Hopefully not over stepping any where haha. Just thought I may add what we have also learned with torque converters, especially the stall speed. The stall speed is engine torque output dependent. The manufacture is basing the advertised stall speed based on their experience/other’s experience but it is still ultimately a average not a 100% thing. We build as well as test a lot of different turbos, as well as get to test injection components from other manufacturers on our dyno/ in competition. Leaving the injection system untouched, with only turbo changes the stall speed is moved around based upon the engine torque output coming up too, reaching, and in some cases surpassing , the manufacturer’s advertised stall speed. Leaving the converter alone, a 2k stall can stall at 1800 rpms with a larger turbo and 2200 rpms with a smaller turbo. Bad tuning and or poor injection event quality can kill engine torque production in which a lower stall speed will occur, and vice versa. a example is with on our pull truck and the fixed timing mechanical pump. is that the higher our timing gets the lower the converter is stalling due to the engine loosing torque production at the lower rpms with the timing set to produce peak torque at a much higher rpm. Awesome video Josh! Love the content. Subscribed and all :) keep crushing it.
Dude! Excellent video! Tons of info. I like probably alot of guys that watched this didnt know or understand alot about stall speeds. Helps alot in building a 06 6.7 and what turbo and stall speed to go with
Excellent information. My favorite part is about having a rowdy street truck that you can tow heavy with. Like finding a unicorn. Tough to race and tow with the same truck. Thanks again for sharing the information. My 68rfe truck has a low stall and it is great for towing, exactly what I use the truck for.
Thanks for explaining that topic, I've never heard anyone compare those two parts before. I made the mistake of putting a higher stall converter in my 97 ram 5.9 gas truck. It felt like the Trans was slipping because it was waiting for the rpms to come up for lockup.
I have a low stall dpc in an 06. Brake stalls around 21-2200 and the flash stall when driving is around 1800 stall. (I think it’s supposed to be an 1800 stall). Tbh stock stall would be a little nicer just driving, but towing with it especially heavy or in 4x4 the lower stall helps, helps keeps temps down too and they can get hot.
totally unrelated, but diving right in, im working through the effect of louvering hoods to primarily increase air flow over the radiators and IC. love to hear your thoughts on that in a video. you do good videos by any standard, and your experimentation with this overlooked area might be interesting. in this daily 5.9 common rail here, the difference is notable with a small louver. looking to add a second. there are ground force advantages that may be helpful to the racers.
I really appreciate the videos . I never have one but years ago I viewed a Neil Chance torque convertor that was a bolt together assembly and you could change the stator out to I assume tune the transmission to what ever you want . I pretty sure Dave Georend makes something similar also . I always wondered how does those guys tow with a loose convertor and 4 gears . I was pretty amazed how well your truck did . Get the load moving and use lock up . The motor makes so much torque that just having the large gear split was manageable . It must be a monster with out the load . The chargers seemed to keep the egts under control . I not sure where the max temp of coolant or heat rejection is as far as useable hp . Years ago a fellow from Canada told me that back then around 500 hp but that was back in the 12 valve days
5.9, 48re, run 37 mud tires, not regeared (don’t know if I ever will, but if so, to 4.10 or maybe 4.30) Final goal is a 1000hp daily driver, no towing, nothing special… Project still in progress, almost finished the transmission, just need to choose the correct stall converter to order…. The compound turbo setup is not chosen already as well, still thinking about it… So I can take advices on both…
@@horsetorquesdiesel no loads of great info in all the videos and kind of helps people understand the common rails a little more. I’ve had 2 12 valves now always been afraid of the wire fire trucks but might pick one up
I have an 07 mega 5.9 as far as I know it has a d/tune, stock fuel filter, k&n filter and a holster 3 turbo. I do plan to haul trailers like a single or double car hauler, camping trailer etc occasionally. The truck is also my daily driver I live in northern utah surrounded by mountain ranges 5000-6000ft elevations with 3-6% grades. I see all seasons in a day 🤣 But I do plan on upgrading the whole engine and transmission. From turbo,injectors, compounds setup, etc. Cause I will haul heavy vehicles that will be around 16k without trailer weight
I have a 13mm p-pumped 24v, with a custom Stainless Diesel workstock class turbo. The turbo is a 366 nipped down to plug 2.5”, 74mm turbine wheel with a 1.1AR exhaust housing. Running Hamilton’s 188/220 cam, with 411 gears. What stall speed would you recommend?
