Truck is a 2007 5.9 4x4. It's a quad cab short bed.
Suspension: Stock but I have the rear leaf spacers and overloads pulled. This took about 2 inches out of the back and helped the ride quite a bit. Shocks are Rancho RS9000XLs.
Fuel: 60% over 5 hole 124* spray angle extrude honed remans from Jamie @ CPP. These are relatively smoky but they are really quiet and smooth. I have not experience any rattle with them.
Melted piston update: one injector was spraying way outside the bowl. Melted the piston, scarred cylinder.
Injection pump setup is the PPE Dual fuelers with a stock LBZ pump on top and a T&C 60% over pump on bottom. The T&C pump would not keep up with these injectors when I ran it solo. I was dropping rail pressure on very mild tuning. The dual fuelers have handled everything that has been asked of them.
Lift pump is an ADII 165. It's a non quick-connect setup and I've had no issues with it at all. It does sound pretty sickly sometimes though.
Truck also has a T&C wild rail with a 32k relief valve. Some people's eyes get wide at this pressure but it's there to protect the injectors in the events of spikes or malfunctions, not to run at that pressure all the time. It offers protection you don't get with a capped rail.
I didn't like the feed that came with the dual fuelers so I redid them in some braided lines with an fittings. -8 to dual -6.
Here's the Stock PPE 5/16" Tee next to my concoction:
On the truck:
Air: Stainless Diesel compound turbo setup. It's a polished stainless diesel t3 manifold. Turbos are a Bullseye 62/68/14 with a spring gate setup over a box stock 75/96/1.32 T6 borg warner. This setup has been fantastic for me. I highly recommend plunking down the extra coin on a Stainless Diesel setup if that's the only thing preventing you from purchasing it. All the piping and hot pipe lined up perfectly. They do not include a coolant line and transmission dipstick tube like MPI does. I'd give the edge to MPI in that category. You do have to bend A/C lines like most other kits. It wasn't hard to do. I pulled the passenger side battery and inner fender to aid in install. Spool is nice IMO but that's relative. I'll try to grab some videos of me playing around on the street eventually.
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The transmission is a Garmon competition unit. It has full billet shafts and a billet triple disc converter from Precision Industries. The input is also from them it is 300m and cryoed. I don't know if that makes it a stronger shaft or not but it sounds fancy. It shifts pretty firm and very quick. I'm very happy with this guy.
Other doodads are an Edge CTS for gauges (dumped a full suite of DiPricols and ISSPROs for this thing and I love it), Hamilton 110# springs, A1 Studs, Aluminum rear driveshaft with spicer 1480s, Motorsport Diesel coolant bypass, 305/70/17 Nitto Terra grapplers, 5" Expandit exhaust (straight). I recently swapped the front ball joints for carlis. Truck tightened up considerably. I redid the stereo with a Kenwood Garmin Nav double din, Polk MM Components and a Rockford Power t400-4. Front doors are dynomatted and ensolited. I'd like to do the rest of the interior but that kind of stuff is on the back burner. I really like the Head unit. It has bluetooth pairing with your phone so you can make calls from it hands free by programming names into it. The nav in dash is nice too.
Weight is 7040#s with me in it. Best ET is an 11.85 @ 116.98. Comp D calculator says 764 rwhp with the MPH and weight. I haven't had it dynod since the new tunes and dual fuelers.
Here's an 11.89 pass at Cajun Nationals a few months ago this was a tune from Mike @ ATP. Kory Willis handles most of my tuning normally, I just didn't give him enough time to get me a good hot tune for the track that day.
I'm sure there's stuff I'm forgetting, but that's most of the major stuff. I'm working on getting some ladder bars put together and then I'd like to take another crack at the track. I think I can knock a little off the ET with a more aggressive launch without wheel hop. It was an issue that day.
arty018:
banghead:
:thumbsup:
