Dyno session from truck this transmission is out of: • Big Turbos, Nitrous an... Website: shop.firepunk.... Facebook: / firepunkdiesel Instagram: / firepunkdiesel
That thing is cooked 😀 so if have 120k on my tranny 48 RE and bands never been adjusted is it to late or🤔 used heavy towing never raced hard stock power. 04 2500 I tow 20 k plus regular. 68 k on occasion or less 36 k infrequently. 😁😁🤔
If you don’t mind me asking on a decently small displacement diesel (3.0 Powerstroke specifically) what would be a average fuel rail pressure on a pass?
What is the ideal line pressure to run on a daily driver with 500-700hp. I always run between 80 to 100psi in drive in over driver at wot 160 to 190 psi. That is very interesting about the band versus weight and hp.
At WOT we like to see 125-140 before lockup and 180-200 after lockup. More pressure is more holding power, but more pressure also creates more heat and more pump load, so the trucks that still see 20-30k miles a year are almost better in the 180-190psi max range, where the race only applications we run up to 210-215psi.
The standard sized billet output will take a heck of a beating, we've only had two ever break and one was definitely driver error (launched at 50psi) and the other was a drag truck that got into a bounce, so both saw extreme shock load before failure
I wonder if adjusting the thickness on the steel between the 3rd gear direct clutches so that the ones closer to where the force is applied are slightly thinner and making them a little thicker on the opposite end would even out the clutch wear that you were talking about around 7:00 in the video
@@FirepunkDiesel I have a 1000hp setup and run the borgwarner band actually through your recommendation on comp d and have no complaints. I was just surprised to see such a high tq engine running it . It's good to know .
Son bought a trans off you guys just under two years ago for his 06 2500 Cummins and it is junk. Starts out in second gear. And you guys were absolutely no help when he called you guys.
always a treat being educated on the products you guys sell, thanks for taking the time to make a video.
Everything looks money, except that poor drum and band!
1700hp in a full weight truck is stupid insane. Best marketing for your transmissions.
That thing is cooked 😀 so if have 120k on my tranny 48 RE and bands never been adjusted is it to late or🤔 used heavy towing never raced hard stock power. 04 2500 I tow 20 k plus regular. 68 k on occasion or less 36 k infrequently. 😁😁🤔
Great video!
I need this guy in my tranny😁😁
Yes you do! You won't regret it, I promise.
Great info here, thanks guys!!!
If you don’t mind me asking on a decently small displacement diesel (3.0 Powerstroke specifically) what would be a average fuel rail pressure on a pass?
I'm not 100% but most new diesels run 200MPA (29,000psi)
What is the ideal line pressure to run on a daily driver with 500-700hp. I always run between 80 to 100psi in drive in over driver at wot 160 to 190 psi.
That is very interesting about the band versus weight and hp.
At WOT we like to see 125-140 before lockup and 180-200 after lockup. More pressure is more holding power, but more pressure also creates more heat and more pump load, so the trucks that still see 20-30k miles a year are almost better in the 180-190psi max range, where the race only applications we run up to 210-215psi.
@@FirepunkDiesel Would that also take a toll on the crankshaft thrust bearing having pressure in the 180 to 200 psi?
How often do you tighten the bands on a 48RE?
1700hp on a stock sized billet output!? What power level should he upgrade to the oversized output?
The standard sized billet output will take a heck of a beating, we've only had two ever break and one was definitely driver error (launched at 50psi) and the other was a drag truck that got into a bounce, so both saw extreme shock load before failure
Thanks for the insight !!
I think I should just drive up to your location and visit I love these trucks and big Riggs wish I could still legally drive my semi. 😳😁😁😁
I love firepunk's videos. Makes me want to take my ram to them but I only have 15k miles on it. I told myself I'd wait til I hit 30k but idk
If u increased pressures would that improve the longevity of the second gear band or no.
I like the 727 band too because you can skip it in with the trans in the truck
Does that truck have a trans brake to get onto boost and what stall is in that truck I’m building similar set up thanks
Are those billet in/out shaftsor stock in/out shafts
Is my old white quad cab that branden took there on dyno gunna be on a video, I miss that thing.
I wonder if adjusting the thickness on the steel between the 3rd gear direct clutches so that the ones closer to where the force is applied are slightly thinner and making them a little thicker on the opposite end would even out the clutch wear that you were talking about around 7:00 in the video
He drove 10hrs knowing there was no adjustment left on second gear??
No, he found out the first pass, he had made a few test passes at home and everything was working.
I can't believe your he isn't using a fancy high dollar band. I would of thought at that power level a aftermarket band would be called for .
I have done so many back to back tests when running pro street, it just didn't gain us anything to justify spending the extra money.
@@FirepunkDiesel I have a 1000hp setup and run the borgwarner band actually through your recommendation on comp d and have no complaints. I was just surprised to see such a high tq engine running it . It's good to know .
Have you ever tried coatings like DLC or WPC on on pump gears and other transmission parts?
No i have not, have talked to a few guys about it at PRI show, but have not tried it.
@@FirepunkDiesel seems like it could be a benefit in your transmissions. I’m sure you have a few customers that are willing guinea pigs.
Son bought a trans off you guys just under two years ago for his 06 2500 Cummins and it is junk. Starts out in second gear. And you guys were absolutely no help when he called you guys.