Hi I'm hoping you can help me. I have a 06 5.9cr 200% S&S injectors, dual cp3, Hamilton 188/220 cam, Carillo H-Beam rod piston combo, s369sxe s480(will probably be swapping to a s488) compounds, and am currently running a DPC low stall triple disc. I live in Wisconsin and tow a boat and rarely a gooseneck trailer. What should I do with my TC? Have it restalled to stock or high stall or put it in one of my other trucks and buy a new quad disc with which ever stall? Love your videos cant wait to see more!!!
Ok. So you may not answer this, but I’m confused. Are you still with Power Driven Diesel? I’m in the middle of building a common rail and have enjoyed the PDD guys/videos and now I’m playing catch-up on your channel! Love the content and your attitude! Thanks!
Fantastic video buddy, you do a great job explaining things that’s why I always like when I get to talk to you on the phone at PDD. Iv got a question for you about Torque converters and turbos.. I have a 99 ram 2500 24v VP44.. it’s got a Fass 150, PDD 7x.10 injectors, edge JWA + Hot Unlock (I run it on 6x6 all the time), iv got the PDD pan off upgrade for my otherwise stock 47re and ever since installing your pan off upgrade the trans holds the power nicely.. I just recently purchased the PDD 60mm HX super 9 to ditch my HX35 finally along with the PDD Tripple disk low stall converter.. all blue colored billet one you guys furnace braze. My question is did I order the correct parts? I went with a low stall because with the power I’m making now it feels very sluggish and slushy off the line with the stock converter, and I ordered the 60mm super 9 because I don’t see myself going over 600whp in the near future.. what do you think about my combo? It’s a work truck, play truck, daily driver, and a haul truck.. I typically don’t haul over 10k pounds tho. Let me know thanks man!
@@josiahjones5293 hey buddy thanks I’m glad you found my Pan Off upgrade video. I installed the HX super 9 a Low stall Billet Tripple disk and a Billet flex plate about 3 weeks or so ago.. so far the truck has been awesome.. the HX super 9 sounds exactly like the hx35 only louder in the fact that you can hear way more airflow and air moving.. it also whistles louder as well but what you really hear is the insane amount of air it pulls/moves. I’m currently running 42psi after adjusting the wastegate bolt.. I just did head studs over the weekend so at some point this week I plan to tighten my wastegate some more as my plan is to run the turbo right around 48-50psi at its max. Truck rips now and gets on the power much faster with the low stall Tripple disk.. trans handles the power just fine with the PDD valve body and other Pan-Off upgrades I did.. I plan to run this trans till I break the input and once that happens I’ll buy a fully built trans but as long as I take care of it there is no reason I can’t get a few more years or so out of it. If your looking for a turbo upgrade I would highly suggest the 60 or 62mm Super 9.. mine spools a little slower than stock but not by much.. but once it comes on it’s much stronger.
My only regret is that I didn’t record any of these installs.. I took some pics tho.. I’m pretty mad I didn’t make a video on any of it so I plan to make a video soon showing and explaining all the upgrades Iv done and how I’m liking them thus far 👍🏻
Please recommend a stall. Running a Goerend 1800-2100 stall now. Turbo: 68mm Danville with high flow vanes all upgraded.intercooler, manifolds, up pipes, down pipe, 5"Exhaust Engine: Duramax 6.6 Fuel. Lincoln's Diesel stroker Good for 650hp, probably going dual Lincoln strokers, fass lift pump, fuel line upgrades, fuel filter delete, stock injectors (looking at 100 overs). Location:Central Texas Use: Hot street truck. Built Dmitri Mallard transmission 750HP. Billet input. Thank you.
