Depending on the set up it may hurt more then help. Like he said only time will tell. Also being such a loose converter may make it nearly impossible to drive on the street. Sounds like he has done his research and that is all I was trying to point out.

Hopefully it works flawlessly but seems like it will be a bit high for the ideal set up. Very well could be wrong.

 

WOW on the PI stall..... Its time u call chris at Circle D... tell him Casey sent ya

 

WOW..I am just now seeing this..Congratulations!! I thought for sure you would be the one to break the SSS record but then I lost track...I have always had alot of confidence in n2o for drag racing, and your skill set based off of your knowledge/ old setup...Anyways I am very impressed..Congrats!

 

damn son way to make me wanna sell my truck lol. chase's twin turbo is ok but now yours in the 10's.

good deal. very nice truck

 

Sorry guys, been busy!

I do have a progressive controller as well as two nitrous kits. I usually spray 50-75 off the line with the first kit and then hit the DP system in 3rd gear. This run I only had one of the bottles full. Now that I am fairly confident on the fueling / plugs / spark advance for the nitrous, I will start messing with progressively controlling both stages. Progressive controllers beat the crap out of the solenoids. I want to get all the buggs worked out before cycling the noids.

As for N/A power, the engine dyno'd 613 (550 TQ IIRC) on the engine dyno immediately after assembly and a full heat cycle. With break in, tuning and open exhaust I figure she is easily making 650 at the crank. Calculate a 23% driveline loss and it is 500 at the wheels. Haven't had it to the chassis dyno but these numbers align with a comparable 408 from the LS1 crowd. I wouldn't be suprised if the truck was actually making 525+ at the wheels...only one way to find out really. Peak numbers is one thing however it is the overall curve and how long you spend in the sweet spot of power that proves the combo on the track.

Yes, still the 65E (FLT built with billet shafts). Couldn't be happier with the performance of it thus far. Running the stock 10 bolt with main cap studs and a T/A girdle. ...Its only a matter of time

N/A is a different animal and I am still working out shift points and timing. It is running consistent mid 12's at 105 however I really do think there is much more in it. Exhaust is a restriction for me and to really improve, I need cutouts. The 10.86 nitrous run was done through open headers (just unbolt the flanges and secure the exhaust pipes) whereas all of my N/A runs are through the exhaust. I am working on my SD tune where I will have a very free flowing intake option and open exhaust. I am sure there is a good amount of power to be found there.

Again, this truck is a balance of street/strip. I am on the edge of being called a street truck but it does just fine IMO. I like to do the cruise nights and car shows in the summer with the truck so I have personal limits on what I am willing to do with it for all out E.T.

 

yeah it sounds like there is plenty to gain in the N/A department. as for the progressive controller, i didnt like it at all. thats why i ended up getting a 2nd stage. it beats the **** out of your solenoids, and i didnt see a difference at all 60'/et wise. my plan is to spray as much as i can hook on the line and pour on the rest as soon as the truck hits 2nd gear. those are the initial plans anyways. if i can get into the 2nd stage before the 2nd gear shift i will.

what exhaust setup are you running? im debating whether i should add 2 cutouts just behind my collectors. for track use only of course. im still trying to call mine a street truck too.i can see your truck easily hitting 10.5 without changing a single thing in your setup. just working out the nitrous and traction.

 

Hey Kevin, Congrats on your new personal best E.T! Don't forget to send us pics & video when you get a chance.

Thanks,
Chuck/FLT

 

A little late to this, but very nice run and setup!