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EDITOR’S NOTE LOSS OF A LEGEND
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DIESEL NEWS THE LATEST FROM AROUND THE DIESEL WORLD
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EDITOR'SNOTE |
DIESEL WORLD MAGAZINE
BY ADAM BLATTENBERG
END OFAN ERA S
pring 2005, I was working at a small truck shop in Southern California, turning wrenches. The diesel bug had already bitten me, we were installing a few intake/exhaust/tuner combos a day and my paychecks were getting turned into truck parts for my 7.3L. The diesel performance boom was in full swing. Growing up I had always had a magazine addiction, in 2005 a new one showed up on the stands. It was probably the largest single influencer to my diesel addiction. That magazine was Diesel Power. The original diesel magazine, Turbo Diesel Register (TDR) had existed for a while, but Diesel Power (DP) was different. I read every DP issue cover-to-cover, several times. I can still remember some of the trucks that I drooled over then. Some of them are still around, but most seem to have disappeared. I still have one of my first copies, never left the drawer in my toolbox where it still is today.
About 5-years later I met a magazine editor through the aforementioned truck shop and started helping on a couple of DP’s sister magazines, RV Magazine and 8-Lug Magazine. That eventually led to me helping out at Diesel Power Challenge. First DPC for me was 2011. As a young diesel enthusiast that was like winning the super bowl to me. Every single truck there was eons ahead of anything I had ever seen before. Just sitting in the stands would have been epic, I actually got to stand on the track as the trucks competed, I was part of the crew so there was nowhere I couldn’t go, nothing I couldn’t experience. It felt so good to be a part of the team, no matter how tiny my role was. Shoot I’ll probably get black lung disease from standing deep in ATS’s dyno room during that part of the event, oh well I loved every second of it. That was an epic week That first DPC had me hooked. I had to find a way t make working there my career, everything else in m life took a backseat to that goal for a good long while I ended up being a freelance contractor for DP and few other sister magazines for several years, helping o shoots, doing my own articles, even ran a couple bran myself. Never considered myself a writer, includin today, but that first article I got in DP was anoth highlight of my life thus far. Seeing my name in t magazine I had drooled over for so many years, it w a huge feeling of accomplishment. That article is framed and hanging in my office today. I got a few more articles in the book over the next 4 years, helped at a couple more DPC’s and met some really great life-long friends while working there. A couple of those friends are regular contributors to Diesel World now. In 2014 I was running RV Magazine when it was shut down. Shortly after that, Diesel World approached me and offered me the Chief Editor job. So of course, the dream of making a career with DP ended, and the DW one began.
reactions when they see us talking at events. “You guys aren’t going to fight, are you?” is a common comment. I consider myself lucky to call KJ a good friend. He’s a better editor than me in so many ways and has done such a great job with that brand. Even though I had stopped working for DP and the sister books, DP was still a big part of my life. While I’ve always wanted DW to be the stronger brand, I’ve always said I never want DP to go away. I’ve had this conversation with KJ as well. Sadly, as I’m sure most of you know by now, Diesel Power, as far as the print magazine is concerned, ceased to exist late in 2019 (at this time we don’t know what’s happening with the other aspects of the brand). A sad day for me and any diesel enthusiast. Tons of great people worked on that brand over the years. I’ll always cherish the memories Diesel Power Magazine fostered, the friends I met along the way and the massive influence Diesel Power Magazine had on my life.
At my first Scheid Diesel Xtravaganza with DW I met DP’s Chief Editor, KJ Jones. Over the years it’s been funny to see people’s 12
APRIL I 2019 • DIESEL WORLD
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EWS OEM NEWS
2020 Ford Chassis Cabs: Best-in-Class Capability
Ford is wasting no time promoting the ’20 cab-andchassis Super Duty’s best-in-class payload capacity of 12,750 pounds, its all-new 10-speed TorqShift transmission, or its use of the third generation 6.7L Power Stroke. With a 65.6-percent share of all Class 2-5 registrations, Ford boasts the number 1 commercial truck lineup in the U.S., and it plans to keep it that way. “We don’t operate in a vacuum in Ford commercial trucks, we talk to customers, dealers and upfitters who know how hard our trucks are worked,” said Nathan Oscarson, Ford’s commercial truck marketing manager. “That kind of real-world feedback helps us engineer the level of commercial trucks that the industry demands.”
PARTS
XDP Opens New West Coast Distribution
North America’s largest diesel performance products supplier, XDP, has built a state-of-the-art warehouse at its new Las Vegas distribution center. The fresh facility makes use of a warehouse management system that’s intended to help improve speed and accuracy for on-time shipment processing. Most importantly, the new warehouse location will reduce transit times, helping you or your shop get the parts you need to complete the job even quicker. Like XDP’s Wall Township, New Jersey location, a full staff of performance specialists will also be available to answer any and all questions over the phone or in person.
