Saltydawg":cz5hug50 said:
Gene was the ONLY person I could find reasonably believable times for in the 11 second range. He usually wins the events he attends and is normally the only diesel truck into the 11's.
I visited both chevy and dodge race fan sites and all of them mention this guy.
I gave you a link with 3 11 second trucks (two of which were drug trucks, which probably puts them over 600 ponies), and I also gave you the names of the drivers of 4 other 11 second trucks, 2 of which I built. Are you calling into question my honesty? I'm not sure why you would, as I have no vested interest in this debate. I could care less what someone wants to drive, and only entered this topic because I saw innaccurate information being posted. Winning a debate is not sufficient excuse for me to compromise my honesty nor my integrity.
Let me toss one last one at you: 1 truck, same gearing, same engine, same peak HP/torque at 2800 RPM (lets say 550HP, 1030 lbft) however through different fuel delivery curves in the computer, we are able to drastically alter the torque curve.
Engine A - Has a torque curve that climbs steady to 1800 RPM. At 1800 RPM, its reading about 1200 lbft of torque. By 2000 RPM, its hit its torque peak of over 1600 lbft. By 2200 RPM, it backs off to about 1300 lbft where it begins to let down fairly quickly. BTW, this is a common torque curve for a VP44 equipped 24 valve Cummins, TST PM3 Comp, Mach 5s, HX40/B2 twin setup, no drugs.
Engine B - Has a torque curve that RAPIDLY peaks to 1200 lbft at 1500 RPM, slowly climbs to a peak of 1400 lbft at 1800 RPM, then begins to let down gradually. BTW, this is a common torque curve for an 03 - 05 Common Rail with a TST CR box, FAST spooling twins, and Flux injectors. No drugs.
Engine C - Has a torque curve that gradually builds to 1030 lbft of torque at 2800 RPM, where it lets down. BTW, this is a typical curve of a 98 12 valve Cummins, with a TST #10 plate, shoved back for drivability, M370 Bosch injectors, and a large, slow spooling B1 turbo. No drugs.
BTW, if you want to verify these curves, these are all on Mustang load dynos (not inertials, as we need a load on a turbo diesel to induce boost and get the computer to start fueling. On the 12 valve, we need some load to convince the AFC to work).
Which of these three engines, when transplanted into the same truck, are going to run a faster 1/4 mile? Since you seem to be all hung up on HP and weight being the only factors in determining ET and trap speed, then you theorize that all three engines would finish at the exact same time?
Rod