05 5.9, wanting to do PDD compound set up, stock injectors, airdog 165, and custom tuning. what TC/pdd transmission would you recommend? Plan on getting the transmission before the compound setup. Las Vegas, tow 8-10k lb camper once/twice a month northern Nevada/Utah area
I guess I just got old lol . My old 12 valve which I never hot rod is a automatic 4x4 3.54 gears I use the truck to pull a trailer . I have a few different ones and I use to tow my bikes to Colorado or where every I want. For me I hate the automatic with the loose convertor. I can stand on it an it will go to 3200 and not drop one rpm in a 750 rpm gear change . I think that is the rpm split on the 47rh . For a fellow that only wants to tow or not hot rod and still get good mileage 21 or so at 65 in lock up what do you recommend .I just don't care for a loose fluid coupling and it seems like it just wasting a lot of torque into heat. May be I need a 6 speed manual . Your thoughts .
A lot of people can't deal with running a shifter and clutch which seems super silly to me because its so easy, 5 or 6 speed will always be king for towing in these medium duty trucks the power management is on demand whenever you shift down to pull a hill, no worrying about transmission temps and all this aftermarket crud to keep an auto cool. The simplicity and reliability of a manual is much better than an auto. My 48re went out and I 6 speed swapped a Super duty Zf6-650 into it.
Have you a biuld list and a few questions. I am a big fan of yours josh and we share a few similarities. Ok, so for my truck, I'm looking at doing a 6.7 crank w/decked pistons in a 5.9 Running a 1400rpm stall for efficiency. Im hoping to pick up some low end grunt and efficiency with the higher compression and stroke. Running a 76mm turbine and a billet 60mm narrow hub w/ext tip comp. wheel. The truck is currently a project but is tuned with a 600hp tune w/hp-tuners. My questions to you would be, "in your opinion" Did I make a mistake ordering the 1400 stall triple converter, and is the 188/220 cam I have purchased too much cam for efficiency? I'm an efficient driver, I'm looking for efficiency, i love DPC's 1600 stall with the torque management disabled. low stalls with my driving style is kinda great so far, I really like them but when the turbo lights, I want it to really PERFORM. Should I have gone with a 4 clutch instead of a triple for the beefier internals to support the low rpm/ high torque I'm after? I plan to run a PPE or other dual cp3 and compound turbos Down the road. I port my own heads, turbine housings and mantifolds port matched and all. Do you guys know of a piston readily available that can hold up to low rpm high torque #s "for a common rail" that will hold up in the long term? I'm looking at getting a set of .040 over pistons to weld up and machined if a can't find what I am after.
Just depends what ur doing with the truck. But going with a triple disc in a cummins is a good idea no matter what the hp is. If ur truck is a tow rig look at a 15ss goerend converter.
Quad disks are just load at idle they make a harsh knocking noise at idle. Most trucks it’s overkill a good quality triple will hold 1200hp. Quads also handle boosted launches better for drag racing.
Building truck to race only 5.9 200% overs 14mm race pump S488 single what stall converter do I need? May go to a 488/472 setup but I don’t drive the truck on the street at all just want to race it
I don’t have a dodge I have a 6.0 f250 and I have a s362sxe I live in West Virginia I make around 600 but can’t get the turbo to lite when I race it I don’t tow much with it
@@horsetorquesdiesel you guys are freakin awesome... thanks... posted on the other channel too but thought I’d ask you... I’d have to get my hands on a common rail truck (I’m more “monkey-see, monkey-do”) to understand the fuel system but is the sequence: tank > lift pump > filter > CP3 > rail > injectors?