OEM NEWS
RAM WINS POPULAR SCIENCE AWARD After reviewing thousands of products and innovations on its way to choosing the top 100 winners across 11 categories, Popular Science Magazine has given the 2020 Ram heavy duty truck its Best of What’s New award. According to Joe Brown, Editor-in-Chief of Popular Science, Ram won the automotive award because its “unique blend of tech makes it tough yet sophisticated.” Of particular interest in a press release from New Press USA was the mention of Ram’s heavy duty truck customers having the ability to enjoy Sirius XM’s new (industry-first) Personalized Stations Powered by Pandora, provided they’ve opted for the 12-inch Uconnect touchscreen. 16
FEBRUARY APRIL I 2020 I 2019 • DIESEL • DIESEL WORLD WORLD
www.dieselworldmag.com
DWNEWS
HORSEPOWER The Executioner Makes 3,200+ HP
Everyone knew it would make big power, but now, after an all-out nitrous hit on the dyno, we know the D&J Precision Machine Executioner that’s destined for the Firepunk Diesel/Save the Racks S10 makes more than 3,200 hp. , the Firepunk and D&J crews met up at Marlatt Engines & Dyno, found that the Executioner could make 1,800 to 2,000 hp on fuel without so much as breaking a sweat, and then turned on the nitrous and began inching toward their goal. The final nitrous run yielded 3,214 hp, 3,351 lb-ft of torque, and more than 5,000 rpm.
HORSEPOWER HOW MANY TURBOS AGAIN?
Remember the six-turbo testbed Cummins from OptiTorque Technologies? Well, the P-pumped monstrosity finally saw some dyno time recently. Strapped to the engine dynamometer at Infinite Performance, the very first pull under load produced 2,105 hp at 5,200 rpm. Overall boost pressure checked in at 130 psi with just 97 psi of drive pressure (drive pressure on the manifold turbos was actually within 3-psi). The atmosphere chargers made 43 psi of boost with 33 psi of drive pressure. An unfortunate injector line failure led to a fire when raw diesel hit the smoldering exhaust manifold, which cut the dyno session short, but both companies have promised there is much more to come…
HORSEPOWER HAISLEY MACHINE’S NEW 24-VALVE SUPER STOCK CUMMINS
Haisley Machine brought one heck of a conversation piece to PRI, and parked it front and center at the ARP booth. Interestingly enough, the company’s latest Super Stock mill, a deck-plated Cummins with a billet 18mm pump from Wimer Fuel Injection & Turbo, featured a 24-valve cylinder head. A sleeved, factory-based 6.7L block still seems to be part of Haisley’s recipe, along with triple turbos, water injection, and a 4-disc clutch. Other highlights for the 3,000-plus horsepower Cummins include SMT’s roller rocker system, a 4-core waterto-air intercooler from Sandridge Customs, Custom Floater bellhousing, and a ProFab Machine reverser. 18
APRIL I 2020 • DIESEL WORLD
OEM NEWS
2021 CHEVY SUBURBAN’S AND TAHOE’S WILL GET A DURAMAX Big news from the GM camp: the Duramax is coming to its full-size SUV’s. While they won’t be receiving the 6.6L, a Duramax will grace 2021 model year Suburban’s and Tahoe’s. The same 277hp, 460 lb-ft version of the inline-six 3.0L Duramax in ’20 half-tons will make its way into the fresh SUV’s, as will independent rear suspension and significantly increased interior space. As the only full-size SUV available with a diesel option, highway fuel economy could reach 30-mpg. The Duramax will be optional on all trim levels for the Tahoe and Suburban, except for Z71 models.
OEM NEWS MORE TROUBLE FOR VW
The emissions-related troubles continue for Volkswagen, as the automaker’s headquarters was recently raided by officials in Germany. This time, however, investigators are after information regarding VW’s EA288 engine (not the EA189 that was the primary culprit in the Dieselgate scandal). It’s alleged that, in testing, the EA288 engines do not properly indicate when the diesel particulate filter fails. Even more interesting, this raid seems to have targeted individual employees at Volkswagen rather than the automaker itself. No matter the outcome, it’s further proof that VW will remain under the microscope of prosecutors for the foreseeable future.
RACING COLLECTING TROPHIES
Diesel drag racing’s First Lady, Mindy Jackson, picked up her 5.90 Index class trophy at the ODSS banquet on December 13. However, unbeknownst to her a second accolade awaited the talented driver of the Old Hustle, New Flow Cummins: the ODSS Rookie of the Year honor. In her first full season behind the wheel, Jackson’s tremendous consistency allowed her to collect three event wins and also put in solid efforts at the events she didn’t. It’s also worth mentioning that, being based out of Texas, Jackson spent much of her summer on the road, which no doubt made earning both awards that much sweeter.
WANT TO KNOW MORE?
Head to DieselWorldMag.com/News for the latest diesel news developments. www.dieselworldmag.com
Trust Your Business to the Experts at Diesel Performance Parts Inc. - Competitive Guaranteed Wholesale Pricing,
866.455.7788 | dieselperformanceparts.com Diesel Performance Parts Inc. | 411 Allied Dr, Nashville, TN 37211
HOTPRODUCTS O DEPARTMENT
DIESEL WORLD MAGAZINE
COMPILED BY DW STAFF
ne of our favorite parts of the Specialty Equipment Market Association (SEMA) show is all the exciting new products that are released every year. Whether you’re lowered or lifted, a mechanic, tow junkie, or racer, there is a product out there for you. For this year, we’ve included everything from lift kits, to turbochargers to tools, so you’ll get as wide of a selection as possible. Some of our favorites from this year included the Banks Power diff cover, Precision Turbo’s outlandish 143mm Pro Stock turbocharger, Sinister Diesel’s 50-state legal intake, and TialSport’s T3 turbine housings. There’s also portable truck lifts, wheels, transmission parts, and programmers. Need a 58inch tall tire? We have it here. So without further ado, here’s 30-plus products from more than 25 vendors that we’re superexcited about.
