Project: The New CDD Shop Truck

[The_Josh_Bear]

At least the heavy lifting's over now. I know that I said more than one four letter word while lifting my heads up over the studs.

Lift? I'm starting to think Wes is part Jedi...uses the Force to get all this work done he does.

 

[IDIBRONCO]

Lift? I'm starting to think Wes is part Jedi...uses the Force to get all this work done he does.

Maybe just young. I used to do a lot of head swaps in frame when I was his age, working on these engines for a living. I never used anything other than my hands to lift them into place.

 

[Garbage_Mechan]

Ditto that!

 

[Thewespaul]

It’s all in how you hold your mouth to get everything lined up... really though, the trick is to cradle the head on your forearms, get the lower studs above the exhaust ports lined up, then tip the head onto the rest of the studs. That way you can see everything get lined up and you’re not holding the head over the studs for long trying to support all the weight and gingerly line things up.

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[austin92]

There are a few things playing in here:

1. Shock loads. Although the race truck will see some shock loads, it's not likely to see tires spinning and then the weight of the vehicle dropped onto a spinning mud tire suddenly grabbing.

2. Leverage. Big big difference in axle loads between 37" mud tires and 28" street/track tires.

3. Weight. That jeep may weight 4000 pounds, but the truck will likely be lighter when Wes gets done stripping off unnecessary weight. Also probably less weight distributed over the truck rear axle vs a Jeep.

1. Most wheel bouncing off road is not wot like a launch will be. Slicks are going to grip the track better than an all terrain will in dirt.

2. I think 800ft lbs on 28s will break more stuff than 260ft lbs on 37s

3. My truck is identical to his and it rolled over the scales at 5600 with me in it. That’s non turbo, non intercooled, no ****, no nos. That stuff adds up.


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[austin92]

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Looks like the tubes are welded, assuming you’re aware the diff will spin on them? Lol



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[Thewespaul]

Never had an issue, car went 9.3 @ 139 and weighed 3500lbs. Cars not around, driver got scared of a wheelie and put it in the wall... lots of guys put them in s10s, there’s one on YouTube that was putting four digits down through stock welded diff and axles with a 4l80e.

Axle choice will all come down to budget. 8.8 would be the lighter than a 10.5 but sterling would be cheaper and simpler. 9 inch would be strongest and lightest but would be the most pricey. We’ll cross that bridge when we get to it

 

[chillman88]

1. Most wheel bouncing off road is not wot like a launch will be. Slicks are going to grip the track better than an all terrain will in dirt.

I'm certainly not going to argue but you must not wheel with the same knuckleheads I do

 

[austin92]

Definitely not trying to pick any fights. Just blown away at the idea lol. After grenading a dana 35, countless 1310 u joints, and a np231 t case I learned to drive differently. Most people on Camaro forums say the 8.5 10 bolt in my 2nd gen is good for about 400hp if you’re hooking good and it’s right there in size with a 8.8. I hope you don’t break it if you choose that route though. It’d take the 8.8 up a few notches in my book lol


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[Thewespaul]

Well nice thing about the 8.8 is they’re like 50 bucks in my area, I’m not opposed to breaking things, just as long as it’s not compromising safety. We will see how it all pans out. Right now just focusing on getting the shop truck back together. Got the engine assembled to a long block, just gotta do some pump mods, install accessories and turbo kit then I’ll be stabbing the engine.

 

[saburai]

She's been rode hard and put up wet.

Yeah, ya think?

Many times over. What's an air filter? Miles of Texas dirt farm roads. Our man Wes is breaking it so we don't have to.
Thanks for all you do Wes!

 

[Finn]

Don’t screw around trying to backyard engineer the head gaskets to “improve” coolant flow.

Hundreds of hours of engineering time went into designing and developing the cooling passage size and restrictions to balance the flow path and distribution to optimize the temperature distribution of the cylinder walls and cylinder heads.

Going in and hacking up the gasket passages without understanding why they are what they are, and not having a fully instrumented engine on a laboratory quality dynamometer test rig is a fools mission.

Trust me. I was there when this engine was developed in Melrose Park.

 

[saburai]

 

[Thewespaul]

Don’t screw around trying to backyard engineer the head gaskets to “improve” coolant flow.

Hundreds of hours of engineering time went into designing and developing the cooling passage size and restrictions to balance the flow path and distribution to optimize the temperature distribution of the cylinder walls and cylinder heads.

Going in and hacking up the gasket passages without understanding why they are what they are, and not having a fully instrumented engine on a laboratory quality dynamometer test rig is a fools mission.

Trust me. I was there when this engine was developed in Melrose Park.

Well then, please explain why blocking half the coolant flow benefits the cooling systems performance.

 

[Thewespaul]

It’s not the prettiest engine, but it’s ready to be put home. (Three exhaust manifolds later)

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