First I’m primarily a gas racer; I cut my racing teeth as a Competition Eliminatorcrew member, and racer. I get a woodie when I put my foot on the throttle of a 11,000 rpm small block.
I was stranded without a affordable and competitive engine program at the end 2001 season, after a fairly successfully 5 years of campaigning a D/ed with a Splayed valve V6. I stumbled in to the diesel performance world, and found it to be a new found passion.
The diesel engine development curve is where the gas world was 30 years ago. I speculated it would rapidly catch up, and it’s coming along, there are a lot of inovatators in the diesel couminity . When I first started with diesels, mentioning cylinder head and cam development was laughed at. They stated that boost would overcome it all. 6 years later the shop that I begged to do my head, and build a sheet metal manifold has a 3 month waiting list to get a head and manifold.
So is the diesel engine as a viable power plant for a muscle car, bracket car, or even race car . I don’t mean the typical smoke belching engine, but well refined engine programs. The diesel engine has made huge gains in this arena with the advent of electronic common rail high pressure with 20,000 to 30,000 psi fuel systems. With the CR systems you can tune around destructive peak cylinder pressure as the engine goes thru peak torque. The solution to this before, on mechanical fuel systems was to reduce compression ratio, killing low eng cylinder pressure, and this worked on all out engines, but killed bottom throttle response. These lack of bottom end , also effected the AR selection on turbo’s
The advent of cylinder heads that in effect doubled air flow (Cummins stock 144 CFM ) ( Duramax stock 140 CFM ) to both heads flowing close to 250 CFM on streetable heads and 300+ CFM on all out race heads.
Cam design, which I made one of my pet projects, was way behind. The major player would grind BBF RV grinds on the Cummins 54.5 mm core, the events were to big , and with way to much overlap Problems was the turbo diesel engine cores were on at best 102 to 106 LSA and the overlap was one of the greatest no no’s on a diesel . The diesel engine has little scavenge with 1.2 to 1.5 boost to turbine inlet pressure ratio’s . The tipical street cams would open the intake 10 ATDC and close at 2 or 3 ABDC . I use a cams that is 230 230 on a 116 in at 116 . and do it on 60 mm cores
So to the latest in Chevy Duramax engine for a street engine First forget the huge injectors, twin pumps and compound turbo’s. A stock short block Duramax with a good cylinder head, and cams program will breath well, and make 600 hp and 1000 ft lbs of torque, and rev to 5000+ rpms and last forever. The great part about doing the heads and cam, on a entry level engine is, that now this good breathing engine will make a good power curve at low boost levels. The great part is no need for an intercooler at this boost level. Just use Water injection on the street.
This engine in a muscle car will run good, smoke free, and get 40+ MPG on # 2 diesel fuel. Go ahead and put a good set of rods in the motor and the hp level is close to 1100 hp with nitrous , which doubles as an intercooler.
Here are some pictures of the NX Mustang and My Dragster and their engine programs based around the Dmax diesel engine.
Oh and I love this forum, the knowledge level is humbling.
Hi John. Why don't you call Greg again and ask him why someone he claims as part of his posse would post something like this about him?
Crewgirl said:
*sigh* I don't even know where to start with this thread......... First to all my diesel friends who have said some very nice things about me in this thread, you guys rock.
Greg, please stop using pictures of me in your ego-boosting threads. I've worked very hard to be taken seriously in motor sports and the biggest strides I took were when I distanced myself from you. People take me alot more seriously and treat me with 10 times the respect since I stopped associating with you. I told you once that you would drown in your own ego and I would really like to avoid being pulled down by the current. I appreciate that you have wonderful intentions about helping me get somewhere in the racing world, but after 13 years of empty promises and "projects" that fell through I've decided that I'll pave my own way and probably get there alot quicker. I've tried to be nice and tactful when telling you this before, but apparently that's a language you don't understand. If I continue hearing that you've dragged my name into yet another drama filled thread I'm going to get downright bitchy. If you truly want to help me out, don't mention my name in association with one of your "projects" ever again.
I’ll let Greg answer that for himself. Looks like a spurned girl, what’s new. Geezers 13 years and she is mad now. I would guess that this was way deeper then is being told
Yea...a lot has changed since then. Danny doesn't have that truck anymore, my whole left arm is tattooed, I don't smoke anymore, I don't drink Crown or Jack and very little beer. I do enjoy my Captain Morgan and Coke though.