FORD 6.7L DIESEL EXHAUST MANIFOLDS Replacement exhaust manifolds for the F-Series Ford 6.7L Power Stroke Diesel engine, made from performance high-silicon ductile cast iron. Comes with longer studs and spacers. . BD Diesel Performance 800.887.5030 BDDiesel.com
Chrysler 66/68RFE Heavy Duty Overdrive Clutch Hub & Shaft Eliminate overdrive clutch hub and shaft failure in both completely stock 66/68RFE units and heavy duty/performance applications. Cryogenically treated and featuring shot-peened lubrication cross holes for greater crack resistance, this direct replacement hub and shaft assembly delivers highly reliable protection in any vehicle at any power level. Sonnax 802.463.9722 Sonnax.com
2020 GM 2500 HD, 7 to 9-inch Black SS Lift Kit This is an adjustable 7 to 9-inch lift kit that includes: Spindles, torsion bar drops and boxed front crossmember with stainless accents, lower a-arm support rods, skid plate, 4 front bump stops, boxed compression struts, brake lines, front and rear shocks. In the rear: blocks with bump stops, U-bolts, all hardware including brake line and electrical drop brackets, plus color instructions. McGaughy’s Suspension 559.226.8196 McGaughys.com
APRIL I 2020 I 2019 • DIESEL • DIESEL WORLD WORLD 22 FEBRUARY
www.dieselworldmag.com
XXL Direct Replacement Fuel Tank A direct fit replacement fuel tank for the popular 2013 to current Dodge Ram 2500 and 3500 Crew Cab, Short Bed pick up trucks with the legendary Cummins diesel engine. Being a direct fit, there is no cutting or fabrication required. The tank was designed to fit in the chassis and around all other systems. TITAN Fuel Tanks 208.522.1325 TitanFuelTanks.com
Total Control Unit 47/48 CAC has developed a plug and play module for installation of an Allison 1000/2000 behind all Dodge Cummins trucks with a 47RE or 48RE with seamless integration and no need for engine programming or reprogramming of any kind. The Dodge still thinks the OEM transmission is in place, and all features and functions of the truck work as intended. Custom Automatic Conversions 865.253.1133 CAConversions.com
TiALSport F3V SS Turbine Housings F3V series, with a T3 bolted inlet flange, and v-band outlet flange. Four A/Rs, 0.63/0.82/1.03/1.21, are offered for a range of turbine designs from 56 to 80mm inducers, for popular competitive products as well as our own Xona Rotor units. TiAL Products/Xona Rotor 989.729.8553 TialSport.com
Cali Offroad Paradox Gloss black / Milled Cali Offroad, Paradox. Shown in our Gloss Black with milled spokes. Also available in High polished with milled accents The Paradox is our rendition of a classic full face wheel designed with a modern touch. Available in 20x9, 20x10, 20x12, 22x12 and 24x14 inch sizes for all of your popular 5, 6 and 8 lug applications. The Wheel Group/ Wheel-1 626.363.1676 CaliOffroad.com
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APRIL I 2020 • DIESEL WORLD
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HOTPRODUCTS QTP 5-inch Electric Exhaust Cutout Kit The best just got bigger. Introducing the QTP 5 inch Electric Exhaust Cutout. 5/8inch thick heavy duty CNC aircraft aluminum body, stainless steel butterfly/shaft and a high torque permanent magnet gear reduction motor. You are in control! Mild to wild. Shown with: 5-inch stainless steel Y-pipe, one-touch wireless remote. Made in the USA. QTP Quick Time Performance 973.513.9955 QuickTimePerformance.com
PPE Deep-Capacity Engine Oil Pan (GM L5P) Features: flat bottom--solves the oil drainage problem associated with the stock GM pan. Two-quart additional oil capacity. Cast, high-grade aluminum alloy for optimal heat dissipation. Neodymium magnet equipped, billet stainless steel drain plug. Lifetime warranty. Raw or powder-coated black finishes. PPE Inc. 714.985.4825 PPEdiesel.com
Pulsar for the 2017-2019 GM Duramax 6.6L L5P. The Pulsar inline is an industry-exclusive technology, now available via Pulsar, has totally changed the game when it comes to adding performance and keeping the ECU on the truck. No mail-in unlocks, no cross-shipment, or hassle. Pulsar supplies instant power, on the fly, with no flash tuning. Holley Performance 801.476.3343 EdgeProducts.com
The Original Hoffman MiniLift The Original HoffmanMiniLift; European designed and manufactured, with 110 electric. 2600 lbs (1200 kg) per column lifting capacity, capable of lifting a 5,000 lb vehicle. Assembled, load tested and shipped from Newark, NJ to anywhere North America. Hoffman Services Inc. 973.242.6666 HoffmanServices.com
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HOT PRODUCTS
True Spike 50 Caliber Billet Lug Nuts True Spike 50 Caliber Series Lug Nuts are a Unique, one of a kind design. The lower part of the lug nut assembly is made out of CNC Machined Forged Steel and powder coated, and the 50 Caliber Lug Nut Cap is manufactured out of T6061 CNC machined billet aluminum and powder coated or anodized.
Pro Stock Turbocharger Designed specifically for Tractor/Truck Pulling, as well as highperformance Drag Racing applications, our new Pro Stock Turbocharger features a 143mm GEN2 CEA compressor wheel, and is capable of supporting over 5,000 horsepower. Various turbine housing A/R ratios are available to suit different applications.
