After the dyno session we added a 140 amp alternator to the truck. We
went to San Antonio Raceway for a TNT session. The RF’s from the alternator
screwed up the crank trigger pickup.
The result was all the grounding straps were burned off the spark plugs. We though we hurt it good, luckily it is OK. After rerouting the crank trigger wire the timing is OK. We have
not been to the track sense this ordeal.
I will keep you all posted!
On Mike Murillo’s dyno M6 thunders to 650 rwhp @ 6300 rpm and 547rwft @ 5700 rpm with a conservative 325 hp shot of nitrous. The cam shaft swap proved to be the main ingredient for the EFI the show its full potential.
The motor tune was almost perfect with great idle qualities and part throttle performance for race car. We did some staggered jetting on the nitrous and all the plugs look great. We also played with the timing curve and found 25 hp.
It just all around runs better with NO head gasket leaks!
Guys, it has been a while since I updated anybody. We managed to get the long block together and degreed the cam. That is where the trouble started. We have a new highly accurate degree wheel and found the valve timing to be way out.
After weeks of testing and measuring we found the rocker arms are the culprit. The Harland Sharp rocker arms were not designed to use with this aggressive cam. This is why a Jesel valve train setup is standard on all out race motors. This rocker issue has been with us sense day one. Now we have an accurate degree wheel to see it.
No telling how much HP it has been costing us over the years. L6 motors need there own rocker not a reworked BB Chevy unit. The valve train geometry in a L6 is so much different than a V8. We have a couple ways in mind to fix it and I let you guys know how it woks out!
Steven….someday I’m going to build a LS1 v8 to see how easy it is!
Here’s some photos of our cylinder head with the new head bolts added — it is already at the machine shop. Arrow Machine is prepping the head and honing the block as well as a few other machining chores.
The Mighty 6 garage has a new addition. This should make the converter swaps a breeze along with other maintenance chores.
Now that the ADRL series is over for 2007 we can now concentrate on the truck. The block and head is already at K&S Machine for the needed head bolt upgrades. We are doing some testing on a spare head for proper head bolt placement of three more studs.
Whew, been awhile since I’ve had a chance to post any updates. Long hours at work and helping a buddy run his Outlaw Pro Mod (see pic–that’s me on the right) have kept Mighty6 parked for now. More updates to come later
After testing many 8″ TCI converters it’s time to step up to a 9″
unit.
We received our new Comp Cams nitrous cam shaft and should start
installing it pretty quick. After the cam is installed we’re going back
to Murillo Motors ports for more dyno time.
Well, we have been to the track 3-4 times changing torque converters each
time. We have a 4200 stall now.
The 28×10.5 tires are on to stay. We have too much power for 26x 10s and it’s too unstable at high speeds.
I still have one more converter to try and a 4.10 gear set when we find the right converter.
Welcome to the new Mighty6.com! We’ve updated to a brand new, state of the art website–check it out! Subscribe to our RSS Newsfeed here.
Our new Photogallery is up and running!
A heavy work schedule and Torque Converter problems have kept Mighty6 off the track a lot in 2007, but we’ve got a new set of 28×10.5 slicks and some other changes ready to try out as soon as we can.
We took the truck to a local street car shootout race this weekend at Houston Motorsport Park’s 1/8 mile dragstrip. We were runner up in our class. We were on a pretty fast pass in the final round until the truck decides to change lanes about 500’ out. It was a pretty tense moment to say the least. I’m not going to post the Truck’s ET and MPH until I get everything working right and am able to make clean, straight passes–but let me just say that its running pretty good.
We are going to put an anti roll bar in and limit the front end travel to help bump steer. The main problem is that it carries the front wheels over a 100’ before it sets them back down. All that bump steer is tough to drive though, then it gets crazy and tries to swap lanes, check out the vid below to see what I mean.
We put on some wheelie bars. I have to get the front wheels in the air to make stock suspension work so these bars just keep the car or truck from dragging the bumper and crashing down.
They work kind of backwards compared to standard wheelie bars–see pic above.
Well, we went to Houston Motorsport park this weekend and tested the new power glide setup along with the other things we did. The new damper gave it such accurate timing. You can hear the HP gain from it. The motor sounds so much cleaner.
So, the power glide deal was a success sort of! I’ve always thought a glide calms down a setup. Not in our case it leaves the line with the front wheels two feet in the air. We never got a clean pass because we never got the thing to go straight for 100’+ feet in a wheelie. The last pass it stood up and I had to chop the throttle and it came down hard and bent the front axle and springs. This evening we are going to look at it and evaluate the next step.
I think the power glide deal worked because we found some extra hp. The turbo 350s 1st gear was burned up. That would have something to do with it!
A heavy work schedule has kept me from updating the web site regularly. We’ve installed a Powerglide transmission and a new harmonic damper for more accurate timing.
There are also a bunch of little changes we’ve made that may have added a few HP also. Tons of overtime have kept me from racing for a few months now.