Home Forums Gear Hunting Trucks and Four-Wheel Drives YO! Blaine!...........

You really NEED to upgrade your tranny. I just did the Suncoast upgrade on my Cummins & the difference is astonishing. Not only does it pull much harder, but the "slushiness" (tech term) is gone. No wasted rpms at part throttle. Drive almost like a manual tranny. Tweaked the exhaust housing on the turbo & played with the wastegate a little too & now I'm seeing 41 lb of boost in lockup mode.

Wanna race? <img src="/ubbthreads/images/graemlins/cool.gif" alt="" /> <img src="/ubbthreads/images/graemlins/cool.gif" alt="" /> <img src="/ubbthreads/images/graemlins/cool.gif" alt="" /> <img src="/ubbthreads/images/graemlins/cool.gif" alt="" />

badger

I'll race ya. <img src="/ubbthreads/images/graemlins/grin.gif" alt="" />

I do indeed want the Suncoast upgrade. Guys report lower ETs with the upgraded tranny, and it's nice to know your 750-900 ft lbs motor won't tear up your tranny.

I am going to get the 150 HP Edge Juice soon. I have the 125 HP model now. What is interesting is how the numbers Edge uses are very conservative. The 125 HP setting usually makes an extra 140 HP at the rear wheels, while the 150 HP box makes another 200 HP at the rear wheels. This equates to about 440 HP and 850 ft lbs. Of course, this is at the rear wheels and the Alli takes 60 HP to turn. I'm not sure what the input shaft torque is, but whatever it is that yields 850 ft lb at the rear wheels will tear up the Alli......

I can get away with infrequent full-throttle runs at the 125HP level (740 ft lbs), and that is probably still enough to beat your truck. <img src="/ubbthreads/images/graemlins/wink.gif" alt="" />

BTW, does it take a specialy trans shop to do the mod or can most auto trans guys handle it?

What is the torque rating for the beefed Dodge Auto? The $3000 (plus installation) Suncoast kit for the Alli makes it a 1000 ft lb tranny, and the next level takes it to 1200 ft lbs.

I used Jeff Garmon of Garmon Performance diesel to do the upgrade. He had an identical 2003 truck to mine that he had just done the same upgrades to, including the turbo housing porting that dynoed 503 hp & 1060 lb/ft. Unfortunately there wasn't enough time to dyno mine because he was buried, had a Cummins motor to build by the end of the day for a meet Sunday. Jeff said mine should dyno very similar numbers as both trucks had the same exhaust (Banks) & TST PMCR fueling boxes.
The Dodge tranny needs billet shafts if you start knocking on the 650 HP/1200 lb/ft threshold. I don't know if I am going to do much more than this, though. <img src="/ubbthreads/images/graemlins/smile.gif" alt="" />
Truck should run high 13's...........
BTW, Jeff Garmon built the street legal Dodge that ran 10.3 @ 129 mph a week or 2 ago. This was the motor that broke. 80lbs of boost AND alcohol injection are not a happy combination............ <img src="/ubbthreads/images/graemlins/confused.gif" alt="" />

Bearstalker,

what you got? <img src="/ubbthreads/images/graemlins/crazy.gif" alt="" />

badger

Broke a Cummins? He must not be livin' right because there a few Cummins that have run 9s without breaking.

It gets addictive the amount of power that's available with these new tubro diesels. At least with the Cummins and the Dmax. I don't think I'll push mine above the 440 RWHP level, since I'd like it to last a long time. To get 500 RWHP, all you have to do to a DMAX is use the TTS reflash....it is that easy. No new turbo, no new exhaust (though you should to keep EGTs down), no other boxes or anything. Costs around $1K and that is all you have to do to get 500 RWHP.

To go above that, guys start stacking and/or adding Nitrous and I don't like that concept. I haven't kept up with what happens with a bigger turbo, injectors, etc, but there are guys putting down 700 RWHP, probably even more by now. It's all in how much you want to spend and how short of an engine life you'll accept. I have come across several low 10 sec DMAXes, don't know if I have seen one break into the 9s, but I think the Alli will become a limit it a guy wants to go very far into the 9s. I think a real racing tranny will be needed at that point.

BTW, my truck ran a 14.49 with a 90 HP box. High 13s with the 150 HP box will not be an issue, many have done it. Of course, as well all know, the rate at which HP is built is a huge factor in accleration. I think that is why turboed motors seem to out ET their HP.

I think the Chevys weigh less than the Dodges, and the V-8 may wrap a tad bit quicker than the 6 due to it's lighter rotating mass. That may account for the Chevy's seemingly quicker ETs with less HP.

Anyway, enough of this! You'll get me sucked into building my truck into a full-up racing rig, and that's not why I got it. <img src="/ubbthreads/images/graemlins/wink.gif" alt="" /> If I ever get the itch to race again, I'll build a big CI big block (IE 509-540) and put it in an S-10 bodied Chassis (has to be a trcuk this time). I'll build the engine mild so I don't have to spend all my time maintaining it--unlike my last drag race car. I should be able to run mid-9s and keep the rpm under 7200, which means long component life-----theoretically.......... <img src="/ubbthreads/images/graemlins/wink.gif" alt="" />