True Spike Lug Nuts 305.463.0680 TrueSpikeLugNuts.com
Turbonetics / Precision Turbo & Engine 855.996.7832 PrecisionTurbo.net
FORD SUPER DUTY TRAIN HORN AND Onboard Air System Kleinn Air Horns Onboard Air and Train Horn System for 2017-19 Ford F-250/F-350 trucks is a direct fit, 100-percent bolt-on installation using only common hand tools. No drilling, cutting or welding required. Includes a Demon 157.8 decibel train horn, 3-gallon tank, 200 PSI waterproof air compressor and quick connect tire inflator with storage bag. Kleinn Air Horns 520.579.1531 Kleinn.com
Cold Air Intake for 6.7L Power Stroke w/C.A.R.B. E.O. Sinister Diesel intakes design, engineering, and fabrication are done in-house to provide industry-leading performance and durability. All of their intakes utilize CNC mandrel-bent aluminum tubing for maximum performance and strength. Our kits include silicone couplers that are far superior in reliability to OEM materials. Sinister Diesel 888.966.6543 SinisterDiesel.com
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APRIL I 2020 • DIESEL WORLD
www.dieselworldmag.com
HOTPRODUCTS The Fuelbox The Fuelbox combo is designed exclusively for the mid-size truck market. FTC62 Fuelbox combo has a 40-gallon capacity and is an auxiliary fuel system for diesel pickups. The FTC62 can be used with two transfer options, Auto Fuel Controller system to automatically transfer fuel to your OEM tank or the TP13 transfer pump to transfer fuel to equipment. The Fuelbox 559.739.0818 TheFuelBox.com
RIGID Adapt E-Series RIGID Adapt E-Series is the world’s first autonomous off-road light bar. It features the same style and construction as the legendary E-Series. The Adapt E-Series contains cutting-edge technology, with two layers of adaptive response to the vehicle’s available power and driving speed. The Adapt E-Series makes it easier than ever to Own The Night. RIGID 855.760.5337 RigidIndustries.com
2013-2017 6.7L Cummins Intercooler Kit More Breathing Room over Stock! Our intercooler offers more spacing on the core to allow for more airflow, resulting in lower temperatures compared to stock. Our intercooler kit comes with everything you will need for installation. All of our accessories were manufactured solely for this kit. ETL Performance Products, Inc. 234.575.7226 ETLperformance.com
Transmission Cooler Mounting Kit for 2002-2009 Dodge/ Ram 2500/3500 with Cummins Engine Flex-A-Lite® introduces an all-new Transmission Cooler Mounting Kit, including a direct-fit bracket, for the 2003-2009 Dodge/Ram 2500/3500 with Cummins engine (part number 31962). The kit takes the guesswork out of which transmission cooler to choose and how to mount it. FLEX-A-LITE 800.851.1510 Flex-A-Lite.com
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APRIL I 2020 • DIESEL WORLD
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@PPEdiesel
FEATURE
2007 DODGE RAM 3500 QUAD CAB
A BASICALLY-NEW, 2007 RAM 3500—WITH 1,058 HP BY MIKE MCGLOTHLIN
K
eith Burwinkel knew exactly what he had from the get-go. In 2010, at a time when the verdict was still out on the new 6.7L Cummins, he got a smoking deal on this ’07 5.9L—and he still owns it today. And thanks to growing up around oil burners at his father’s shop, JB Diesel Service, working for Cummins for the better part of a decade, and spending a fair amount of time on the dyno, Keith’s single rear wheel Ram 3500 is making some pretty serious power. But not only that, he’s doing it with a very simple setup—and surprisingly few dollars invested.
DIESEL WORLD MAGAZINE
er rpm and boost, Keith traded for a set of 110-pound Industrial Injection valve springs and installed them one cylinder at a time, along with trading for a set of Hamilton Cams’ extreme duty pushrods. Keith also bartered for a Hamilton 181/210 cam, which helps bring his big single turbo to life sooner.
LOW-MILE, PRACTICALLY-UNTOUCHED 5.9L Never having been apart, from oil pan to head gasket Keith’s 5.9L is just as it left the assembly line in Columbus. While the head has never been removed, ARP2000 head studs out of a friend’s engine were threaded in one at a time. To handle high-
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FACTORY FRESH
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For a truck that lays down 1,058-rwhp you were probably expecting a fully-built engine with lots of bling, but the 5.9L common-rail under the hood of Keith Burwinkel’s ’07 Dodge has hardly been touched. Sure he upgraded valve springs, pushrods, added ARP head studs and even threw in a cam, but the head has never been off the block. The 63,000-mile Cummins has been coping with 700-rwhp or more for the past eight years, and four-digit horsepower figures since 2017.
