Thanks for the replies!
You know what I love the most about this community? It's the fact that you people care about each other and their safety. I completely agree these trucks were never made for the normal speeds on the highway we see today. But you need to know, I'm taking expensive and very time consuming steps to make this thing safer. And in the end, I may need to be happy with a slower top speed.
Someday I will create a build thread on this project and you will see what I'm trying to do. Though I admit to being a little reluctant. I don’t want to offend the purists. My plan is to have the outside of the truck, and inside of the cab look stock. Underneath and under the hood, it will not be even close to stock.
Luckily, I don't need to take many long trips. This truck will mostly be used for when I move my wife and I to our retirement forever home (which I will probably build myself). I also have a need for a long trip when I finally pick up the crankshaft grinder I'm after.
My modest, but very capable machine shop, welding and fab tools, forklift, cabinet shop, and electronics lab... you get the idea, will take quite a few trips to move. I ONLY want to be as safe as possible when I'm 26,000 lbs with truck and flatbed trailer rolling down the road.
OK, at the risk of getting off topic from my original question, I'll try and respond:
panel fan:
Thank you. It’s helpful what you say. At 65 MPH, the pinion in my truck would be spinning at 3,352 RPM. Maybe that's a safe pinion speed for the 1350 rear differential?
78buckshot:
I can't agree with you more. Safety is my main concern. Some of the things I'm pursuing suspension wise for my build is bigger brakes (like I mention before), but not the P30 conversion. I have no disrespect for those who pursue this path on their 1-1/2 Ton and 2 Ton trucks. I'm just not comfortable with de-rating my truck. So I'm pulling the entire braking system over from a 2000 C6500 Kodiak. And everyone please know, there is nothing remotely to being a "bolt on" experience for this brake conversion. Sad, I know. I will be adapting this system myself. I'm building front and rear sway bars. I'll also bring over the heavy duty shocks from the C6500 Kodiak.
I'm researching using longer leaf spring packs for both the front and rear axles. I'm shooting for at least a foot longer if possible on each corner. The Ford F550 leaf springs (I know, I just used the "F" word here) are something I have my eye on.
It's interesting you say the original in-line 6 can be run at 4,000 RPM. I know the engine I'm using would never be happy at those speeds for long stretches. Not for any real expected engine life anyway. I could see 3400 RPM working, but at a huge cost of fuel.
HotRod Lincoln:
Jerry, I always appreciate your responses on this forum. And don't worry, you can never offend me. I'm not a particularly formidable person, but my skin is thick. I also greatly respect those who have walked their talk.
The engine for my project is purpose built. It's a Gen IV big block Chevy that will be getting a 4.25” stroke forged steel crankshaft with longer forged steel rods. The pistons are forged aluminum with a bore of 0.030" over. The final displacement is 489 cubic inches. The heads, cam, exhaust, and EFI induction is all designed for the purpose of being a towing vehicle. The recipe I'm following for this engine is from people who are a LOT smarter than I am.
I would be open to the idea of using a diesel, but around these parts of the country, diesel engines are made from 24 carat solid gold. So I'm building a kind of "poor mans" diesel.
Well, I hope I covered everyones concerns. This place is a grate community to be a part of.
Thanks again.
David
