Most of the diesel drag trucks for racing find themselves within the bracket of 10, 9 or sometimes even 8-second in the quarter-mile. This means that they are about 800 to 1,400 HP at the wheels.
While it is possible to achieve this in few ways, some can be better than others. For turbo selection, there are many competitors, with some running single turbos, and while others use triple turbos.
Another area is engine speed that varies greatly with few trucks shifting at 3,000 rpm and few at 5,000 rpm just check out our selection of F100 parts. Again, there is no correct answer, but higher engine speed can produce less torque at a given HP, which again is much easier on transmission.
If given a choice to build a diesel drag truck, then we would use large displacement engine of moderately sized compounds with a small nitrous shot.
Perhaps the transmission area can be the toughest part for building any drag race vehicle. We discussed with one competitor who spent more than about $50,000 for transmission parts so far, trying to correct it.
While there can be planetary-gear manuals which are shifted without any clutch, however their price tag may exclude them for picking.
It doesn’t matter if it’s a 47RH, TH400, 4R100 or Allison, drag racing transmissions can have a lot in common that includes billet input, higher-stall torque converters, intermediate or output shafts, with lock-up clutches, and transmission coolers.
Other go-fast items e.g. manual valve bodies or trans brakes are available for a racer who prefers more control over the truck. Dodge 47RE or 47RH transmission can be a good setup with many billet parts and automatic valve body.
The converter can be sufficient stall speed that any small turbo must light within few seconds, and does not struggle against converter forever for spooling.
At the best levels of performance transmissions will still require to be regularly checked for any wear after every few races.
Chassis and drivetrain
The first question comes on everybody’s mind is whether they can go with any 2-wheel drive or 4-wheel drive truck. Here again, the answer is topsy-turvy, as either one may perform.
So, people should go with any lightest truck possible. Drag radials or any slicks are absolute must, and any proper suspension tuning which allows the truck leaving the line hard by not bouncing.
This may go against the latest trend of 2-wheel drive trucks, but we’d go against it and build an ultra-light 4-wheel drive truck, with initial traction and braking advantage to stag and ability to easily steer the truck in case it gets loose instead of lifting off the throttle to make the 4-wheel drive a very good choice for any most slippery tracks of diesel.
Perhaps the most ignored part of building any diesel drag truck can be the practice. All competitors make lots of changes, and then finally show up at track and hope that everything works.
Testing can be an all-important part for any kind of sport, and racers must test as much they can in order to find their right combination.
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