FACTORY FRESH SINGLE S400 Though the truck was still equipped with the factory Holset when he bought it and sported an S364 for a time, Keith’s higher horsepower endeavors kicked into high gear with the addition of an S400 frame turbocharger. Sourced from Engineered Diesel, its billet compressor wheel and corresponding compressor housing has grown from 66mm to 71mm to 75mm over the years. The 75/87/.90 charger blows boost through a Spearco intercooler and bolts to a T4 exhaust manifold from BD Diesel. Improving upon what the 181/210 camshaft did to help spool up, Keith added a BD Diesel turbine diverter valve, which makes the truck surprisingly responsive at low engine speeds. BIG FUEL Much like his choice in turbochargers, the fuel system on Keith’s 5.9L has undergone many changes over the years. The engine has seen 90hp injectors, 120hp injectors, a combination of 200hp units and an 85-percent over CP3, and sports 70-lpm, 400hp injectors from Industrial Injection at the present time. Thanks to an ATS Diesel twin CP3 system, an Industrial 85-percent over pump sits in the factory location while a stock 6.7L pump gets belt-driven up top. The CP3 combination has no problem maintaining 26,000 psi worth of rail pressure for the big injectors to use. A 260-gph Titanium series fuel system from FASS keeps 17 to 18 psi of pressure on tap for the CP3’s at all times. 42
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The Engineered Diesel turbo aboard Keith’s 5.9L Cummins started life as a 66mm BorgWarner S400, was later transformed into an S471, and eventually grew into the current 75mm version during the course of chasing horsepower. Throughout the changes to the compressor side, the charger’s 87mm turbine wheel and .90 A/R exhaust housing have gone unchanged. The billet-wheeled S475 bolts to a T4 exhaust manifold from BD Diesel. www.dieselworldmag.com
FACTORYFRESH STOCK G56 (WITH THE RIGHT ADDITIONS) Bucking the 48RE-conversion trend and seeing no need to swap in an NV5600, Keith’s ’07 Ram still sports the factory G56 gearbox. To eliminate the six-speed’s notorious case flexing problem, a Tork-Shield from LazarSmith was bolted in place. For added peace of mind and cooling, Keith runs 50-weight synthetic through the gearbox, as well as an extra quart on top of the OEM-specified fill capacity. To transfer power through the G56—and ultimately to the wheels—as efficiently as possible, a 3850 cintered-iron, dual disc clutch from South Bend got the call. A 1,000HP COLLECTIBLE Through careful parts hunting, smart trading, and doing all of his own wrenching, Keith has transformed a hardly-used ’07 Quad Cab into an outright dyno-melter for less than $10,000. The big single turbo theme has kept his 5.9L Cummins’ factory bottom-end in the safe zone, the diverter valve has blown up the myth that an S475 can’t be streetable, and the girdled G56 has survived all abuse to date. Sound ECM tuning from Starlite Diesel has also been key in tying every modification together—along with producing a power curve that continues to build all the way to 4,300 rpm. In addition to being a rare find, Keith’s immaculate 5.9L third-gen represents the quintessential 1,000hp collector’s item in the diesel world.
This is Keith’s secret to quick spool up with the S475 feeding his 5.9L: BD Diesel’s turbine diverter valve. At low boost, the diverter valve reduces exhaust flow to one volute, and the added restriction brings the S400 to life much quicker. At 7 psi of boost the valve begins to open, allowing exhaust to begin to flow through the second volute, and by 14 psi is fully open. Thanks to the diverter valve, the big single spools at roughly 1,800 rpm.
Backing up a set of Industrial Injection 70-LPM (400hp) injectors is a twin CP3 system from ATS Diesel. An 85-percent over Industrial Injection pump resides in the factory location, while the second, belt-driven CP3 (shown) is a stock displacement unit off of a 6.7L Cummins. Both CP3’s benefit from Industrial Injection-modified FCA’s. The EFI Live wizardry behind Keith’s build stems from the hands of Starlite Diesel. In using the company’s StarLogs Bluetooth hardware and the corresponding smartphone app, Keith can change files on the fly, along with being able to data log and have tuning adjustments made in minutes. Thanks to Starlite Diesel’s keystrokes, the truck’s horsepower curve builds all the way through its 4,300 rpm rev range while holding nearly 27,000 psi of rail. You could definitely say this setup is dialed in.
Seeking optimum grip and ride comfort, Keith settled on a set of 305/45R22 General Grabber UHP rubber to keep his Ram attached to the pavement. The all season tread rides on 22x12-inch Sprocket model chrome wheels from Hostile Wheels.
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Because he knew the high rpm he wanted to run would create excessive pressure in the back of the block, Keith installed a water bypass kit from Stainless Diesel to relieve it. The kit consists of a -8 AN braided stainless line, an adjustable brass water bypass valve, and a polished aluminum thermostat spacer. www.dieselworldmag.com
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FACTORYFRESH
2007 DODGE RAM 3500 QUAD CAB OWNER: Keith Burwinkel HOMETOWN: Hamilton, Ohio ODOMETER: 63,000 miles ENGINE: 5.9L Cummins with Industrial Injection 110-lb valve springs, Hamilton Cams extreme duty pushrods and 181/210 cam, ARP head studs, Stainless Diesel water bypass kit, Fluidampr
FUEL: Industrial Injection 70-lpm injectors, ATS twin CP3 system with 85-percent over Industrial Injection pump and stock 6.7L Cummins pump, modified FCA’s, FASS Titanium series 260-gph low-pressure system AIR: Engineered Diesel S475 with billet compressor wheel, 87mm turbine wheel, .90 A/R exhaust housing, AFE BladeRunner manifold, WINspeed Diesel grid heater delete, Spearco intercooler
EXHAUST: BD T4 second-gen manifold, HX40 downpipe, 5-inch aluminized system with 6-inch tip
ELECTRONICS: Edge CTS2 monitor, Starlite Diesel EFI Live tuning with StarLogs Bluetooth hardware and smartphone app
TRANSMISSION: Factory G56 six-speed with South Bend cintered-iron 3850 dual disc clutch, LazarSmith Tork-Shield case girdle HORSEPOWER: 1,058 hp (dyno) TORQUE: 1,489 lb-ft (dyno) TIRES: 305/45R22 General Grabber UHP WHEELS: 22x12 Hostile H108 Sprocket SUSPENSION: Top Gun Customz 3.5-inch lift, Bilstein 7000 series shocks
AXLES: Factory AAM 925 (front) and AAM 1150 (rear) with 3.73 gears
Two Auto Meter analog gauges on the steering column allow Keith to keep tabs on boost and EGT. At full tilt, Keith told us he sees as much as 60 psi of boost. As for the pyrometer, he tries his best to keep EGT at or below 1,100 degrees at all times. A Spearco intercooler helps in the EGT effort.
