!!!!!! do you have a way to get around? It's a long walk to Sherman.Keep us apprised.

[freebeard]

Ouch!!!!!!!!!!!!!!!

x2

Not going to Thank a story like that.

I heard a story once about somebody that put a Hemi V8 in front of a 1939 Ford floor-shifter transmission. It never made it from the garage to the driveway.

[slowmover]

The expense of an automatic is why I’d still choose a manual. New, used or a rebuild.

Can’t remember why you have an auto. I’ve probably asked and you’ve probably replied.

AFAIK, it’s only the later 6-speed Autos that are trouble-free as to normal power-handling. They’re not cheap and probably require computer control.

The G56 Manual has been used in the CTD since about 2007. The NV5600 in mine is well-liked, but now long out of production. A crapshoot on a core plus parts.

My truck is 3.73-geared. With a junkyard axle swap it could be the current 3.42. That’s one long pair of legs.

With 3.42, stock tire height and the .73 OD, 60-mph is a hair above 1,500-rpm on mine with the 5600. Redline is 2,900. Room to grow.

.

[gumby79]

Originally Posted by aerohead

Couldn't find any specifics on Larry's Ghia,but I found this:
RSR Aero-horsepower Calculator-RB Racing
It's at the end of the 'document.'
Plug in drag coefficient
Frontal area
Weight
Speed
and hit the button,for
required horsepower
and aero horsepower loss is also provided
-------------------------------------------------------------------------
I did it for Spirit and it gave me 128-mph,at a discounted 147.17 horsepower.
It's out ahead of nothing
--------------------------------------------------------------------------
I threw some numbers in for Gumby's Dodge:
Cd 0.45
36.9 sq-ft
4,000-lbs
130-mph
= 298.82-horsepower (close to my Mini Cooper-based estimate)
-------------------------------------------------------------------------
With same specs and 150-mph
= 453.64-horsepower
------------------------------------------------------------------------
If 'Tonto' was slicked down to Spirit's 2012 drag coefficient he'd need only
281.4-horsepower for 150-mph.But they'd only let him do it for time,not a record.

recalculated your HP numbers to TQ
as follows:using https://spicerparts horsepower-torque-calculator
Spirit 147.17hp @5600=138TQ
-----
on the H1C/16 17psi max 1/2 way through 2nsd gear
the whale uncorrected:
@143.8 HP @1976 =382.2 TQ on the rollers @6000 ft warm humid afternoon in Cedar City, UT

45 HP @2500 = 97TQ = 92.5mph @about 1/3 mi
wind tunnel with the oversize blockage skew said only 109HP =229TQ needed @ 87.14MPH

corrected to basic day:
178.3HP @1976=473.9TQ ](edit: PeakHP)
172.8HP @1846 =491.0TQ( edit : peek TQ)
------
proposed 130MPH 298.82HP @ 2000 = 784.7TQ Is this at a gas RPM say 5000?
If so, then 130MPH 298.82HP @ 5000 = 313.8TQ . 160.1TQ under stock@ 473.9TQ
-----
proposed 150MPH
453.64HP @ 2000= 1191.3TQ
gas RPM 453.64HP @ 5000=476.5 less than stock 20.26TQ to spare.
---------
slicked down 150MPH
281.4HP @2000 = 591.2TQ
Gas RPM 281.4HP @ 5000= 295.6TQ a little over half stock available.

put the truck on a carbon diet and maybe 4000 lbs is possible, it tips the scale at 5500 lbs so the new HX35W12 that spools at about 1300 instead 2000+ as the governor cuts the fuel back will really help counter the current weight problem. I think you agree it responds more like a gas motor now. so a dyno comparison is coming. but will be skewed by the new trans.
---------
thank you again for the help finding the target range data .

[gumby79]

Originally Posted by slowmover

The expense of an automatic is why I’d still choose a manual. New, used or a rebuild.

Can’t remember why you have an auto. I’ve probably asked and you’ve probably replied.

AFAIK, it’s only the later 6-speed Autos that are trouble-free as to normal power-handling. They’re not cheap and probably require computer control.

The G56 Manual has been used in the CTD since about 2007. The NV5600 in mine is well-liked, but now long out of production. A crapshoot on a core plus parts.

My truck is 3.73-geared. With a junkyard axle swap it could be the current 3.42. That’s one long pair of legs.

With 3.42, stock tire height and the .73 OD, 60-mph is a hair above 1,500-rpm on mine with the 5600. Redline is 2,900. Room to grow.

.

why? It was the original trans from 91.5 and has a higher .69 OD 2.44 final(gear X OD= final engine to tire ratio) than the NV 4500 w/ .75, and the 5600's were hens teeth of solid gold when I got the truck + a clutch can cost more than a auto rebuild , dropping to a .74/ .79 OD and further below peek TQ. Is your 56 the .74OD 2.76 or the .79OD 2.94 final single OD? Slow can saves fuel but has PTSD side effects for me (I ran the rear gun truck /emergency MacGyver in Iraq) and safety are trump cards for me. when in heavy traffic slow can be extremely dangerous. Not my fault if they were not paying attention but driving 20-40 mph off the pace can get me and them killed. 26.xmpg 1 tank @70 ~1846 rpm +- TQ slip from Albacurky, NM to Las Vegas, NV on I40 is respectable and can be improved upon.

06+ Allison 6 speeds have a 500+TQ rating would be my preference for auto or Tremac Magnum XL 700TQ w/.74 2nd OD.50 but sourcing a bellhousing for either is difficult. Called Tremac they said they would be interested in buying the custom designed bell housing blueprints if I could make it work. as of that phone call none had been successful in mating there product on a B-series , but assured me it could handle any thing my ve pump could throw at it at max load or on the salt . ive heard of a tremac behind the v10 viper the skuttle but was that it had nearow gears that wouldn't handle the diesel TQ.

The allison SAE 2/3(gota mesure after its out of the doner) bell is getting sorced from a 97 MT-45 Freightliner motor home chassis with melted pistons 160/400 p-pump Cummins (timing cover is coming as well for a later p-pump swap) it is coming with a mt545 4 speed direct. Means going from 2.44 final(96 max 2500 red line) to 3.55:1 (65.01 max 50@2000) not accounting for the demonstrated 6% loss from non-lockup on the 46RH. With plans for the $3-6k trans +$2k controler+$1.2k TQ converter 6 speed($6.2k-9.2k). after the family emergency is handled .

My dad an OLD school trucker, over 45 years behind the wheel, is convinced:1)he can get a set of 2.44 or 1.95:1 gears for my rear end that will be tow worthy. will require 2)that tall gears and a direct box is the best combo for MPG . He said this was proven by Swift that the extra drag from the OD gear set consumed more than the tall rear , the best I have found was 3.23 or 3.08 with a rear swap to a early 1st gen or custom 9"dana 60. He said less than a .75 OD brownie from Gear Venders. or the OD shaft X2 for the 2 US Gear under/over boxes I got from Sky king. Gear Venders rep did some calculations and said that 2 boxes in OD + internal OD on an empty truck would brake stuff at my current power(this was before the dyno said the #'s are bigger and at different places).

[slowmover]

You’ve your reasons, but sub-60/mph on an Interstate only means better traffic management. One DOESNT allow others to dictate driving.

If non-OD straight transmissions were a money-maker you’d see fleets use them. They don’t.

Looks like we agree that post-2000 six speed autos are a good choice. The earlier ones did not have the requisite reliability or longevity given diesel torque. But there’s nothing cheap about them. I’d look at a G56 pretty carefully in a cost comparison.

As to rear gears able to handle the load, I wish you luck.

.