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Old 10-12-2017, 11:01 PM   #21
Rich dzl

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I went 8.97 83 mph in the 1/8 with a stick 5spd . 12mm pump custom delivery valves no afc and 5x.014 and 64mm turbo .. that was 2002-2003 and was rather fast before common rail days .. side note non intercooled pumps flow more fuel ... 4x4 truck weighted 5800 lbs so power wasn't great

Last edited by Rich dzl; 10-12-2017 at 11:03 PM.
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Old 10-14-2017, 01:12 AM   #22
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Quote:
Originally Posted by Cummins Driver View Post

What would an A518 hold without billet shafts? Is the input shaft about the same strength as a regular 47rh/re input shaft? I see some 727's that are close to stock as far as the transmission goes running good times so thats why I ask. If it would hold 13's with a moderate launch with just a VB and Converter, it would be tempting.

Dont know what my path is for the truck yet. Was planning on selling it but now that i've spent some time on it, I find myself wanting to keep it...
There was a guy on here a while back with a turbo and nitrous and not much else that was running low 12s....2wd on slicks. Stock trans and converter. I think non-i/c pump and stock injectors too. So fast times definitely are possible. You'll need some injectors first thing though.

Also hey Rich, on a side note, is your truck Red?
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Old 10-14-2017, 07:53 AM   #23
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Was that an A518 or 727? Seems like most the fast trucks are 727 for whatever reason. I assume the a518 should be just as strong with the exception of the overdrive unit.
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94 Dodge 2500 4x4
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Last edited by Cummins Driver; 10-14-2017 at 08:04 AM.
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Old 10-14-2017, 08:42 AM   #24
Rich dzl

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It was a grey reg cab .. I built a set of 5x.018 injectors matched with non ic pump 4200 rpm spring for a guy in a ramcharger stock 727 it goes 8.50s in the 1/8 but it stripped 4800 lbs 91 mph it's out of gear in the 1/8 mile 727 3.54 gear is a nice setup problem is you run out of gear on the top end ..you need lock up if you try to use a overdrive setup ..

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Old 10-14-2017, 11:13 AM   #25
Ryan Tucker
 
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Originally Posted by Cummins Driver View Post
I recently did some trading and wound up with a 91 model W250 intercooled A518 truck. Pump is unmolested aside from someone had loosened the AFC, tightened the pre-boost screw and rotated the stock pin to the deepest spot. All the other tamper proof caps are on the pump except for the pre boost screw. Its not fast, but not too slow. Id guess 16's.

What would an A518 hold without billet shafts? Is the input shaft about the same strength as a regular 47rh/re input shaft? I see some 727's that are close to stock as far as the transmission goes running good times so thats why I ask. If it would hold 13's with a moderate launch with just a VB and Converter, it would be tempting.

Dont know what my path is for the truck yet. Was planning on selling it but now that i've spent some time on it, I find myself wanting to keep it...
We started breaking shafts at around the 7.90 to 8.teen range with stock stuff in the 518. Took it to 7.40s with 1.45 60s with billet shafts. Worked good but was just out of power, VE limited us from going any faster. Once we converted to the P pump and 125# boost nothing about the 518 or convertor worked....
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Old 10-14-2017, 01:22 PM   #26
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Thanks for the info guys. I dont have a clue what my plans are for this truck yet. Heck it may get sold, but it would also be tempting to put it in the 13's if it would do it easily enough.

Ryan were you breaking shafts during the launch or at shifts?
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01 Dodge 3500 4x4 Dually Ext. Cab
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Old 10-14-2017, 04:25 PM   #27
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Thanks for the info guys. I dont have a clue what my plans are for this truck yet. Heck it may get sold, but it would also be tempting to put it in the 13's if it would do it easily enough.

Ryan were you breaking shafts during the launch or at shifts?
Both. 2x on the leave and again going to second
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Old 10-14-2017, 05:02 PM   #28
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Quote:
Originally Posted by Ryan Tucker View Post
We started breaking shafts at around the 7.90 to 8.teen range with stock stuff in the 518. Took it to 7.40s with 1.45 60s with billet shafts. Worked good but was just out of power, VE limited us from going any faster. Once we converted to the P pump and 125# boost nothing about the 518 or convertor worked....
What truck/weight?
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Old 10-14-2017, 06:55 PM   #29
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Not my Black C10 but the great one I built for my brother in law Bruce. 91 C10, it was like 4950 when we were running a very pump, once we changed it to a 13 p pump I got weight down to legal 4500#

He got tired of the diesel thing real quick, constant parts breakage can do that to a guy. I built him a nice blown 383/TH400 combo that's been in it since, fast and very dependable now

Last edited by Ryan Tucker; 10-14-2017 at 06:59 PM.
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Old 10-14-2017, 07:04 PM   #30
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Originally Posted by Ryan Tucker View Post
Not my Black C10 but the great one I built for my brother in law Bruce. 91 C10, it was like 4950 when we were running a very pump, once we changed it to a 13 p pump I got weight down to legal 4500#
Ah. Just comparing weights and times with my heap. 1,450lb difference.

