shadowsniper3006

someone refesh my memory, what is needed for a converter retune? maybe the lower mph shift speeds maybe the converter slip causes that solinoid B code maybe the clutch duty cycle ?

There will be less ptv with the 799 heads. Valve size being equal Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

Obx is 1.75 primary with 2.5 collector. Pacesetter is 1.75 primary with 3 collector Arh can have 1.75 or 1.875 primary with 3 collector. I'm not saying either of us don't want larger headers for our trucks at this point, but I'm running 504 at the wheels through the obx and my buddy joe is running 545 at the wheels from his ls7 through the obx. And they're bolt on stainless headers for less then what $500. They seem to work out well. Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

I think its 85 for three pulls with a wideband hooked up. Different rate if your tuning though Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

just north of milwaukee. We're lucky enough to have multiple RWD dyno's in the area, but we also have 2 AWD dynos large enough for our trucks as well.

You should've heard it hit 8036.....I can't describe the sound change, but it wasn't good Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

i started with a quarter mile goal. if not that then you need a hp goal. What other reason is there to mod? If you say you want a fast street truck...you have to define "fast" in either 1/4 mile, 0-60 or HP. pick something and go for it. if its a show truck with tons of hp never used....then i don't get it. I'm thinking 12's is not the goal you want. Nothing about my truck bothers me, but you have to live with things if you want to hit a hard goal. Live with the stall speed and learn to drive it, live with the city MPG, its all effects of the goal you want. i think i paid close to a grand for my circle d, are you guys looking at single disks...... i should try to get a vid of my truck just driving around, maybe its me just knowing this is what i needed to hit my goals, but its not bad. I'm driving a 4500.....and it ain't bad. Yeah, under normal driving my trans acts like a cvt, the motor will stay at 3000 and shift through all the gears and never drop rpm...but it doesn't effect the driveablitly of the truck. you guys gotta make it out here for some racing and dyno runs and i'll show you first hand a high stall isn't bad, once your used to it

Right now I'm on a circle d band wagon. Chris was awesome to talk to, even answered emails on a sunday. When I told him I was going to try to break his converter...he literary said...bring it. I had bad luck with pi hitting their stall speed, but it held up to my power at that time. My tcs out of Canada was a god awful violent converter that pulled incredible 60 foot times....it ment business but sent its guts through my trans and cooler, scrapping the cooler and doing $800 damage to the trans. Their customer service kinda sucked. Back when I started yank had a lot of problems, which is why you don't see a lot of the older guys running them, but I can't speak for now of from personal experience Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

That's funny right there!!!!! Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

I got lucky. You know what they say, sometimes even a blind squirrel finds a nut Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

Ahh, you said a few guys. I thought I was the only one to date and didn't want to be mistaken about it. Mine was slightly larger duration but less lift. Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

Who? What platform truck? Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

nice to see a NA build with high goals.

They used to call it stage 3 porting. 5130 with me in it, but that was before the forged rims and smaller/lighter tires. Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

My cam was 224/228 .610/.588 113+4. So although it shares the intake duration nothing else is the same. 243 is a nice head to use, like was said earlier don't be afraid of the typically cheaper 799. Once ported they are equal, unless you want the hollow valves which can be added anyway. My home computer isn't hooked up anymore and my lap top took a crap so I can't figure out compression like I would like to, but I would try to maintain the 64/65 cc chamber after porting and use a thinner gasket for what tea recommends for quench height. My opinion is to use a roller tip rocker not the upgraded stock rockers. I prefer yella terra although I think their customer service sucks should you need it. There's a bunch of arguments for and against changing from the stock rockers, I personally don't buy the arguments for them, but its my opinion vs theirs. I also choose to upgrade the lifters for something made to handle rpm and spring pressure. I chose the cts-vr lifters at first but then went to morel. Zippy says he uses the ls7 most of the time, hard to argue with him. I also prefer less lifter preload, like about .015-.020. Again, arguments for more and less are out there, and both make sense, I prefer the less route. Other then that, up your stall, but I know its your dd....but a 3600 really isn't anything to fear. But city mpg will go down. I think I get 6 in the city, but still 13 on the highway in lock up. Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

My research has shown me otherwise. Pay attention to the flow numbers/or hp but compare the valve sizes used on each head and or the test bore size, and runner size used to compare the two Although the boat is cool, its hardly a awd 5100 pound truck with a ls based motor in it. If you want a run of mill trick flow head you can call up summit or jegs right now. If you want to go through tea and get a tfs head with custom valves or better springs or decked a little, then it will take a while longer. I chose to wait Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

12.8s, tea stage 2.5 317s decked to 68cc. Hard to beat their porting...on any ls head. By the way, check the tea address and the trick flow address.... Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

That's a very incorrect statement. When you need rpm you need a stable valve train. Light valves can help with spring pressures, valve bounce, and valve float. Mine are turned down hollow ls3 valves to help my motor run 7300 rpm with kinda minimal piston to valve, .080 Although afr is my second choice, I don't think they will beat a trick flow head. Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

I drive my 4500 all the time, to work, to the track, city, highway, going to pick my 3 year old up in it now. Don't fear a stall. After a couple of days driving a 3400, you'll forget you even have it. Just keep the trans cool. Unless you tow

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OP is there a track in your area to test her out, or dyno?

guys my comment was ment only to jab a friend, not to start a conversation about this again. Lets keep it back to truck topic posts again, and i will do the same.

I'm good friends with him so its all in fun. Quick jab to tbe ribs and then back on topic Sent from my SAMSUNG-SGH-I747 using Tapatalk 2

Sorry I can't help on the codes, but for the love of god please keep us up to date on the times that truck turns with that killer motor.

Me? I'm using a 235/240 .650/.610 111 cam, which ive learned is almost stupid and pointless. Going from a 224 cam with ported stock heads and a stock truck intake and like 6700 shift points with a 3800 stall, to $2800 trick flow heads with a victor intake and 102mm nw throttle body and a 4500 converter with 7200 shift points got me from 12.8s to 12.4s. I mean I'm it to go fast, but if that .4 isn't that important to you....run the torquer setup, it's more fun and is easier on the truck and wallet The lift on that cam is big in my view but the duration is very reasonable for converter and shift points. Was it spec'd out for stock heads?