It's fun to see a 5 year old pic from a party used out of context though...I hope it makes Greg feel better about being a douchebag. lol
ive got a buddy with a 525hp commonrail and thats a good time... i bet another 200 or so on top of that is an even better time... im hoping for around 350 at the wheels with my 1st gen if i ever get on Dunbars. Did 281/792 on Schieds this year but ive done some performance stuff since then
I guess I'll have to since I dont know how. lol
To be fair...the motor swap was done by someone else but I just didn't have time to do it. For someone that's unemployed I sure do seem to be at work a lot. LOL
I've also had it completely disassembled since then in my shop in addition to doing every single mod to the truck myself...despite what Greg wants everyone to think.
Back to being unemployed now....gotta go waste my day on the beach. lol
man this is great lol. richard, i got 100 bucks on you in a cage deathmatch lol. i have met richard a couple of times at DIESEL events and me being 6 foot 4 and still having to look up was quit a sight. and dont tell me shit about i havent done anything with a diesel like greg has. i built my own shit and run my own shit. i dont let people build me stuff, run a number, then post and brag that i built it, i was the first and so on. and yes i have a 11 sec DAILY DRIVER thats a VP powered DUALLIE by the way. see sig below for other toys. i do have to say this thread does make me laugh my ass off and past some of the time during the day lol.
So you’re in with the propaganda that this pathetic group of antagonist is spreading I talked to another individual in your community, one whom I believe. And he vouched 100% for Greg’s building the race cars mentions. This man is a well respected Competition Eliminator racer. I have been researching as far back as I could on this and other Diesel forum, and I can see where Greg post pictures of construction, and this same group of guys are bashing Greg for mentioning the companies that help him. What a group of hypocrites .
One by one why don’t you prove that Greg didn’t build, and race the cars mentions? Let’s get the list of who build them. Who did all the work Proof , or STFU
It’s kind of like what the man said in his PM , Unbroken you’re a shirt wearer on a Pro Mod team, and the fact that someone is actually doing what you only dream about is burning you up
You bunch of nimrods should read this a little closer; this was producing points for the diesel community. I see a professional doing his job to bring positive attention to the people he so eloquently champions.
But that will never do, you bunch of jealous idiots had to come in to this thread and make diesel performance look like a bunch of fools. If I was a diesel racer, I would put a price on you heads.
First I’m primarily a gas racer; I cut my racing teeth as a Competition Eliminatorcrew member, and racer. I get a woodie when I put my foot on the throttle of a 11,000 rpm small block.
I was stranded without a affordable and competitive engine program at the end 2001 season, after a fairly successfully 5 years of campaigning a D/ed with a Splayed valve V6. I stumbled in to the diesel performance world, and found it to be a new found passion.
The diesel engine development curve is where the gas world was 30 years ago. I speculated it would rapidly catch up, and it’s coming along, there are a lot of inovatators in the diesel couminity . When I first started with diesels, mentioning cylinder head and cam development was laughed at. They stated that boost would overcome it all. 6 years later the shop that I begged to do my head, and build a sheet metal manifold has a 3 month waiting list to get a head and manifold.
So is the diesel engine as a viable power plant for a muscle car, bracket car, or even race car . I don’t mean the typical smoke belching engine, but well refined engine programs. The diesel engine has made huge gains in this arena with the advent of electronic common rail high pressure with 20,000 to 30,000 psi fuel systems. With the CR systems you can tune around destructive peak cylinder pressure as the engine goes thru peak torque. The solution to this before, on mechanical fuel systems was to reduce compression ratio, killing low eng cylinder pressure, and this worked on all out engines, but killed bottom throttle response. These lack of bottom end , also effected the AR selection on turbo’s
The advent of cylinder heads that in effect doubled air flow (Cummins stock 144 CFM ) ( Duramax stock 140 CFM ) to both heads flowing close to 250 CFM on streetable heads and 300+ CFM on all out race heads.
Cam design, which I made one of my pet projects, was way behind. The major player would grind BBF RV grinds on the Cummins 54.5 mm core, the events were to big , and with way to much overlap Problems was the turbo diesel engine cores were on at best 102 to 106 LSA and the overlap was one of the greatest no no’s on a diesel . The diesel engine has little scavenge with 1.2 to 1.5 boost to turbine inlet pressure ratio’s . The tipical street cams would open the intake 10 ATDC and close at 2 or 3 ABDC . I use a cams that is 230 230 on a 116 in at 116 . and do it on 60 mm cores
So to the latest in Chevy Duramax engine for a street engine First forget the huge injectors, twin pumps and compound turbo’s. A stock short block Duramax with a good cylinder head, and cams program will breath well, and make 600 hp and 1000 ft lbs of torque, and rev to 5000+ rpms and last forever. The great part about doing the heads and cam, on a entry level engine is, that now this good breathing engine will make a good power curve at low boost levels. The great part is no need for an intercooler at this boost level. Just use Water injection on the street.