One look at the odometer confirms how well preserved the truck is. With 28,411 miles on the clock when he bought his Dodge 10 years ago (and 63,000 on it now), Keith has done his best to keep miles off of it. In addition to being exclusively driven in fairer weather, Keith stores his pride and joy in a climate-controlled barn each winter.
Every year at the Scheid Diesel Extravaganza, Edge Products awards an Insight monitor to the owner of the highest horsepower truck to grace the dyno. Guess where this CTS2 came from… In fact, over the years Keith’s trips over to Terre Haute have earned him three of these monitors. He’s given the other two to family members.
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When you realize you own one of the most sought after diesel pickups ever assembled, you hold onto the original monroney sticker it came with. Even though Keith wasn’t his ’07 5.9L’s first-owner, he might just be its last. He’s certainly not letting go of this keepsake anytime soon. Who else wishes a brand-new, four-door, 4x4, Cumminspowered Ram still carried a price tag lower than $43,000? www.dieselworldmag.com
MORE POWER
MORE TORQUE
FACTORY FRESH
“KEITH HAS TRANSFORMED A HARDLYUSED ’07 QUAD CAB INTO AN OUTRIGHT DYNOMELTER FOR LESS THAN $10,000.”
Mounted near the back of the cab on the driver side frame rail, you’ll find a Titanium series FASS fuel system. The 260-gph low-pressure system pulls diesel through a draw straw in the factory tank and sends it toward the CP3’s via 5/8-inch diameter fuel hose. Keith keeps supply pressure cranked up to 17-18 psi.
Despite the truck’s 1,000-plus hp and 1,500 lb-ft of torque, Keith has yet to destroy the factory G56 manual transmission. He credits the Tork-Shield from LazarSmith—designed to keep the aluminum case from flexing—as having kept the six-speed from self-destructing. Engine-to-transmission power transfer takes place through a cintered-iron, dual disc clutch from South Bend with a 3,850-pound plate load.
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TECH |
DIESEL WORLD MAGAZINE
BY MIKE MCGLOTHLIN
OEM QUALITY, HIGH RPM INSURANCE MERCHANTAUTOMOTIVE’S TIG-WELDED WATER PUMP
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TECH OEM QUALITY, HIGH RPM INSURANCE
W
ith a 19-year track record under its belt, it’s safe to say the Duramax is one of the more reliable diesels to ever grace the ¾-ton and larger truck segment. Sure the LB7 had injector problems and the LLY’s ran hot, but by and large the 6.6L V8 holds up remarkably well—regardless which generation engine it is. We’ve even seen well-maintained Duramax mills accumulate more than 700,000 miles without needing an overhaul or any other major repair. But while the Duramax is no stranger to racking up hundreds of thousands of miles, it’s not immune from requiring a minor repair from time-to-time. Following the purchase of a high-mile ’06 Chevy Silverado 2500 HD, the truck’s new owner noticed the LBZ was low on coolant. The cause? The 13-year-old, 251,000-mile factory water pump was on its way out. After getting a quarter-million miles out of the original water pump, it was an easy decision to stick with an OEM unit. And thanks to Merchant Automotive’s water pump kit, not only was the owner able to start over with a genuine AC Delco unit, but the new pump was modified to hold up to elevated rpm and higher horsepower. If you plan to keep the water pump alive in your modified Duramax, look no further than Merchant Automotive’s TIG-welded unit.
With water pump failure striking anywhere between 130,000 and 250,000 miles on a Duramax, we’d say the factory unit on this ’06 LBZ had a pretty good run. When water pumps fail due to age or miles, it’s typically the fault of a worn pump seal, which in turn allows coolant to leak from the weep hole located on the top, gear side of the pump. Maintenance-savvy owners will typically spot a coolant leak before the “Low Coolant” message appears on the dash. Due to the Duramax radiator not incorporating a drain plug, draining the engine’s coolant can be a messy job. Using a piece of cardboard, wedged between the frame and radiator hose, Bosie was able to minimize the mess by deflecting coolant into a 5-gallon bucket.
Next, Bosie turned his attention under the hood, removing the transmission control module (TCM), the twopiece fan shroud, and the fan clutch. Then the serpentine belt was pulled and the camshaft position sensor was unplugged (shown).
From there, the fan hub was unbolted and the ½-inch rubber hose that supplies coolant from the bypass tube to the turbocharger center cartridge was removed (arrow). Brittle and deteriorating, Bosie would end up replacing the ½-inch rubber hose later on.
Jake Bosie of Flynn’s Shop in Alexander, Illinois would handle the 5-hour water pump job. He got started by pulling the passenger side inner fender well in order to access the bottom radiator hose.
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TECH OEM QUALITY, HIGH RPM INSURANCE To gain access to all water pump fasteners, the harmonic balancer has to be pulled off of the engine. Because Bosie has seen his fair share of novice mechanics install the balancer backward (a big no-no), he makes it a habit to add alignment marks to both the front cover on the block and the balancer, before removing the balancer.
