DoubllD's Juggernaut Build

[Doublld]

Yes sir very nice engine build. It will be a monster after ur done. What are u going to use to tune.

i have the factory ecu that has been modified for standalone. so hp tuner

 

[Doublld]

It's getting there. Can't wait for the start-up vid.

im working on the wastegate valve as i type waiting for the pipe to cool so i can weld the other part on the downpipe

 

[Doublld]

 

[Doublld]

Everything fits just like its supposed to. Love how it's turning out. I have another side to do

 

[Whitebeauty]

Now that's purty right therrr.

 

[Redlantern]

Damn, looks sick Danny. This thing is gonna fly!

 

[iniazy]

I just stumbled upon this thread. What a fascinating thread. Skimmed through most of it.

Sorry to hear about you giving up on the Toyota drive train. I believe there were several mistakes and downfalls that caused your trouble with the 1GR engine. Not so sure what's with the transmission though.

The stock compression ratio of 10:1 is way too high for the levels of boost you are targeting. Consider any factory-boosted application around with similar levels of power, like the Caddilac CTS-V. This car makes 570 HP (probably no more than 499 on the wheels) with a 6.2 Liter Supercharged V8, and with only 9 PSI, GM still drops the compression down to 9.1:1 for that boost. What would you think of when you have 14 or 19 PSI! And with the corvette ZR1 similar levels of boost, it has a CR of 9:1. Even with forged pistons, forged con rods, and performance head gasket, with this CR you're not going anywhere.

If you had dropped the compression to 9:1 you'd have been much better off.

Anyway, what's happened happened, and most certainly a 6 L V8 will have much more power potential than a 4.0 V6, so I'm watching this thread. Just keep an eye on compression ratio. I learned from a friend that if you get a 5.3L Vortec V8 and put on LS2 6.0 L heads, you would end up with about 8:1 CR without playing with the pistons.

Just a thought, what were you using for engine management in your Toyota V6? Also, I noticed you only started talking about intercooling very late, does that mean you didn't have an intercooler in the begining?

Keep up the good work, and don't give up! :top:

Thanks,

 

[Torspd]

He had the AEM, which was adapted by Dezod for the 1GR.

 

[Doublld]

I just stumbled upon this thread. What a fascinating thread. Skimmed through most of it.

Sorry to hear about you giving up on the Toyota drive train. I believe there were several mistakes and downfalls that caused your trouble with the 1GR engine. Not so sure what's with the transmission though.

The stock compression ratio of 10:1 is way too high for the levels of boost you are targeting. Consider any factory-boosted application around with similar levels of power, like the Caddilac CTS-V. This car makes 570 HP (probably no more than 499 on the wheels) with a 6.2 Liter Supercharged V8, and with only 9 PSI, GM still drops the compression down to 9.1:1 for that boost. What would you think of when you have 14 or 19 PSI! And with the corvette ZR1 similar levels of boost, it has a CR of 9:1. Even with forged pistons, forged con rods, and performance head gasket, with this CR you're not going anywhere.

If you had dropped the compression to 9:1 you'd have been much better off.

Anyway, what's happened happened, and most certainly a 6 L V8 will have much more power potential than a 4.0 V6, so I'm watching this thread. Just keep an eye on compression ratio. I learned from a friend that if you get a 5.3L Vortec V8 and put on LS2 6.0 L heads, you would end up with about 8:1 CR without playing with the pistons.

Just a thought, what were you using for engine management in your Toyota V6? Also, I noticed you only started talking about intercooling very late, does that mean you didn't have an intercooler in the begining?

Keep up the good work, and don't give up! :top:

Thanks,

i actually had lower compression pistons ask tor the ratio i bought them from him. i always had a intercooler. i was toying with the idea of doing a water to air intercooler. im also doing a stroker kit with 8.7 c/r with a 4.000 crank. thanks for you input. transmission issues were due to the aem causing communication errors between engine and trans. that was sorted out when i did the chevy trans swap with standalone trans controller.

 

[iniazy]

I thought you were running standard CR. Sorry. I thought I read it somewhere in the thread.

the 8.7 will be on the new LS engine?

About the transmission, so there wasn't really anything wrong with the transmission? That's good to know.

 

[Doublld]

I thought you were running standard CR. Sorry. I thought I read it somewhere in the thread.

the 8.7 will be on the new LS engine?

About the transmission, so there wasn't really anything wrong with the transmission? That's good to know.

yes on the ls. trans was fine the aem was affecting it. i have the adpater plate for the chevy trans swap if you want to buy it

 

[Clifford]

Looking good man, any plans for support brackets for the turbos to help take some stress of the manifolds?

 

[Doublld]

Looking good man, any plans for support brackets for the turbos to help take some stress of the manifolds?

didnt plan on it

 

[Torspd]

Turn buckle heim joint supports. Indy style :top:

 

[Doublld]

Turn buckle heim joint supports. Indy style :top:

i dont think it will need it but ill look at it and see

 

[iniazy]

Man, so many lessons to learn from you, really appreciate sharing it.

 

[Doublld]

Man, so many lessons to learn from you, really appreciate sharing it.

no problem im still learing too. tor knows alot more about these trucks

 

[EMS Guy]

^^^is scared about boost control. No priority

 

[Doublld]

^^^is scared about boost control. No priority

not sure i follow

 

[Torspd]

http://www.nelsonracingengines.com/the-gallerry/NRE-Warrior-Series.html

Wastegate priority reference. ^^^