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This thread has been a long time coming and finally with some results to show I decided it's time.
Going all the way back to 2014, my truck was supercharged at 10 psi on stock internals. I think all the stuff it had are still in my signature lol. Anyway at almost exactly 100,000 miles I blew a head gasket and it was time to rebuild. Initially it was going to be a simple piston/rod upgrade with Darton wet sleeves and a bit more boost with the TRD Supercharger.
Some of you might remember the mishap between me and Spoolin, if not this thread explains it all and I won't bother going into details here.
http://www.tundratalk.net/forums/off-topic-discussion/518626-do-not-do-business-chris-walton.html
Following this incident the truck was in a rough shape and I took it to Dynosty in Louisville, KY to start over the build.
Initially I was going the same route but without the Darton sleeves as they weren't really meant for a daily driver. However this soon changed to a 1000HP Twin Turbo build. While waiting for the parts to arrive, the engine was torn apart and the heads were ported and polished.
CP Pistons (8.5:1) and Carrillo H-beam connecting rods custom ordered for the build.
I also got ARP main and head studs along with WPC coated rod bearings and ACL Main bearings. We kept the crankshaft and camshafts stock. Once all the internal parts got here they went to the machine shop to get assembled. Bore was machined 0.015" to keep as much meat on the sleeves as possible.
A friend with a turbo tundra had a bad experience boosting with the stock intake manifold beyond 7-8 psi. The small vacuum operated valves/flaps inside the intake manifold would start to vibrate and restrict airflow. With that I decided to get my own intake manifold to handle the +20 psi I needed to reach my goal.
I reached out to Shawn from Rogue Offroad who got his friend at Sleeper Designs to Machine this beautiful peace of billet art with a bolt pattern to fit a 90mm RCF Throttle body.
Valve covers were color matched to the intake manifold and the timing chain cover was powder coated in black.
With the engine all ready it was dropped in and matted to the IPT built transmission.
There was another twin turbo tundra build going on at Dynosty at the time however the engine was built by spoolin and it was not healthy. Eventually I bought the turbo kit along with many needed parts of that build to save time.
The turbos were Precision 6262s, V bands in & out with .82 A/R, E cover 3" inlet, 2" outlet. Dual 46mm Precision wastegates, Ceramic coated piping and turbine housing, Exapump oil pump, and a Treadstone 1300HP Air-to-Air Intercooler.
Moving on to the drivetrain, the Driveshaft Shop was able to provide a Carbon Fiber driveshaft to handle all that torque coupled with an ARB airlocker.
As for the fuel system, pump gas wasn't going to cut it so E85 was the way to go to be able to make 4 digits reliably. A dual in tank Walbro 485 should be sufficient to provide pressure to all 8 1300cc Injector Dynamics ID1300X injectors through a Fuel Lab Regulator. A flex fuel sensor was installed in the return line since the truck will mostly run on Pump gas.
For Cooling, I kept both 16" spal fans I had from before but upgraded to a Koyo Aluminum Radiator. A sandwich plate was fabricated on the oil filter housing and was hooked up to a huge Setrab Oil cooler. The transmission coolant lines were deleted and replaced with another Setrab Transmission cooler that directly cools the ATF.
Since this was going to be mainly drag raced, I upgraded my Haltech Elite 2500 to a 2500T. This upgrade will allow me to add more inputs like a driveshaft speed sensor and be able to manage traction along with the feature of creating a log automatically whenever launch control is activated.
I also contacted Wholesale Transmissions in Australia and they were able to provide a solution to controlling the transmission using HGM's Compushift TCM. This allowed us full control of the transmission.
The only thing left to be done to the truck was a set of gauges to monitor everything. However I went a different route this time and got a Racepak IQ3 street dash. This will keep all my parameters in one place and lets me see exactly what my ECU sees. No more Christmas tree lights from the stock dash. It also has all the functionality to be usable on the street like turn signals, fuel level and even a parking brake light.
The truck was all set and ready to hit the dyno. Ramping up the boost truck made over 560WHP on its first power pull at less than 10 psi. Wastegate spring was immediately swapped to a 14 psi spring. Thanks to the high flow intake manifold, the truck just kept asking for more. 1045WHP / 892WTQ @ 25 PSI on E85. Dyno video below of the full power pull.
It still had more in it but we didn't want to find out its breaking point especially since we made more power than we were going for
Truck was then shipped and loaded into a container.
About 2 months later the truck made it to Dubai.
The plastidip did NOT age well lol. It was time I brought the truck back to its glory. A full paint job, new 2018 Sequoia headlights, 20" Enkei Wheels and some minor interior clean up and it's as good as new!
Before heading out to the track I went and installed my fiber leaf springs and got the custom made Holeshot wheels to fit. The front's required a 1.5" spacer and the rear a ton of caliper grinding even though it was already to fit the Procomp wheels I had before. I also installed my red powder coated Sequoia sway bar I had sitting in the garage for the past 3 years.