The bypass tube is the steel pipe section that links the water pump to the thermostats. Once the bypass tube was loose, Bosie carefully twisted it out of its respective mounting points. Also notice the piece of cardboard blocking the radiator, which Bosie put in place to protect the radiator while working in the tight quarters at the front of the engine.
Prior to breaking the harmonic balancer’s mounting bolt loose, the crankshaft must be locked in place. To accomplish this, a flywheel locking tool is used. A Lisle flywheel lock (22100) is included when you order Merchant Automotive’s water pump kit with cover (PN 10511). Using the flywheel lock entailed Bosie removing the inspection plate on the Allison transmission and setting it in place on the flex plate.
Loosening the harmonic balancer bolt calls for a 36mm socket, ¾-inch drive, breaker bar, and a little muscle. Before applying any pressure to the breaker bar, Bosie re-checked to make certain the aforementioned flywheel lock was firmly in place on the flex plate. After pulling the bottom radiator hose, Bosie got to work removing the factory water pump using a ½-inch ratchet and 12mm socket with extension. When it came time to pry the water pump off the front cover, Bosie took special care to secure the coolant-tooil cooler tube. Reason being, there is an O-ring where the tube meets the oil cooler that can leak if disturbed.
With the balancer out of the way, all water pump nuts can be accessed. Also notice that the factory dowel on the crankshaft is exposed with the balancer removed. This is the 5mm dowel that’s known to sheer off in big horsepower, high rpm applications (when that happens, the crank and cam get out of time—causing all hell to break loose).
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Once the factory water pump was available for dissection, Bosie separated the impeller cartridge from the housing. Within the housing, we could see that cavitation was beginning to occur. In addition to causing surface deterioration, cavitation can eventually contribute to impeller damage. Luckily, Merchant Automotive’s water pump kit with cover comes with a new housing, effectively ruling this problem out.
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TECH OEM QUALITY, HIGH RPM INSURANCE
For further insurance, all of Merchant Automotive’s water pumps come with both the driver gear and impeller TIG-welded to the shaft. This keeps the drive gear from slipping and the impeller from ever walking on the shaft, which oftentimes occurs when engines see 4,000-plus rpm. Also notice that the weld runs all the way around the diameter of the shaft.
In this comparison you can see that the Merchant Automotive water pump (left) utilizes a cast-iron impeller vs. the plastic one found on the factory unit. Even though the plastic impeller pumps are known to be reasonably durable, it’s good reassurance to upgrade to a cast-iron one. GM used cast-iron impeller water pumps from ’01 to ’06, but somewhere in the early to mid 2006 model year switched over to the plastic units (note: some late model LLY engines were equipped with plastic impeller pumps). Merchant Automotive also supplies the three seals and outlet gasket needed to install its water pump. Here, Bosie installs the supplied back of water pump to front cover seal.
All told, Merchant Automotive’s complete water pump kit with cover will set you back less than $300. If you ask us, this is a small price to pay for the added security Merchant builds into its water pumps. Every water pump it sells comes with its impeller and drive gear TIG-welded to the shaft, and the new water pump housing offers a fresh, cavitationfree start.
For the ultimate seal, Bosie combined the supplied water pump outlet gasket with a coat of RTV silicone. In addition to ensuring a leak-free seal, the use of silicone helps hold the gasket in place while the pump is being installed.
Next, Bosie installed the new water pump. On the Duramax, the water pump is secured to the front cover by three bolts (and the water pump also fastens to the pump housing via three bolts), all of which are torqued to 18 ft-lbs.
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TECH OEM QUALITY, HIGH RPM INSURANCE Because reinstalling the bypass tube can be a bit tricky, Bosie walked us through how he does it. First, the thermostat housing end of the tube is fitted with a new O-ring (supplied by Merchant) and then the O-ring receives a coating of fresh oil to help it slide into the bore in the bottom of the thermostat housing. After that, and with the provision for the turbocharger coolant facing the block and the outer diameter of the bypass tube outlet lined up straight with the thermostat housing bore, he walks the bypass tube up into the bore while twisting it counter clockwise.
With the top of the bypass tube fitted snugly inside the thermostat housing bore, Bosie installed the supplied O-ring into the machined groove in the top of the water pump housing. To make sure the O-ring was fully seated in the groove and in order to hold it in place (the O-ring is slightly larger than the groove), Bosie employed a thin coat of RTV silicone. From there, the bypass tube was rotated on top of the water pump housing and tightened down. To make sure the top of the bypass tube is correctly installed in the thermostat housing bore (and that the new O-ring hasn’t been compromised), Bosie checked his work using a telescoping mirror. Note that you can also make sure the bypass tube feeds correctly into the bore by looking down through the top of the thermostat housing when installing it.
Because the reinstallation of the factory harmonic balancer calls for 74 ft-lb of torque plus a 105-degree turn, Bosie marked the head of the bolt to be as accurate as possible. Then with a helping hand keeping an eye on the head of the bolt, he completed its tightening sequence.
Once everything was buttoned up, we couldn’t help but wonder if the LBZ’s new and improved water pump would last as long as the original. While it might take a while to find the answer to that, there is no question that the Merchant Automotive piece will handle more horsepower and higher rpm, which the owner planned to add courtesy of EFI Live.
