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#61
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2007 LBZ Classic Idaho Rob ATP tuning, MPI twin turbos |
#62
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Is that because guys are putting a ton of effort into making power and not into there setup/launch or just the nature of a street truck?
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06 GMC 2500 CCSB SLT LBZ 4X4 ![]() ![]() These views expressed on this post are not my own, but rather randomly generated computer gibberish, and in no way should be used to judge the author's IQ or mental health. |
#63
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Thats always been a problem for many people. Relating back to sled pulling its the same thing. People will throw gobs of power at it and never perfect the chassis setup. I had a ecsb lly with a junkyard engine and with a basic engine setup (s366, 60%s and stock cp3) i was cutting 1.59 60fts on all terrain tires with caltracs, adjustable front shocks and relocated rear shocks that were double adjustable behind the rear axle. Not that 1.59 is impressive by any means, MOST trucks you see average in the 1.6x range. Our race truck has the same setup except traction bars and it did a 1.54 60ft this past weekend we are shooting for 1.4s when we get the engine back together
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2005 lly-tow rig 2006 lbz- 4l80e, single s476, 200s, 2xcp3 4870lb |
#64
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For example, a straight centerlink helps with 4x4 launches, but many people claim it reduces turning radius, which is critical on a daily driver. I have heard various complaints about DD-ing traction bars / caltracs, from "minor" stuff like them rusting from daily use in salt, to noise/harshness complaints. And so on. All these trade-offs make sense for a truck that gets used for racing and weekend warrior use, but even minor annoyances add up when you drive the truck daily. That's a big part of the reason why I have 660 RWHP but only cut a 1.8x or 1.9x 60'. I need to be able to hook a trailer to my truck one day, throw dirt bikes in the bed the next, tools and equipment the next, then I roll to the track for fun the next morning. If I had to spend more than 30 minutes adjusting my setup, I probably wouldn't bother, knowing I am going to adjust it, get 3 runs in at the track, have to put it back, then back to work. So I am one of those trucks that is useless until 660' or so. But I enjoy it, even if my times aren't competitive. And I'm sure that's a big part of why I like to race the 1/4 mile. I can run a lot of cars/trucks down that beat me in the 1/8th by the 1/4, and that's pretty fun. I imagine it is a bit baffling for them, watching a work truck with fuel tank + toolbox + lift gate walk past them on the back half ![]() |
#65
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i feel its way more the fact everyone reads the net and there flat out isnt much info out there on how to properly setup a 4wd diesel to launch correctly. its not as simple as "run this, this and this part, turn knobs here and pull 1.5 60 ft all day long", thats much easier to do with HP parts. 1/2 of it is the track as well, TnT nights here, they dont prep the track for shit so you gotta get on the track first to get anything worth a damn.
Then you have the fact that certain parts can make up for lesser parts. IE: a radial or slick can make up for poor suspension setup or part choice, good shocks can make up for weak steering/control arms, and so on. Kind of like putting big turbos, big sticks, and running a stock short block. Yes that sum bitch will haul ass but you wont get the full potential till everything is combined. i have help ALOT of guys around az setting up suspension because they want to go fast, there is a big lack of knowledge here.
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James 02 LB7, LLY, LBZ, LMM, LML, L5P 2500HD CC/LB dmax/alli "The Limo" BIG THANKS TO: Mike L, Steve, Trent, Guy, Dan, Ruben, Josh H, Scott, Brian and everyone else who has put a hand in to help me. ![]() best time to date: 12.39 motor died/bent rods = 3/11/11 back from the dead 7:04pm 4/9/2012 Limo is back in the garage, now driving a built chevy tracker ![]() Tailgate Crew Member #4 |
#66
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Reading your Tracker build was quite interesting for me with how you built the shocks. I am sure I could launch my truck better and not give up off-road abilities with the right shock setup, but I don't know how to do that like you do. So I set it up for off-road / street comfort, since that is 98% of the time I drive, not track use. Plus I can just buy off the shelf shocks ![]() |
#67
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So what im getting at there is no defined way because you may think your way is the only way to go to get traction but yet the guy next to you completely blows out of the water on launch and his truck looks completely different in how it launches. at the end of the day though, the cheap setups leave alot left on the table and a dedicated drag setup will always work best. btw, my rear shock setup on the tracker is FAR from ideal but it works. there is a "falling rate" to it but its not terrible. when i say falling rate, i mean that as the suspension compresses from full droop, the piston speed in the shocks slows assuming the suspension is compressed at a constant rate. Since shock valving is velocity sensitive, this is not ideal to keep the suspension performing at its peak. generally you want the shock to work the other way round that as the suspension compresses, the piston speed in the shock increases. Since mine is linked, im able to take into account the rotation of the axle as it twists (think of pinion angle change through the suspension cycle). my links are setup to keep the pinion in line with the drive shaft to utilize a DC style drive shaft, that means mucho pinion angle change or axle rotation. So even though the shock is mounted less than ideal, the rotation of the axle is amplified at the lower shock mount and it rotates the mount up into the shock as it compresses, helping keep piston speed from falling off. i have no data to say how much it changes this or how good its doing but bases on the fact my wheel travel matches my shock length (15" because i pulled the 1" internal shock spacers out) and my valving works awesome without needing to go super heavy, it seems my idea worked. falling rate and so on can also be applied to drag racing shock setup. hence why so many guys make sure shocks are setup straight up and down, not at angles like stock trucks use in the ass end, makes valving changes much more effective
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James 02 LB7, LLY, LBZ, LMM, LML, L5P 2500HD CC/LB dmax/alli "The Limo" BIG THANKS TO: Mike L, Steve, Trent, Guy, Dan, Ruben, Josh H, Scott, Brian and everyone else who has put a hand in to help me. ![]() best time to date: 12.39 motor died/bent rods = 3/11/11 back from the dead 7:04pm 4/9/2012 Limo is back in the garage, now driving a built chevy tracker ![]() Tailgate Crew Member #4 |
#68
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Those were my first events also. I know the first one I went to was in '07, or maybe '06, as my uncle drove us, and he passed in early '08. And I remember the events the following couple of years as well, when they added the pulling track. I know I've got some pictures and videos stored away somewhere from those events. About the time the OBX events stopped is when Aaron started doing his event, first at his shop, and then out at Piedmont. Can't remember exactly when it became official with ODSS. Those events are still a lot of fun, but it's a completely different atmosphere. I really miss the events of that era (~10 years ago). It was a time when the diesel industry wasn't really an "industry", and a time when it took a little knowledge to go fast, or even semi-fast, and not just a big checkbook. I didn't even have a diesel back then, but those were the most fun of any racing events I ever went to. Heck, they're most of the reason why I have a diesel now. |
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