1st are there any low 11 sec 6.4 out there running fuel only and what kind of dyno numbers do they have if so? I see that rudy's has one but what is his setup?
What would it take to get in the low 11's fuel only and what kind of dyno numbers?
Looks like a good many people are hitting the 12's pretty regularly with 310-345 programmers, studs, injector tips, fuel systems, deletes and trannies...
Nothing special? I'd say considering all 6.4 turbo options, they're pretty special. I don't even know of a more efficient set of turbos on the market for what 99% of the trucks out there are running. 650+ hp, and 1200+ tq on fuel only for an easy to drive daily driver is pretty friggin' good if you ask me, especially for the price. You aught to know, as you're one of the first guys to have them, right? The turbo compressors are 59/71 inducer combos, with the 71 being a billet wheel, compared to a 53/65 mm stock combo, with very minimal lag. The only other turbos on the market, other than completely custom stuff I'm aware of are the high power(63/76 combo), and max power (66/82) compounds from Elite, and at this point, have an extremely limited availability.
For peak power, no. Tow powers are nothing special, but when it comes to guys who work their trucks, and don't really get into racing, they're king. Considering a lack of other options, they're actually pretty good for racing too. Once Rudy finally gets his max power turbos, I suspect his fuel only numbers to be deep in the 11's, and with proper tuning, possibly high 10's at some point down the road. He's obviously got the fuel for it, now it just needs more air. He's even toying with the idea of getting a race-only setup we've got. The problem will be back to getting the things lit quickly though, and not powering through a torque converter loose enough to get it lit fast enough.
To sum it up, I fully expect to see 1 or 3 full bodied 6.4's deep in the 11's or possibly 10's by next spring on fuel only. The 6.4's have come a long way in a short amount of time due to the excellent platform to start with. Next year should bring about at least as much progress as this year's race season has. Just think about how many 10 second or faster power strokes in any form there were before this season began....
Some of the best news I guess is the carnage exposed this year already has viable solutions figured out for just about everything, such as melting up pipes on crazy fueling. That will allow the Power Stroke community to go find some more weak links further down the chain. :ford:FTW!!!
I think he melted the pistons when a boot blew off while the truck was still pulling hard between the 1/8 and 1/4 marker. I can't remember for sure though.
Keep in mind the truck is on 37s with 3.55 gears, and it was run at 5000 feet of altitude, sea level might have been ok to run the 345 but i dunno, thats alot of mph to loose
not sure on the timing, but boost and back pressure have been dialed for awhile now, the guy runs fuel only, the wastegate has been dialed on the dyno to maximize boost/back pressure levels to make the smoothest/most powerful curve, it dyno'd 67X on fuel at ATS event, correction factor was pretty big though, dont remember uncorrected numbers
How do you figure? If there is too much fuel there then its not going to make the power, egts were lower with the 345 than the 310 because it was sooo flooded with fuel, the only thing we dont have is a A/F ratio to go off of, but it rolled so much smoke down the track it was clear that there was entirely too much fuel. Truck has tow powers and ported heads btw
I guess thats a good problem, just need to figure a new turbo set-up. I have been thinking about new turbos for awhile now and I like the idea of a single.
I think at worlds he was running innovative, all of rudys files are completly custom. And in this case with that much extra fuel, nitrous would have done wonders, so comparing rudy isnt necessaraly a good compareson, I would have to find out exactly what tune rudy was running, he did make a fuel only pass as well as some nitrous passes.
I guess thats a good problem, just need to figure a new turbo set-up. I have been thinking about new turbos for awhile now and I like the idea of a single.
More fuel + the same Lbs/Min of air + same rpms = more Hp. This is simple math and is proven. Just have to have all the readings to prove that you have the same lbs of air. The issue lies in when the air factors change, like lower boost, higher boost or higher intake temps.
For rough talk we have always used that 1 lb/min or air should make 10 hp at the crank. I have made an Excel spreadsheet and can get an educated guess on what the boost gauge needs to read at given rpm to make a desired HP. What is very interesting is how much boost you need at 4500 rpms compared to 3500 rpm to be moving the same Lbs/min of air to make the same HP.
I would if I could keep the truck together with that much power. For now, I have been backing it down a little and running extreme street instead of the race.
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