Mighty6.com

Dyno Run with new Turbo Motor!

Where does the exhaust go? It goes out of the fender of course!
That is how all the outlaw cars do it now!

A little progress!

After four sets of pistons Craig and I decided to call it quits on the N2O. Not long after we decided to change the combination we found out why it was hurting pistons. A JE piston rep confirmed the pistons were under engineered for the power level. This caused the pistons to collapse over the wrist pins. The fix was to use a heavy small block nitrous piston. We would have really liked to known what this combination would have run after all this time and effort spent on it. In a kind of sad way it was hard to pull all the nitrous off. Not to dwell on the past but look to the future!

A Turbonetics 78mm turbo capable of 1100 hp is in the frame rails. This turbo should give us enough power and reliability for a long time. Well, that is what all the turbo gods have been preaching to us. Well, hell after all this nitrous fiasco I’m game for a new challenge.

Steven

We are the 3rd race on this video from last Saturday. We have to much delay in the nitrous and I lifted early. BTW it was raining on the finish line.

Finished Engine Assembly

M6 is ready for another dyno session at Murillo’s. We will watch the motor pulls closely before attempting any nitrous pulls. In the event everything looks good and the nitrous pulls go well, we are going to the 8.5 outlaw races Saturday.

Here is a little tease on what is in the works. The finished product should be in a couple weeks. Shortly after that we are off to the dyno again.
Stay tuned M6 fans!

After the so called close call on the timing issue it was apparent M6 was wounded. We pulled the motor down for closer inspection. We found the ring lands pinched on all the pistons.

A fresh set of JE’s pistons are in the motor now. We did some port work to the head and raised the compression as well. A fresh drum of VP Q16 will fill the cell. We have one more surprise on the way and then it’s off to the dyno.

Stay tuned M6 fan’s

We went to track and make some test passes to see if
the crank trigger deal was fixed. Yup, that fixed it so we are ready to
go now. One of axle tubes split on the rear housing so we need to repair
that or replace it.

Now another thing to deal with is our fuel supplier, Torco, went out
of business and we have three gallons of fuel. Now we need to figure out
if VP C16 fuel will work with our tune up.

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.

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The Mighty 6 garage has a new addition. This should make the converter swaps a breeze along with other maintenance chores.

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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.