Hey you forgot Louisiana we only have 2 seasons. What y’all call summer we call hell it’s hot and humid 9 months basically from March to November it’s like the devils armpit. Then we have winter which is like your fall it’s basically 70* and a little break from the rest of the year with no mosquitoes I don’t even own a lot of pants I think I wear pants like 4 or 5 days a year besides work we might get a few days of 50-60 degree weather.
I know this is an older video. How can I contact you for a quick phone call. I'd gladly pay you for 30 minutes of your time. 01' bone stock an want to buy everything once.
Hopefully not over stepping any where haha. Just thought I may add what we have also learned with torque converters, especially the stall speed. The stall speed is engine torque output dependent. The manufacture is basing the advertised stall speed based on their experience/other’s experience but it is still ultimately a average not a 100% thing. We build as well as test a lot of different turbos, as well as get to test injection components from other manufacturers on our dyno/ in competition. Leaving the injection system untouched, with only turbo changes the stall speed is moved around based upon the engine torque output coming up too, reaching, and in some cases surpassing , the manufacturer’s advertised stall speed. Leaving the converter alone, a 2k stall can stall at 1800 rpms with a larger turbo and 2200 rpms with a smaller turbo. Bad tuning and or poor injection event quality can kill engine torque production in which a lower stall speed will occur, and vice versa. a example is with on our pull truck and the fixed timing mechanical pump. is that the higher our timing gets the lower the converter is stalling due to the engine loosing torque production at the lower rpms with the timing set to produce peak torque at a much higher rpm. Awesome video Josh! Love the content. Subscribed and all :) keep crushing it.
Very valid point that I missed! Thank you Bradley!
@@horsetorquesdiesel thank you for the awesome content :)
Glad you did this vid because I haven’t really grasped converter talk until now.
If you have more questions feel free to ask as well
same here brother
Dude! Excellent video! Tons of info. I like probably alot of guys that watched this didnt know or understand alot about stall speeds. Helps alot in building a 06 6.7 and what turbo and stall speed to go with
Love me a 6.7 swapped 48re OE truck!
Excellent information. My favorite part is about having a rowdy street truck that you can tow heavy with. Like finding a unicorn. Tough to race and tow with the same truck. Thanks again for sharing the information. My 68rfe truck has a low stall and it is great for towing, exactly what I use the truck for.
I love my 68 in my 2011 makes towing a dream!
Great video josh. Hit all the good points on converter stall everyone should know 👌
Thanks Spence!
Thanks for explaining that topic, I've never heard anyone compare those two parts before. I made the mistake of putting a higher stall converter in my 97 ram 5.9 gas truck. It felt like the Trans was slipping because it was waiting for the rpms to come up for lockup.
I have a low stall dpc in an 06. Brake stalls around 21-2200 and the flash stall when driving is around 1800 stall. (I think it’s supposed to be an 1800 stall).
Tbh stock stall would be a little nicer just driving, but towing with it especially heavy or in 4x4 the lower stall helps, helps keeps temps down too and they can get hot.
Wow I feel I now know more and I thought I had a good grasp before I love technical info cant get enough
Thank you!
Great vid, thanks for sharing your experience!!!
totally unrelated, but diving right in, im working through the effect of louvering hoods to primarily increase air flow over the radiators and IC. love to hear your thoughts on that in a video. you do good videos by any standard, and your experimentation with this overlooked area might be interesting. in this daily 5.9 common rail here, the difference is notable with a small louver. looking to add a second. there are ground force advantages that may be helpful to the racers.
