Power and burnouts go hand in hand, so dont doute its been done. Since this build will have a power band to 2500, it will be a different beast but can adapt. Do know it wont be like a duramax, got a cliant with a hand full that Iv driven a few times. He has one with a dyno tune, he drives it like I drive the f100. This dose not have the saftey net of a computer to give limp mode when its not happy. Being this is all mecanical, that would put me in charge of limp mode and monitoring the vitals. Yes do know a turbo needs cool down time so dose not heat soke and crack. As you pointed out would be like running nitrous, Iv seen the holes pepole have put in gasser pistons from it. So figured best ask what to look out for and how best treat this beast. I have found driving her with the n/a 6.9, that power is there right of idle and will cause her to power slide without asking. Giving it more power will amplify that and understand will have to be carefull, she is a bit big to be having slide around. I can do it but sight is not optimal for my comfort, so its about easing through turns to minimize chance when wet. I do have a understand about power sliding, this is doing such in the f100 and will do it now with less effort since had the diff welded. On wet ground, she will get to dancing around.
So do know dont want a welded diff or spool in this beast, yes it will reduce the burnouts but sliding is turning with it.
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That brings up another question, have you messed with either these? Would like her to have tracktion from a stop and not be adamant on doing a one wheel roast on wet ground, dont want to scrafice all hope of civilized steering like with a spool. The eaton is a bit high in cost and dont see me finding funds for it anytime soon, the lock right is better in cost.
lockright
truetrac
I will have all the above in a lcd gauge read out and plan to monitor fuel pressure past the filter, since what I find on this pump is that it will alter the timing.
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