It was now time to head to the track. I got myself 55 gallons of E85 and went to the next track day. M&H 28x4.5R17 in the front, M&H Cheater Slicks 30x14R16 in the back.
First track day did not go so well. I did not fill my tank properly with E85 and only had about 55% of Ethanol. This only allowed me to go up to 19 psi. We also had a heat soak issue as the air intake temps would reach over 250 DegF. Boost lag was also an issue as I was not able to launch it properly and my best 60' was a 1.9. Supercharged I was able to pull a 1.7 consistently and a 1.6 a few times. I was only able to beat my previous record by 0.01 seconds which was very frustrating to say the least.
Next day I took my truck to my friends shop. We added a water to air intercooler system for the track and a dry Nitrous setup for launch.
I had sometime before the next track day so I took my truck to a custom show.
Next track day was better but we had some issues. The Water to Air setup improved intake air temps by over a 100 DegF! Along with proper ethanol mixture I was able to make an 11.0 pass at 20 psi. Unfortunately the next pass I up shifted twice and went into 5th gear and friction welded the clutches. It was definitely a 10 second pass but I had to try another time.
Shifting into 5th gear is a design flaw with these transmissions. It even has its own TSB and Toyota released an ECU reflash to fix it by adding more line pressure when shifting into 5th. This was also implemented in my truck however it wasn't enough with the power I'm making. We took the transmission apart and just replaced the damaged plates.
As soon as the truck was put together, it was time to hit the track again. This time with nitrous. First pass with the same tune from the last track day It ran a 10.7 @ 130 MPH. The pass after that I ran my personal best at 10.52 @ 132 MPH. I was able to make two more passes with more power however each of them had an issue. One bogged down because the flex fuel sensor had low reading of ethanol but still managed a 10.54. So we lowered the frequency at which it reads the sensor. However the next pass we also added more power but we didn't adjust the shift points which made it hit the rev limiter every shift and in 4th gear boost dropped 10 psi for some reason for 2 seconds and went back up again. Looking at the logs the ECU lowered the target boost even though all parameters were OK. It probably detected something in the other parameters which weren't logged.
DA was over 2000ft that day and it's only going to get worse. The truck is capable of running 9s but my only issue so far is launching the truck. I'm currently working on a transbrake setup but if I'm not able to make it work by the end of the year when the weather gets better I'm probably going to upgrade my torque converter stall from 2500 to 3500 RPM.
Hope you guys enjoyed this post as it took me a good amount of time to type. I'll keep you guys updated
Going all the way back to 2014, my truck was supercharged at 10 psi on stock internals. I think all the stuff it had are still in my signature lol. Anyway at almost exactly 100,000 miles I blew a head gasket and it was time to rebuild. Initially it was going to be a simple piston/rod upgrade with Darton wet sleeves and a bit more boost with the TRD Supercharger.
Some of you might remember the mishap between me and Spoolin, if not this thread explains it all and I won't bother going into details here.
http://www.tundratalk.net/forums/off-topic-discussion/518626-do-not-do-business-chris-walton.html
Following this incident the truck was in a rough shape and I took it to Dynosty in Louisville, KY to start over the build.
Initially I was going the same route but without the Darton sleeves as they weren't really meant for a daily driver. However this soon changed to a 1000HP Twin Turbo build. While waiting for the parts to arrive, the engine was torn apart and the heads were ported and polished.
CP Pistons (8.5:1) and Carrillo H-beam connecting rods custom ordered for the build.
I also got ARP main and head studs along with WPC coated rod bearings and ACL Main bearings. We kept the crankshaft and camshafts stock. Once all the internal parts got here they went to the machine shop to get assembled. Bore was machined 0.015" to keep as much meat on the sleeves as possible.
A friend with a turbo tundra had a bad experience boosting with the stock intake manifold beyond 7-8 psi. The small vacuum operated valves/flaps inside the intake manifold would start to vibrate and restrict airflow. With that I decided to get my own intake manifold to handle the +20 psi I needed to reach my goal.
I reached out to Shawn from Rogue Offroad who got his friend at Sleeper Designs to Machine this beautiful peace of billet art with a bolt pattern to fit a 90mm RCF Throttle body.
Valve covers were color matched to the intake manifold and the timing chain cover was powder coated in black.
With the engine all ready it was dropped in and matted to the IPT built transmission.
There was another twin turbo tundra build going on at Dynosty at the time however the engine was built by spoolin and it was not healthy. Eventually I bought the turbo kit along with many needed parts of that build to save time.
The turbos were Precision 6262s, V bands in & out with .82 A/R, E cover 3" inlet, 2" outlet. Dual 46mm Precision wastegates, Ceramic coated piping and turbine housing, Exapump oil pump, and a Treadstone 1300HP Air-to-Air Intercooler.
Moving on to the drivetrain, the Driveshaft Shop was able to provide a Carbon Fiber driveshaft to handle all that torque coupled with an ARB airlocker.
