Big Block Twin Turbo 7.0L Cadillac video 1

Ive built a custom big block twin turbo 7.0L Cadillac, with a blow thru carbureted system, and twin Intercoolers. I installed two T3/T04B on upside down headers, with twin 38mm waste gates. I have installed three RS Type BOVs and running the stock distributor with Proform 50k coil HEI ignition HOT upgrade, with 16 degrees initial and a check valve inline with the Vac advance. The Carb is a Holley 600cfm with mechanical secondaries, and nitrophyl floats. I set it up with a square delivery, and replaced the primaries with a Percys Adjust a Jet. I increased the PV restrictions by 135% area. On the tail Ive got twin OBDII Catalytic with Bosch single wire O2 sensors. The build is a 1935 Chevrolet.

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Big Block Twin Turbo 7.0L Cadillac video 2
The build is a 1935 Chevrolet. Ok, since the last video was taken, I've installed the painted cab, and completed most of the build. I designed the steering system around the original 1935 Chevrolet front end. You'll see the engine better, and hear it run. You can here the twin turbos whine, while I rev the 425. It was necessary to leave the original cam, so the power brakes would have plenty of vacuum. The engine pulls 21hg vacuum at 600 idle. The original transmission is a TH400, and Cadillac built them stout to take the 500ftlbs of stock torque. Most people don't know that these engines were capable of this much power, because the book numbers are with all accessories running, and a restrictive airflow. The turbos I installed are sized for a 3.5L engine, and will produce 25psi, while spooling right away. They will not reach the surge limit, because the rev limit of the engine is 5000 rpm. I am using stock dished pistons, because the original compression ratio was 8.5:1. When I checked the cylinder pressure while cranking, it came to 150psi in all cylinders. This computes to 10.2:1 compression under dynamics. The engine power estimates at 6psi Boost are 650hp and 680ftlbs. The limits of the engine are 16psi, and 1100hp. This is the calculated elastic limit of the stock rods, though the heat at 235 psi cylinder pressure before combustion, will melt the edges of the pistons and throw the internal balancing off. I will only be pressing the envelope to 8psi on 92 octane. More to come, and I'll post a video of the first road test.

LATEST VIDEO!! 8.55@161.67! click here also check all his runs that day Truck Specs 1969 Chevy C10 with a bed from a 1995 Chevy step side. 2005 Duramax diesel engine In Brett's own words...My grandpa gave me the truck when I was 15 years old. My dad (Don) and I took the whole truck apart and sandblasted everything. We did all the body work that needed to be done and my dad painted it for me. That was 16 years ago and the truck still has the same paint job on it. We put a tune port fuel injected motor in the truck when I first got the truck. I spent the next ten years putting different sbc engines in it. The last gas engine I had in the truck was a supercharged fuel injected 383 stoker motor. I had always wanted to install a diesel in the truck because that's what I do for a living. I'm a diesel mechanic. So in 2009 I found a Workhorse bus that was a rolling chassis with the Duramax engine and Allison transmission in it. I bought the bus and started fitting everything into my truck. We got the truck running in 2010 and added a Danville Performance ( DP) VGT 68mm turbo and DP EfiLive tuning. The truck ran and drove great. I was able to run a 11.0 in the 1/4mile. Over the winter of 2011 I made a twin turbo system for the truck. Still with the stock engine I was able to run a 10.6 in the 1/4 mile. Later that year I ended up bending all 8 connecting rods. In 2012 I went to DP and we built a new motor using better connecting rod and pistons. I was able to run a best of 9.4 in the 1/4 mile. In 2013 we added a little more power to the engine and was able to run a 9.2. At the end of the season in 2013 we decided we wanted to start racing in the ProStreet class for the NHRDA. So we built a new motor and had HSP Diesel fab up a triple turbo kit for the truck. The engine has Wagler Competition cylinder heads, Bullseye Power turbochargers, Danville Performance built motor and a Rossler turbo 400 transmission with a Neal Chance Racing Converters torque converter. We only made it to a couple races this year but we qualified to race at the world finals for the NHRDA in Ennis TX. We ended up winning the World Finals and setting a new prostreet world record with a 8.810 @ 158mph. The best part of this truck is I still drive it on the street and it even has A/C. Thanks to my Wife and kids Parents Danville Performance HSP Diesel Wagler Competition Bullseye Power turbochargers Neal Chance Racing Converters Rossler Transmission FlexiCorps Racing Deutsch's Truck Repair (Unfortunately Brett broke the output shaft on his first run leaving at a higher than normal rpm trying to break his record but look for this wild truck next year to set a new record et!) Here's his latest mph record pass!!

500 Cadillac Big Block Ready For Dyno
500" Cadillac V-8 Stroked to 526 inches. Ported Iron heads, Bulldog (MTS) single plane intake, CSU Holley 850 carb, 260 duration camshaft, Diamond 10.8:1 Forged pistons, Manley Hemi Nasacar H-beam rods, Stroker crankshaft, Kooks custom 2" primary 304 stainless Jet Hot coated headers. On the Dyno at B&B machine in Lynbrook Long Island. Glenn trying out the Dominator carb.

Badass Diesel Turbo RAT ROD Pickup
It's not fast, it's not pretty, but it's FUN AS HELL... Rollin coal down the highway towing his camper trailer, it's quite the sight to see! Take a tour of Troy Gubser's turbo Diesel rat rod pickup! This thing sure has character, and it's a blast to roll around in! Footage from the Nebraska Diesel Show 2014