Baca BOOM!

Begle1 said:
Ah yes, this is the type of quality discussion that I love. :woohoo:




I'm absolutely ashamed to admit I didn't even realize they were much above 2000. I've been seeing all these billet cranks, girdles, deck plates, filled blocks, custom heads and triple turbo arrangements over the years and I never grasped what they all added up to.

So was this one that exploded on the dyno a stock, non-filled block? What were they doing wrong?

Are the 3000+ builds all Sigma-style inline pumps or are common rails in there too? Are there any V-8's in that power range?
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I think Craig and Chris got closest on a CR Dmax fuel only a year or so ago. I believe they were in the 2900 HP range on an engine dyno. With their sigma and triples, I'm sure they are far above 3000 now.

As was previously stated most 4x4SSD are north of 3000 with several in the 3200-3500 hp range but as far as I know nobody loads them hard enough to get an accurate number anymore. All the sweeps we've done on mine are 5500-6000 rpms cause that's where they run on the track. I'm sure if we loaded the dyno down to 3500-4200 rpms the HP number would sky rocket but then we'd be replacing the bent crank after even dyno run cause the torque number would also spike.

In the end 2500-2600 HP at 5500-6000 rpms is all you really need to be at the top of the heap in sled pulling. The rest is just a big dick contest.
 
There are some single charger trucks out there that are north of 3000hp. I’ve never really understood dyno racing either. A dyno is a tuning tool, nothing more
 
BluegrassDiesel said:
There are some single charger trucks out there that are north of 3000hp. I’ve never really understood dyno racing either. A dyno is a tuning tool, nothing more
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What size single turbo are we talking for 3000 hp?

What size turbos are typical for the 3-stage setups?
 
Kind said:
Side note, when are people going to stop wasting time on roller dynos and upgrade to hub dynos? Don’t say cost, that’s obvious. At this point in time there is no good reason to not have one if accuracy is important.
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And when do they stop using correction factors with turbocharged and nitroused engines ?
 
Begle1 said:
What size single turbo are we talking for 3000 hp?

What size turbos are typical for the 3-stage setups?
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Not many outside of the super stock diesel tractors run three stages, most other classes are limited to 2 stages.

I think a 3 stage would probably have a manifold turbo in the 85-95mm compressor range being fed by a 104mm and that one would be fed by two 104s, for a total of 4 chargers.

The other option would be to use a 5" plus charger to replace the two being used as atmosphere chargers.
 
Anyone catch what the correction number was, or uncorrected numbers?

Sent from my motorola one action using Tapatalk
 
Begle1 said:
What size single turbo are we talking for 3000 hp?

What size turbos are typical for the 3-stage setups?
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I think most guys with a single are in the 5.25-5.75" range for the compressor.

3-stage are illegal in one org and legal in another so most guys are running a 2 stage with something in the 4" range on the two atmospheric chargers and the manifold is in the 4.5" to 5" range. Plus trying to cram 3-4 chargers in a 3 stage configuration under the hood is tough.
 
Oops, meant to say "3-turbo setup", not "3-stage setup".

Sounds like 150 PSI is about the goal on these engines?
 
Begle1 said:
Oops, meant to say "3-turbo setup", not "3-stage setup".

Sounds like 150 PSI is about the goal on these engines?
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If I am correct, most guys like to see 100-150 PSI but they are pushing a $hit ton of volume. I thought I saw a video where baca's truck hit like 190 or something crazy.
 
Why not just put a bottle of oxygen in the bed and run it into the head. Saves thousands of dollar on chargers and the result will be the same at 150 PSI. LOL
 
Begle1 said:
Oops, meant to say "3-turbo setup", not "3-stage setup".

Sounds like 150 PSI is about the goal on these engines?
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RMJ_LB7 said:
If I am correct, most guys like to see 100-150 PSI but they are pushing a $hit ton of volume. I thought I saw a video where baca's truck hit like 190 or something crazy.
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I can't speak for everyone and their set ups but I run around 120-125 and the most I've hit is 155 but back pressure was 205 with 2000* egts and all three turbos decided they were done.

There are some out there that run 140-160 on a regular basis I'm sure but with exhaust waste gates to keep back pressure in check. Probably not a lot of tracks out there in which you need more than 125 on a regular basis though. If you look at the top four trucks/drivers out there my guess is none of them are running 150+ the majority of time.
 
Begle1 said:
What size single turbo are we talking for 3000 hp?

What size turbos are typical for the 3-stage setups?
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The two that originally were running competitively with a single a couple years ago were running a 4.9”, Terry was running a 4.1 when he’d jump up to ss from 3.6, last season he ran a 4.6” and was in the 2800hp range, since he has bought another 4.1 and has them out front of his 4.6 and the other 2 have gone up to a 5.5” and stopped dyno pulls once 3500 was exceeded with more available on tap but as Jeff stated, no reason to pull them down that low and there are a handful of other guys with 4.9-5.5” chargers on engines and some with dyno results, in that upper 2000 to lower/mid 3000mark, some are 3.6 trucks with ss options and others are unfinished business. With the light pro stock class turbo rule changes and prostock turbos now well into the 6” area, there are several chargers available at fractions of new price.
 
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So how does engine coolant work for these real big horsepower guys?

Is there any coolant circulating at all with the filled/ billet blocks/ aftermarket heads?

How long can they run before over-heating?

At what HP/ RPM do non-filled stock blocks become grenades?
 
J-Pipes said:
The billet D&J engine in Firepunk's S10 did about 3200hp on the engine dyno. Videos on YouTube. The sad, and or pathetic, part is there are a bunch of guys running huge power reliably in real competition, and these clowns can't even do it on just the dyno. This bonehead is long established as the most painfully slow 2k+ hp truck in existence. Cool pictures, but once again the king of ineptitude has shown his presence.

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This! His nut swingers will argue otherwise but I agree 100%!!
 
He was putting up 12 or 11 second times and then dynoing 15-2k hp lol I do think he finally got in the 8s but still..
 
Begle1 said:
So how does engine coolant work for these real big horsepower guys?

Is there any coolant circulating at all with the filled/ billet blocks/ aftermarket heads?

How long can they run before over-heating?

At what HP/ RPM do non-filled stock blocks become grenades?
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In the SSD4x4 sled pulling world very few have coolant. Some of the heads and ball bearing turbos are running coolant but definitely the exception and usually come from a separate tank of water or use the same tank as the intercooler.

In terms of run time 5 minutes is max usually but don't know there is any hard and fast rule. I can probably run mine at idle for way longer but if I make a full hard pass I can't hot lap it back around.

Again, for sled pullers only the number seems to be above 1100-1200 hp you're on borrowed time with a stock block. I don't have any idea on max rpms but I've had mine to 7000 and it lived. At that point rod bolts or bearings are probably more of an issue than the block.
 
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