My best at the local track (8th mile @ 250') is 7.97 @ 6400lbs. 8.05 was the norm.

Dialing-in the new spinny-things (which added 200lbs all inclusive). I'm slow at the moment. Still working on it.


Broke all the shafts in the 518 similarly, a while back now.
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Last edited by BC847; 10-14-2017 at 07:06 PM.
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Old 10-14-2017, 07:32 PM   #31
Ryan Tucker
 
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Ah. Just comparing weights and times with my heap. 1,450lb difference.

My best at the local track (8th mile @ 250') is 7.97 @ 6400lbs. 8.05 was the norm.

Dialing-in the new spinny-things (which added 200lbs all inclusive). I'm slow at the moment. Still working on it.


Broke all the shafts in the 518 similarly, a while back now.
Edit, was supposed to be Grey truck, and VE pump. Lol
Cool deal. I always loved the Cummins engine.
Started with a tiny 62 single that had us in the 8.30 range. Switched to a 71 single bit a bit of spray to end up at 7.40s. Then we hung a 94mm S500 under the 71/73 and built a 13mmp pump and it was hard to improve on e.t. it just broke something every damn pass, made 125 pounds of boost but it was a bust and waste of time with that trans/convertor combo, I drove it 1 time and eased it through in the 7.20s but it was just not going to work. Back then if he would have just listened and let me help him switch it to my 400 combo we would have been in the 5s. Black truck then was 6teens but...I only ran a single 71 with a measly 60 ish # boost

Last edited by Ryan Tucker; 10-14-2017 at 07:35 PM.
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Old 10-14-2017, 08:14 PM   #32
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I'm sticking with my VE. It's enough. I've broke enough. I suppose I could easily trim a strong .5 off if I got rid of the water-heater sized muffler, the fuel and trans cooler stuff. Gut the cab, loose the AC and PS. Get lock-up.

But then I couldn't ease to the coast like I've enjoyed thus far.

There'll always be a quicker truck.




Yeah, right.

I need to tune the chit and loose .35+ to justify the added air.
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Old 10-14-2017, 11:37 PM   #33
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Lol there you go, can't beat that little inj. pump for low speed torque, smoothness, drivability, milage, etc....7.90s is a quick street truck, I'd drive the wheels off it and enjoy the air conditioning.
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Old 10-15-2017, 01:37 AM   #34
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I'm sticking with my VE. It's enough. I've broke enough. I suppose I could easily trim a strong .5 off if I got rid of the water-heater sized muffler, the fuel and trans cooler stuff. Gut the cab, loose the AC and PS. Get lock-up.

But then I couldn't ease to the coast like I've enjoyed thus far.

There'll always be a quicker truck.
Yep, just lots of fun having one that gets with it. Its been a while since we've had my '90 model out just running. Amazing how she feels with no trailer or load on 'er. lol She was the first to receive a Mt. Diesel Hot rod pump and, at the time, probably marine injectors. Hottest truck I ever drove. ...especially before I purchased the Banks intercooler stuff.

...and I was thinking the other day, of course the odometer is inoperable, but, I would guess since I've owned this old truck (1996) I would say she has a least 400K miles with that mild 300HP set up.
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Last edited by Bodacious; 10-15-2017 at 01:40 AM.
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Old 10-17-2017, 07:15 PM   #35
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BC847, are you still running a non-lockup?
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94 Dodge 2500 4x4
Some fueling and an HE351cw
Goerend Triple disc, VB, Billet input, and Suncoast flexplate


01 Dodge 3500 4x4 Dually Ext. Cab
Self Built 47re w/Goerend Kit and DPC Converter
Air Dog, AFE Intake, Edge CTS Juice w/Attitude
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Old 10-18-2017, 04:20 PM   #36
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BC847, are you still running a non-lockup?
Yup. Custom Suncoast unit. Been dinking with the fluid lately. Data-logger's tach & speedo says it's right at being locked once in third @ WOT.
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Old 10-18-2017, 07:59 PM   #37
Ryan Tucker
 
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Have you switched over to straight hydrolic fluid yet, it will further tighten it up 200 to 300 rpm. It's all I've ever used 24 years worth of hot rods and race cars.
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Old 10-19-2017, 09:14 PM   #38
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Yup. Custom Suncoast unit. Been dinking with the fluid lately. Data-logger's tach & speedo says it's right at being locked once in third @ WOT.

I see. My 800/300 stall Goerend in my 94 12 valve is a tight sucker. Pulls darn good out of lockup. Pretty far cry from the stock converter in this 91
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Goerend Triple disc, VB, Billet input, and Suncoast flexplate


01 Dodge 3500 4x4 Dually Ext. Cab
Self Built 47re w/Goerend Kit and DPC Converter
Air Dog, AFE Intake, Edge CTS Juice w/Attitude
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