As for the fuel system, pump gas wasn't going to cut it so E85 was the way to go to be able to make 4 digits reliably. A dual in tank Walbro 485 should be sufficient to provide pressure to all 8 1300cc Injector Dynamics ID1300X injectors through a Fuel Lab Regulator. A flex fuel sensor was installed in the return line since the truck will mostly run on Pump gas.
For Cooling, I kept both 16" spal fans I had from before but upgraded to a Koyo Aluminum Radiator. A sandwich plate was fabricated on the oil filter housing and was hooked up to a huge Setrab Oil cooler. The transmission coolant lines were deleted and replaced with another Setrab Transmission cooler that directly cools the ATF.
Since this was going to be mainly drag raced, I upgraded my Haltech Elite 2500 to a 2500T. This upgrade will allow me to add more inputs like a driveshaft speed sensor and be able to manage traction along with the feature of creating a log automatically whenever launch control is activated.
I also contacted Wholesale Transmissions in Australia and they were able to provide a solution to controlling the transmission using HGM's Compushift TCM. This allowed us full control of the transmission.
The only thing left to be done to the truck was a set of gauges to monitor everything. However I went a different route this time and got a Racepak IQ3 street dash. This will keep all my parameters in one place and lets me see exactly what my ECU sees. No more Christmas tree lights from the stock dash. It also has all the functionality to be usable on the street like turn signals, fuel level and even a parking brake light.
The truck was all set and ready to hit the dyno. Ramping up the boost truck made over 560WHP on its first power pull at less than 10 psi. Wastegate spring was immediately swapped to a 14 psi spring. Thanks to the high flow intake manifold, the truck just kept asking for more. 1045WHP / 892WTQ @ 25 PSI on E85. Dyno video below of the full power pull.
It still had more in it but we didn't want to find out its breaking point especially since we made more power than we were going for
Truck was then shipped and loaded into a container.
About 2 months later the truck made it to Dubai.
The plastidip did NOT age well lol. It was time I brought the truck back to its glory. A full paint job, new 2018 Sequoia headlights, 20" Enkei Wheels and some minor interior clean up and it's as good as new!
Before heading out to the track I went and installed my fiber leaf springs and got the custom made Holeshot wheels to fit. The front's required a 1.5" spacer and the rear a ton of caliper grinding even though it was already to fit the Procomp wheels I had before. I also installed my red powder coated Sequoia sway bar I had sitting in the garage for the past 3 years.
It was now time to head to the track. I got myself 55 gallons of E85 and went to the next track day. M&H 28x4.5R17 in the front, M&H Cheater Slicks 30x14R16 in the back.
First track day did not go so well. I did not fill my tank properly with E85 and only had about 55% of Ethanol. This only allowed me to go up to 19 psi. We also had a heat soak issue as the air intake temps would reach over 250 DegF. Boost lag was also an issue as I was not able to launch it properly and my best 60' was a 1.9. Supercharged I was able to pull a 1.7 consistently and a 1.6 a few times. I was only able to beat my previous record by 0.01 seconds which was very frustrating to say the least.
Next day I took my truck to my friends shop. We added a water to air intercooler system for the track and a dry Nitrous setup for launch.
I had sometime before the next track day so I took my truck to a custom show.
Next track day was better but we had some issues. The Water to Air setup improved intake air temps by over a 100 DegF! Along with proper ethanol mixture I was able to make an 11.0 pass at 20 psi. Unfortunately the next pass I up shifted twice and went into 5th gear and friction welded the clutches. It was definitely a 10 second pass but I had to try another time.
Shifting into 5th gear is a design flaw with these transmissions. It even has its own TSB and Toyota released an ECU reflash to fix it by adding more line pressure when shifting into 5th. This was also implemented in my truck however it wasn't enough with the power I'm making. We took the transmission apart and just replaced the damaged plates.
As soon as the truck was put together, it was time to hit the track again. This time with nitrous. First pass with the same tune from the last track day It ran a 10.7 @ 130 MPH. The pass after that I ran my personal best at 10.52 @ 132 MPH. I was able to make two more passes with more power however each of them had an issue. One bogged down because the flex fuel sensor had low reading of ethanol but still managed a 10.54. So we lowered the frequency at which it reads the sensor. However the next pass we also added more power but we didn't adjust the shift points which made it hit the rev limiter every shift and in 4th gear boost dropped 10 psi for some reason for 2 seconds and went back up again. Looking at the logs the ECU lowered the target boost even though all parameters were OK. It probably detected something in the other parameters which weren't logged.
DA was over 2000ft that day and it's only going to get worse. The truck is capable of running 9s but my only issue so far is launching the truck. I'm currently working on a transbrake setup but if I'm not able to make it work by the end of the year when the weather gets better I'm probably going to upgrade my torque converter stall from 2500 to 3500 RPM.
Hope you guys enjoyed this post as it took me a good amount of time to type. I'll keep you guys updated