This engine in a muscle car will run good, smoke free, and get 40+ MPG on # 2 diesel fuel. Go ahead and put a good set of rods in the motor and the hp level is close to 1100 hp with nitrous , which doubles as an intercooler.
Here are some pictures of the NX Mustang and My Dragster and their engine programs based around the Dmax diesel engine.
Oh and I love this forum, the knowledge level is humbling.
You bunch of nimrods should read this a little closer; this was producing points for the diesel community. I see a professional doing his job to bring positive attention to the people he so eloquently champions.
But that will never do, you bunch of jealous idiots had to come in to this thread and make diesel performance look like a bunch of fools. If I was a diesel racer, I would put a price on you heads.
because he didnt build that mustang you fuck tard. he may have helped in it but he claims he did this and did that and doesnt give credit to people that actualy worked and built it. kinda like john force coming on tv and saying he won all by himself and no one else was involved. think the crew members would like that very much?
I'm going to SEMA tomorrow. I'll be sure to stop by the Banks booth and get their take on Greg and post up the results. Funny....names he has dropped in the past had NO fucking clue who he was.
I'm going to post this up so that it's perfectly clear.
Greg Hogue is John Preston. How do I (and every other diesel guy (and now some gas guys) in this thread) know this? I've spent the last 5-ish years reading Greg's constant rambling. Murdered English.....horrid spelling....misused words. Helen-Fucking-Keller could see this. The fact you sent PM's on CompD to other members to get them to rush over here and support you after the bottom fell out speaks volumes. As usual....cause that's how you have always operated. Here is a prime example of how Comp461 in action....
Prime example of Greg saying one thing then doing another. Here is his Mafia Wars user profile:
John/Greg and whatever other name you are posting under.....you have done more to run the thread into ground. YOU make me ashamed to be part of the diesel community. Everytime you post something up under the JP username, you just simply destroy what credibility you had left. Anybody who knows the real you isn't surprised.
I'm going to SEMA tomorrow. I'll be sure to stop by the Banks booth and get their take on Greg and post up the results. Funny....names he has dropped in the past had NO fucking clue who he was.
I'm going to post this up so that it's perfectly clear.
Greg Hogue is John Preston. How do I (and every other diesel guy (and now some gas guys) in this thread) know this? I've spent the last 5-ish years reading Greg's constant rambling. Murdered English.....horrid spelling....misused words. Helen-Fucking-Keller could see this. The fact you sent PM's on CompD to other members to get them to rush over here and support you after the bottom fell out speaks volumes. As usual....cause that's how you have always operated. Here is a prime example of how Comp461 in action....
Prime example of Greg saying one thing then doing another. Here is his Mafia Wars user profile:
John/Greg and whatever other name you are posting under.....you have done more to run the thread into ground. YOU make me ashamed to be part of the diesel community. Everytime you post something up under the JP username, you just simply destroy what credibility you had left. Anybody who knows the real you isn't surprised.
Anybody want to read about a guy in the diesel community that spends time on the track....and at BOTH diesel and NHRA events? Not beating his chest? Someone that is disliked by only one person? Ok...maybe two if you include "John Preston". And makes absolutely the BEST hamburger I've ever eaten. And at the track no less? Meet John Robinson.
Anybody want to read about a guy in the diesel community that spends time on the track....and at BOTH diesel and NHRA events? Not beating his chest? Someone that is disliked by only one person? Ok...maybe two if you include "John Preston". And makes absolutely the BEST hamburger I've ever eaten. And at the track no less? Meet John Robinson.
lol preston i am with you. i knew it was greg since post one lol. i just love playing the game. lol. this is got to be one of the greatest threads of all lol and greg i was on this site well before you so dont say i was one of the folks to just come join to see your thread. i just cant get enough of it cause it really passes the time lol. preston, get some good pics at sema. girls mostly lol. see ya buddy.
