The guy in the thread linked states that the dyno he pulled on is infamously low. He has run a 14.13et @95.91mph and weighed in ~4920lbs. Calculating using trap speed (95) gives
328rwhp and using et (14.3) gives 331rwhp (both using a weight factor of 4900lbs). I lowered the #'s to err on the conservative side. His is a 2wd. 390-15%=331.5hp. On a 4wd it is pobably more like 390-20%=312.

 

Does he have the time slips to prove his results? Im not interested in hear say or word of mouth. Actual numbers are all I want in other words time slips and dyno sheets. Those are the only things that count at the moment.

 

I sure do. In fact, a little searching will net you a video taken of me running the 14.13, hissing single exhaust and all.

 

See whats bugging me about that, is I know one of the guys around here who has a 3rd GEN quadcab who has done some very extencive mods (cam, port & polished head, LT Headers, cut-outs, custom tq converter, custom tune and 4.56 gears) and is putting to the ground well over 360+rwhp is running 14.2 in the 1/4. So for a bone stock truck with around 310-320rwhp to get a 0.10sec faster is kinda hard to believe. I know there is video of it so Im not doubting that you did it, Im just saying its hard to believe.

 

I cant find the link to that 14 sec run on here.

 

They cut some weight out of the 4th gens. Also the 360+ might be wrong (dyno). You can only go so far with top end mods. Especially n/a. I don't remember the exact #'s, but I'm pretty sure they bumped the compression almost a full point on the 4th gens.
Do the 3rd gens have the variable cam/valve timing and the active intake manifold.
I skipped a gen. I would like to know the particulars on camming a Hemi w/ vct and if the active intake can be tuned through the pcm.

 

Ding ding! Your prize is like 400 lbs added! What you just said right there is responsible for a few tenths.


Well, it is what it is. There a few pitfalls to steer clear of when trying to compare a 3rd gen to a 4th gen. First, don't assume that a 4th gen with a given body configuration is as heavy as a 3rd gen. It isn't. Second, remember that the 4 link setup of the 4th gen very likely hooks better than the leafspring setup in the 3rd gens.

Finally, stop looking to peak hp to explain all of any differences you may see in performance. Area under the curve matters more. It's quite possible that a 4th gen with variable cam timing and the active intake can develop more torque earlier than the 3rd gen. The peak torque and peak hp figures only tell the story at their respective rpm points. If it happens that a 4th gen not only makes higher peaks, but also is stronger at other rpm points, it'll outperform a 3rd gen by a bigger margin than the peak hp figure would explain.

When you look at it that way, it's not so hard to envision, at least to me.

 

Like I said Im not doubting you at all, Ive seen the video of your run before, I know what all it can do and its great that they can run that fast with nothing else added on to them. And I know its not just a numbers game, pen and paper mean nothing if it cant be replicated at the track. But that is exactly what I needed to know about the 4th Gens so thanks.

 

+1

So we're putting somewhere in the 305 - 330 range to the ground. Sounds like we need someone else to dyno for comparison to the confirmed 307.

 

Thats almost identical to what us tundra guys are putting down stock. Wonder if the difference in our drive train is what makes up the 9 hp we're down at the crank. I guess that also explains the near identical times the new hemi rcsb and iforce rcsb are putting down.

To the OP, i would have imagined a 3rd gen with that many mods (cam, port & polished head, LT Headers, cut-outs, custom tq converter, custom tune and 4.56 gears) being well into the 13's as well. It could be the driver. My truck has gone 14.2 modded while other guys are touching high 13's stock. Im not the best driver, and im probably not the only one. Not to mention elevation plays a big part.