I really appreciate the videos . I never have one but years ago I viewed a Neil Chance torque convertor that was a bolt together assembly and you could change the stator out to I assume tune the transmission to what ever you want . I pretty sure Dave Georend makes something similar also . I always wondered how does those guys tow with a loose convertor and 4 gears . I was pretty amazed how well your truck did . Get the load moving and use lock up . The motor makes so much torque that just having the large gear split was manageable . It must be a monster with out the load . The chargers seemed to keep the egts under control . I not sure where the max temp of coolant or heat rejection is as far as useable hp . Years ago a fellow from Canada told me that back then around 500 hp but that was back in the 12 valve days
Another great interesting video ! Awesome man 👍🏻
Appreciate it!
Holy fuck! How come I didn't hear about this channel before? Glad I found it. Great info man!
Thank you very much
5.9, 48re, run 37 mud tires, not regeared (don’t know if I ever will, but if so, to 4.10 or maybe 4.30)
Final goal is a 1000hp daily driver, no towing, nothing special…
Project still in progress, almost finished the transmission, just need to choose the correct stall converter to order…. The compound turbo setup is not chosen already as well, still thinking about it…
So I can take advices on both…
Always so informative 👏
Thanks for watching!
You forgot to mention Fire Punk. Been pretty happy with their Street/Strip in my 01 2500
Great video
Thank you!
Love these vids
Hopefully not too boring
@@horsetorquesdiesel no loads of great info in all the videos and kind of helps people understand the common rails a little more. I’ve had 2 12 valves now always been afraid of the wire fire trucks but might pick one up
I have an 07 mega 5.9 as far as I know it has a d/tune, stock fuel filter, k&n filter and a holster 3 turbo. I do plan to haul trailers like a single or double car hauler, camping trailer etc occasionally. The truck is also my daily driver I live in northern utah surrounded by mountain ranges 5000-6000ft elevations with 3-6% grades. I see all seasons in a day 🤣
But I do plan on upgrading the whole engine and transmission. From turbo,injectors, compounds setup, etc. Cause I will haul heavy vehicles that will be around 16k without trailer weight
I have a 13mm p-pumped 24v, with a custom Stainless Diesel workstock class turbo. The turbo is a 366 nipped down to plug 2.5”, 74mm turbine wheel with a 1.1AR exhaust housing. Running Hamilton’s 188/220 cam, with 411 gears. What stall speed would you recommend?
Hi I'm hoping you can help me. I have a 06 5.9cr 200% S&S injectors, dual cp3, Hamilton 188/220 cam, Carillo H-Beam rod piston combo, s369sxe s480(will probably be swapping to a s488) compounds, and am currently running a DPC low stall triple disc. I live in Wisconsin and tow a boat and rarely a gooseneck trailer. What should I do with my TC? Have it restalled to stock or high stall or put it in one of my other trucks and buy a new quad disc with which ever stall? Love your videos cant wait to see more!!!
Stock stall triple is what I would do. Either buy a new one or send in your old one to get restalled
Ok. So you may not answer this, but I’m confused. Are you still with Power Driven Diesel? I’m in the middle of building a common rail and have enjoyed the PDD guys/videos and now I’m playing catch-up on your channel! Love the content and your attitude! Thanks!
Yes I do. I am now the shop manager
I Believe you i am from Ontario and drove my truck out to bc boost launched it thing lit right up all the way up the street
Fantastic video buddy, you do a great job explaining things that’s why I always like when I get to talk to you on the phone at PDD.
Iv got a question for you about Torque converters and turbos.. I have a 99 ram 2500 24v VP44.. it’s got a Fass 150, PDD 7x.10 injectors, edge JWA + Hot Unlock (I run it on 6x6 all the time), iv got the PDD pan off upgrade for my otherwise stock 47re and ever since installing your pan off upgrade the trans holds the power nicely.. I just recently purchased the PDD 60mm HX super 9 to ditch my HX35 finally along with the PDD Tripple disk low stall converter.. all blue colored billet one you guys furnace braze. My question is did I order the correct parts? I went with a low stall because with the power I’m making now it feels very sluggish and slushy off the line with the stock converter, and I ordered the 60mm super 9 because I don’t see myself going over 600whp in the near future.. what do you think about my combo? It’s a work truck, play truck, daily driver, and a haul truck.. I typically don’t haul over 10k pounds tho.