Funny stuff...to me anyway. Since there's a plot to destroy Greg's reputation being hatched in the private forums on our website....you wouldn't think our website would be advertised on every car he's even remotely involved with....but it is. LOL
Mike's Mustang...right on the core support:
Mike's dragster...which Greg will tell you he owns...mid body up top:
And just to clarify in case anyone thought different. Greg had NOTHING to do with this header other than being a reseller for the man the did make it. Jon at PolyDyn in Houston was the sole person responsible for this being made. I had the prototypes in my hands long before I'd ever heard of Greg Houge. Jon made the headers we used at Diesel Innovations for the 7.3 motors and was gonna use my 6.0 truck to prototype those untill I blew that motor into a hundred pieces.
First I’m primarily a gas racer; I cut my racing teeth as a Competition Eliminatorcrew member, and racer. I get a woodie when I put my foot on the throttle of a 11,000 rpm small block.
I was stranded without a affordable and competitive engine program at the end 2001 season, after a fairly successfully 5 years of campaigning a D/ed with a Splayed valve V6. I stumbled in to the diesel performance world, and found it to be a new found passion.
The diesel engine development curve is where the gas world was 30 years ago. I speculated it would rapidly catch up, and it’s coming along, there are a lot of inovatators in the diesel couminity . When I first started with diesels, mentioning cylinder head and cam development was laughed at. They stated that boost would overcome it all. 6 years later the shop that I begged to do my head, and build a sheet metal manifold has a 3 month waiting list to get a head and manifold.
So is the diesel engine as a viable power plant for a muscle car, bracket car, or even race car . I don’t mean the typical smoke belching engine, but well refined engine programs. The diesel engine has made huge gains in this arena with the advent of electronic common rail high pressure with 20,000 to 30,000 psi fuel systems. With the CR systems you can tune around destructive peak cylinder pressure as the engine goes thru peak torque. The solution to this before, on mechanical fuel systems was to reduce compression ratio, killing low eng cylinder pressure, and this worked on all out engines, but killed bottom throttle response. These lack of bottom end , also effected the AR selection on turbo’s
The advent of cylinder heads that in effect doubled air flow (Cummins stock 144 CFM ) ( Duramax stock 140 CFM ) to both heads flowing close to 250 CFM on streetable heads and 300+ CFM on all out race heads.
Cam design, which I made one of my pet projects, was way behind. The major player would grind BBF RV grinds on the Cummins 54.5 mm core, the events were to big , and with way to much overlap Problems was the turbo diesel engine cores were on at best 102 to 106 LSA and the overlap was one of the greatest no no’s on a diesel . The diesel engine has little scavenge with 1.2 to 1.5 boost to turbine inlet pressure ratio’s . The tipical street cams would open the intake 10 ATDC and close at 2 or 3 ABDC . I use a cams that is 230 230 on a 116 in at 116 . and do it on 60 mm cores
So to the latest in Chevy Duramax engine for a street engine First forget the huge injectors, twin pumps and compound turbo’s. A stock short block Duramax with a good cylinder head, and cams program will breath well, and make 600 hp and 1000 ft lbs of torque, and rev to 5000+ rpms and last forever. The great part about doing the heads and cam, on a entry level engine is, that now this good breathing engine will make a good power curve at low boost levels. The great part is no need for an intercooler at this boost level. Just use Water injection on the street.
This engine in a muscle car will run good, smoke free, and get 40+ MPG on # 2 diesel fuel. Go ahead and put a good set of rods in the motor and the hp level is close to 1100 hp with nitrous , which doubles as an intercooler.
Here are some pictures of the NX Mustang and My Dragster and their engine programs based around the Dmax diesel engine.
Oh and I love this forum, the knowledge level is humbling.
Just a quick point about nitrous doubling as an intercooler on a diesel.
That's a bit off the mark. Nitrous will definitely lower the intake air temps but it will also increase EGT's since it'll help more fuel burn.
You gotta be careful with it...melting pistons right outta the bore isn't uncommon.
It's a double edged sword...the lower IAT's look good but flame cut pistons don't. lol
Nice Sig pic. Alas...I am not the face of diesel motorsports. I'm just a guy that competes in several diesel specific events a year, works on a couple of high performance diesel websites and helps out at a few more large diesel only events a year. The last time I saw Greg at a diesel event was about 2 years ago where he weaseled his way into our VIP booth and was seen begging for someone to let him drive their sledpulling truck.
Maybe I should use this pic of Greg in my Sig? lol
Better go check another thread started by John Preston because cOMP461(Greg) has posted in it.
I can't see how ya'll think they are the same person.
I have read many of Greg's posts on CompD in the past and the use of paragraphs and grammer are not the same between the two.
I will say one thing for Mr. Preston......he's taking hate to a new level
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