Awesome❕l run a stock L.B.Z., SURPRISE - SURPRISE. I thought the last pull , well was the last ever pull! Dang, that is one stout stocker. Thanks for sharing 👍. 👌🏻👍✌🏻🌤 🇨🇦 😎.
Im a Dmax fan 1st & foremost but I was wholeheartedly expecting sparks, smoke, coolant, oil, and bits of hot metal on the floor! The stock rods aren't well known for surviving 600/700hp. Impressive!
@@100pyatt Absolutely, im sure his tune was a big factor in that working, limiting torque, etc. They didn't lay into the spray till it was already up into the pull pretty good, any early probably wouldn't have turned out good.
"Well, it ain't doin that twice......." 🤣🤣🤣🤣🤣🤣🤣 RJ was pretty calm and collect about scatterin the ol girl or makin the board, until he makes the board and seems a bit tense lol
Talk about a sign or perfect timing or what. Always wondered if you guys messed or dealt much with duramaxs. Finally getting back into the process of building a 427 stoker s475/gt55 possibly 400% not sure injectors atm with 14m pump
So is the variables same on the Cummins dyno pulls ??? Are they also on spray and the same setup ??? I’m good on fuel only as that’s real world scenario & reliable .
Hey guys glad to see ya'll strap a Dmax down. I have a 2015 LML that I'd like to add to your list. You mentioned it had a 48re swap. Is this something you guys could do on a lml?
Can you explain how it's possible to make that much power on stock head bolts? Why do so many people have head gasket issues and this guy can make big power.
@@specializ20 he only did it those few runs. It 1000% wouldn't survive this for more then a few pulls. Shear luck the thing didn't grenade at this point honestly.
Built 48 is a “dumb transmission” because it dosent have as many electronics holding it back, so essentially when you want it in 4th gear for example it will go into 4th gear no questions asked and will do it faster than an Allison. That being said, both transmissions have their strengths and weaknesses
48 is a better trans for racing. Less shifting, plus the Allison is a catch and release style transmission so it binds up if you try shifting it too fast. It's great for hauling and daily driving, but for drag racing nothing beats a 48 or 4r100, and the 48 is damn tough once upgraded.
I actually had to research that a bit because I've never seen it. I guess for sled pulling, dyno and drag racing, the 48 is the better choice. If you watch sled pulling videos, lots of Allison trucks going into limp because of sensor issues.
@@4wdiesels That's not really the case at all. Dyno and sled pulling is fine with a built Allison because the don't require quick shifting. Drag racing is the only time a 48 really outshines an Allison.
Can you explain how it's possible to make that much power on stock head bolts? Why do so many people have head gasket issues and this guy can make big power.
@@FROSTY2588 i think it would have snapped the crank first to be honest, cause the firing order on the lly is all at the front of the crank. Thats why an af cam is worth doing when you add power to them. To change the firing order to be more spread out.
@@builtbyme That's a great theory but still not proven. The only sure fix for Duramax is a billet small journal crank. And no it's not all on the front of the crank lol there is 8 cylinders. All the Duramax trucks have the same firing order, maybe l5p is different idk about that one.
@joshuaquilliam2887 changing the order (1-5-6-3-4-2-7-8 has become the somewhat standard change) helps disperse forces throughout the entire crankshaft. "With an alternate-firing camshaft, you're basically taking energy and moving it rearward, away from the crank's snout, where it can be absorbed by the flexplate. I have a 1000+hp fully built truck. Im pretty sure i know what and why an af cam helps the crank live. Its not a theory, its been proven. By wagler, socal, and many others. But wait cause i didnt know it was a V8 tho bud. 🤡