Let me know thanks man!
haha i was just watching your trans pan video and found you here !,the super 9 will be just fine with a low stall i bet you love it(not with PDD btw )
BTW how does the super 9 sound ? louder than a stock Hx35 ?
@@josiahjones5293 hey buddy thanks I’m glad you found my Pan Off upgrade video. I installed the HX super 9 a Low stall Billet Tripple disk and a Billet flex plate about 3 weeks or so ago.. so far the truck has been awesome.. the HX super 9 sounds exactly like the hx35 only louder in the fact that you can hear way more airflow and air moving.. it also whistles louder as well but what you really hear is the insane amount of air it pulls/moves. I’m currently running 42psi after adjusting the wastegate bolt.. I just did head studs over the weekend so at some point this week I plan to tighten my wastegate some more as my plan is to run the turbo right around 48-50psi at its max. Truck rips now and gets on the power much faster with the low stall Tripple disk.. trans handles the power just fine with the PDD valve body and other Pan-Off upgrades I did.. I plan to run this trans till I break the input and once that happens I’ll buy a fully built trans but as long as I take care of it there is no reason I can’t get a few more years or so out of it. If your looking for a turbo upgrade I would highly suggest the 60 or 62mm Super 9.. mine spools a little slower than stock but not by much.. but once it comes on it’s much stronger.
My only regret is that I didn’t record any of these installs.. I took some pics tho.. I’m pretty mad I didn’t make a video on any of it so I plan to make a video soon showing and explaining all the upgrades Iv done and how I’m liking them thus far 👍🏻
@@BiffsEquipment awesome I might try the 60mm super 9 or the aggressor 62 and switch to compounds after I ppump it
Please make more of these! Talk about turbo sizes!!!!
Yes sir!
Great video helped alot
Perfect, thats what i was hoping for.
Please recommend a stall. Running a Goerend 1800-2100 stall now.
Turbo: 68mm Danville with high flow vanes all upgraded.intercooler, manifolds, up pipes, down pipe, 5"Exhaust
Engine: Duramax 6.6
Fuel. Lincoln's Diesel stroker Good for 650hp, probably going dual Lincoln strokers, fass lift pump, fuel line upgrades, fuel filter delete, stock injectors (looking at 100 overs).
Location:Central Texas
Use: Hot street truck. Built Dmitri Mallard transmission 750HP. Billet input.
Thank you.
No idea on duramax stuff
@@horsetorquesdiesel Another sign to buy a Cummins.
@@cesarlaso356 😂 idk they have their advantages
Best for towing? Heavy, short shifting for mileage.
Doesn’t tyre size, if not regeared, influences on stall speed as well?
05 5.9, wanting to do PDD compound set up, stock injectors, airdog 165, and custom tuning. what TC/pdd transmission would you recommend? Plan on getting the transmission before the compound setup. Las Vegas, tow 8-10k lb camper once/twice a month northern Nevada/Utah area
I would do our 650hp transmission with a low stall 1800rpm converter!
I guess I just got old lol . My old 12 valve which I never hot rod is a automatic 4x4 3.54 gears I use the truck to pull a trailer . I have a few different ones and I use to tow my bikes to Colorado or where every I want. For me I hate the automatic with the loose convertor. I can stand on it an it will go to 3200 and not drop one rpm in a 750 rpm gear change . I think that is the rpm split on the 47rh . For a fellow that only wants to tow or not hot rod and still get good mileage 21 or so at 65 in lock up what do you recommend .I just don't care for a loose fluid coupling and it seems like it just wasting a lot of torque into heat. May be I need a 6 speed manual . Your thoughts .
A lot of people can't deal with running a shifter and clutch which seems super silly to me because its so easy, 5 or 6 speed will always be king for towing in these medium duty trucks the power management is on demand whenever you shift down to pull a hill, no worrying about transmission temps and all this aftermarket crud to keep an auto cool.
