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Well folks I decided it's time to get back out into the competition world. I haven't done much since TDP 2006 Pull off.
Last fall I submitted my entry to compete in the Diesel Power Challenge 2012 and I've been selected as a finalist. Now it's up to the readers to vote. In order to vote you will need to have the April issue of Diesel Power Magazine and fill out the ballot inside. No photcopies allowed.
Thanks in advance for your support.
Consider it done.
X2 Picked up the April issue yesterday.
Ditto!
Good Luck John!
I'm working on a new Facebook page and hope to post some details there soon. I haven't been too keen on the whole Facebook thing, but I'm beginning to think that there are a lot more of my contact base there than I originally thought.
Of course you have my vote. I get confused with the Facebook thing, must be showing my age or something.Quote:
Originally Posted by Kennedy
Good Luck with the Challenge.
From the magazine:
John Kennedy Loyal, Wisconsin
Vehicle: 2002 Chevrolet Silverado 2500HD
Driver Experience: Dyno, drag, tow, pull, wrench
Engine: 7.1L Duramax (1,200 hp and 1,500 lb-ft)
Turbos: Custom Maximized Performance race twins, BD Intercooler
Electronics: Kennedy Diesel race tune
Injection System: Kennedy Diesel twin lift pumps, Wicked CP3 mounted with MPI dual fueler kit, Kennedy race injectors
Injectables: Custom nitrous and water-methanol systems
Intake/Exhaust System: MPI intake and Kennedy Diesel 5-inch exhaust
Transmission: Allison 1000 built by Inglewood Transmission with a Sun Coast converter
Suspension: Stock
Tires: 285/75R16 BFGoodrich
Wheels: 16-inch Centerline
Differential: Front and rear lockers with 3.73 gears
"7.1L"??? Is this something to do with a different stroke?
I don't subscribe to the magazine (most mags don't have much about the 6.5 anymore), but I'll find it locally and buy the issue, just to vote!
The 7.1 refers to the billet stroker crank yes.
Well guys we're in. Thanks for voting!
Now I just need to make this darn thing shift. Getting frustrated and might actually have to ask for help. It just doesn't act the way that it should.
Congrats John!
Now What?
Now I need to work on my shifting so I can turn a decent ET.
I made some progress last week, but not enough. Managed 3 passes on the low tune and then the water pump let go. Good to get that one out of the way...
I heard last night that JK's truck produced nearly 1500-hp during the dyno portion of the challenge... Way to go John! I also heard that there was another truck that produced just a little more....
It'll be interesting to hear the rest of the story....
Lots of stories from the Challenge. I had the honor of going first on the dyno. I set the bar high, just not high enough for the win. Ended up in 3rd place.
Run 1 - 981.9 / 1686 (my 800HP tune on fuel only)
Run 2 - 1202.9 / 2000.2 (my 1025HP tune fuel only)
Run 3 - 1471.2 / 2466.2 (my 1025HP tune plus some juice)
Interestingly, if you took the uncorrected number from run 1 it is 796HP. It is my belief that CF can be thrown out the window. In this case CF was 22% or more. I've always disputd correction factors and this more or less supports my theory. Spool up lage etc definitely come into play, but once underway...
Running in the #1 slot can be advantageous but also leaves one vulnerable to being overtaken. Advantage in that others may expire trying to best the numbers. Disadvantage in that I did not know how hard to juice it plus teh upcoming trucks knew where they had to be to top me. Would have been nice to have numbers kept secret so that everybody brings their best...
Correct me if I'm wrong, but I always assumed the "correction factor" was more about altitude correction for a non-turbo application. When a turbo'ed engine/vehicle is run on a dyno, the turbo is self-correcting from sea level up to nearly 10,000' elevation, so a CF doesn't really apply. But.... a CF figure is more entertaining... ;)Quote:
Originally Posted by Kennedy
You're right, the numbers should be kept secret till all trucks had run. I see it all the time at dyno events, where subsequent truck owners throw more at the dyno to beat someone whose truck ran before them.
Congrats.... :) Still awesome numbers...
I've never really subscribed to the CF thing with diesels. Superflow suggests reading SAE spec J-1349 which I have not yet done.
The drag strip was worse yet. The first round everybody runs side by side for video purposes. From there some run numerous times while others sit back and watch. Eventually it gets like Ebay sniping where all the sandbaggers start to run hard during the closing minutes.
I made one run (11.838 on the small tune) in the first round which by the time they got done playing camera games ended up being halfway through the session. I had issues with my lockup box and limped the trans electronically on the return road. I spent a bunch of time checking things over then lined up for pass #2 on the big tune. I ended up doing a 3 gear 4wd burnout as I tried to launch too hard so I aborted the run thinking I'd just circle back and go again. I came back around, aired down a bit and got in line. Too late as they had shut down the trials. Finished 7th in the event and never got to run hard...
I later watched our vids which confirmed by time stamp that my first run was at 10:42am and second run 11:29am. I suppose I dawddled too much trying to clear up my electrical issue. I never heard the announcement that trials were over but of course as I lined up 2 trucks ran 11.1 passes as the trials closed. Later I heard the announcement on the video. It was being made as I was staging.
This is one boning I'll not soon forget...
No matter how bad the "Boning" was, I'm still proud to have you there!
I hope you will try it again next year! I'm sure you will know so much more and be able to work the system like some of the others.
CONGRATS!!
Dave
The winner gets to come back, but the rest are SOL. We have been seeing some repeats allowed years later though so I guess there is hope...