The simplicity and reliability of a manual is much better than an auto.
My 48re went out and I 6 speed swapped a Super duty Zf6-650 into it.
Have you a biuld list and a few questions. I am a big fan of yours josh and we share a few similarities.
Ok, so for my truck, I'm looking at doing a 6.7 crank w/decked pistons in a 5.9 Running a 1400rpm stall for efficiency. Im hoping to pick up some low end grunt and efficiency with the higher compression and stroke. Running a 76mm turbine and a billet 60mm narrow hub w/ext tip comp. wheel. The truck is currently a project but is tuned with a 600hp tune w/hp-tuners. My questions to you would be, "in your opinion" Did I make a mistake ordering the 1400 stall triple converter, and is the 188/220 cam I have purchased too much cam for efficiency? I'm an efficient driver, I'm looking for efficiency, i love DPC's 1600 stall with the torque management disabled. low stalls with my driving style is kinda great so far, I really like them but when the turbo lights, I want it to really PERFORM. Should I have gone with a 4 clutch instead of a triple for the beefier internals to support the low rpm/ high torque I'm after? I plan to run a PPE or other dual cp3 and compound turbos Down the road. I port my own heads, turbine housings and mantifolds port matched and all. Do you guys know of a piston readily available that can hold up to low rpm high torque #s "for a common rail" that will hold up in the long term?
I'm looking at getting a set of .040 over pistons to weld up and machined if a can't find what I am after.
I'll make a biuld list and update this comment later
What truck is this
What is your opinion on to much converter a triple disk over a quad disk? Is there a down side other then expense on doing so.
Just depends what ur doing with the truck. But going with a triple disc in a cummins is a good idea no matter what the hp is. If ur truck is a tow rig look at a 15ss goerend converter.
Quad disks are just load at idle they make a harsh knocking noise at idle. Most trucks it’s overkill a good quality triple will hold 1200hp. Quads also handle boosted launches better for drag racing.
Building truck to race only 5.9 200% overs 14mm race pump S488 single what stall converter do I need? May go to a 488/472 setup but I don’t drive the truck on the street at all just want to race it
What stall for he351/s475/96/1.32 7x0.010 2001 p24v? Shorty, Sea level, don't tow much.
Stock stall If its a modified he351 with a big turbine
I don’t have a dodge I have a 6.0 f250 and I have a s362sxe I live in West Virginia I make around 600 but can’t get the turbo to lite when I race it I don’t tow much with it
What turbine housing
Any recommendation of a decent diesel shop/ crew in TX (San Antonio area)?
Shops I know in Texas I would trust
PSE
Unrivaled Diesel
Redhorse Motorsports
TSD
Baker Diesel
@@horsetorquesdiesel you guys are freakin awesome... thanks... posted on the other channel too but thought I’d ask you... I’d have to get my hands on a common rail truck (I’m more “monkey-see, monkey-do”) to understand the fuel system but is the sequence:
tank > lift pump > filter > CP3 > rail > injectors?
Hey you forgot Louisiana we only have 2 seasons. What y’all call summer we call hell it’s hot and humid 9 months basically from March to November it’s like the devils armpit. Then we have winter which is like your fall it’s basically 70* and a little break from the rest of the year with no mosquitoes I don’t even own a lot of pants I think I wear pants like 4 or 5 days a year besides work we might get a few days of 50-60 degree weather.
I drove a 4000 stall in my 57 for years. It sounded like a slipping 4 speed.
Gale Banks..... the biggest name in desiel performance
get over yourself Gale :)
I’m famous at 3:44 😍🥰
Always boo!
I know this is an older video. How can I contact you for a quick phone call. I'd gladly pay you for 30 minutes of your time. 01' bone stock an want to buy everything once.
call the shop 276-608-3298!