After the radiator hoses, fan clutch, fan shroud, serpentine belt and TCM were reinstalled, Bosie put the passenger side inner fender back in place and began topping off the engine with coolant. It’s important to make sure you run Dex-Cool coolant in a Duramax. Not only were these engines specifically designed by GM to run Dex-Cool, but Dex-Cool was part of the reason why this particular engine’s original water pump lasted 251,000 miles.
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SOURCES FLYNN’S SHOP 217.478.3811
MERCHANT AUTOMOTIVE 866.399.7169 MERCHANT-AUTOMOTIVE.COM
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FEATURE
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1997 FORD F-250 CREW CAB
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www.dieselworldmag.com
TEXT AND PHOTOS BY MIKE MCGLOTHLIN
www.dieselworldmag.com
APRIL I 2020 • DIESEL WORLD
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Having owned several 7.3L OBS Fords, Tyler Williams never thought twice about doubling the power of his 200,000-mile ’97. Most of that added power comes by way of a set of Full Force Diesel’s 180cc Stage 1.5 injectors, which are equipped with 30-percent larger nozzles. Everything else under the valve covers is completely stock. Even the factory 15-degree high-pressure oil pump remains, but is healthy enough to support the truck’s dyno-proven 370 hp and 690 lb-ft of torque.
OLD-SCHOOL MEETS MODERN BLING
I
n a world where easy horsepower, fancy paint, and the latest and greatest trucks tend to dominate the landscape, it’s rare that we come across a show-ready OBS Ford. Luckily, there are people like Tyler Williams left in the world—a true connoisseur of the diesels of old. Tyler doesn’t pump money and resources into his ’97 F-250 because he’s stuck driving an older truck, he does it because he wants to. In fact, Tyler has a show-winning ’18 F-450 Super Duty, a 12-valve Cummins sled-puller, a slew of diesel-propelled work trucks, and even a Duramax-powered ’69 C10 in his stable, but he prefers his OBS over all of them. The reason behind why he feels this way is both sentimental and simple: “I grew up in a truck just like this.” FRESH PAINT Despite tracking down the five-speed ¾-ton he wanted in North Carolina, there was plenty of rust to contend with when Tyler got the truck back home to Tennessee. Undeterred by the F-250’s sizeable yet curable cancer spots, he pulled the bed, picked up a Cervini cowl hood on the cheap, sourced a rust-free core support, and had friend, Martin Ramsey, work his magic in the paint booth. The truck emerged wearing the same Oxford White paint code it did back in ’97, but was fitted with a paint-matched ’08 Super Duty front bumper and a rear roll pan from LMC. Custom badging, headlights, and tail lights were also thrown in, along with clear cab lights. ’05 AXLE SWAP For improved ride comfort and durability, the truck’s previous owner ditched the factory twin traction beam Dana 50 in favor of a coil sprung, Dana 60 out of an ’05 Super Duty. Tyler would pick up where he left off out back, installing a 10.5-inch axle, which brought a larger ring gear and disc brakes into the picture. The front-end sits 6-inches higher thanks to a Rough Country suspension lift, while the leaf 66
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In order to maintain adequate fuel supply to the 180/30 injectors, an electric fuel system from 444fab replaced the factory mechanical unit, along with allowing for the factory fuel bowl to be deleted. 444fab’s system, which came with the aforementioned regulated return kit, is built around the use of a reliable Bosch SD lift pump.
Tyler’s custom-etched headlights were built by Tommy Justice of East Tennessee Retrofit, and we’d say he knocked it out of the park. The tail lights were also paint-matched following our shoot, blending perfectly with the clear cab lights and completing the truck’s clean, overall look. www.dieselworldmag.com
Treated to an ’05 axle swap, a coil sprung Dana 60 resides up front on Tyler’s OBS (which was originally an F-250 equipped with the TTB Dana 50 once upon a time). Dual Fox steering stabilizers exists to quell bump steer and front-end vibration, and the tie rod assembly, drag link, track bar, sway bar, and pitman arm were all powder coated blue by Pro Form Fabrication in Maryville, Tennessee. Six-inch taller coil springs from Rough Country provide the added lift height up front, and 4-inch lift blocks take care of the rear. Tubular, high clearance radius arms locate the front axle, and a monotube Fox performance series 2.0 shock sits at each corner.
OLD-SCHOOLMEETS MODERNBLING springs in the rear rest on 4-inch lift blocks. Thanks to the added lift and high-clearance radius arms Tyler is able to run the 37-inch tire, 24x12-inch American Force wheel combination he does without issue. BIGGER INJECTORS AND E-FUEL Despite having more than 200,000 miles on the clock, the 23-year-old 7.3L Power Stroke responded extremely well to a set of Full Force Diesel’s Stage 1.5 injectors. And even though the bigger sticks flow 180cc’s of fuel through 30-percent over nozzles, the factory high-pressure oil pump has no problem keeping up. An electric fuel system from 444fab, complete with the company’s regulated return kit, ensures a consistent 65-psi worth of fuel pressure is supplied to the injectors at all times. Both OEM fuel tanks are still intact and the selector valve fully functional. 66MM TURBO, 6-INCH EXHAUST, AND GOOD TUNING Boost production begins with a 66mm, dual ball bearing KC38R turbo from KC Turbos. The Super Duty-intended charger mounts in the early 7.3L’s lifter valley thanks to a set of ’99.5-’03 bellowed up-pipes and pedestal. Being that the engine is void of an intercooler, a modded OEM intake Y routes 30-psi worth of boost straight into the heads. Exhaling begins with a 3-inch downpipe, which transitions into a 6-inch aluminized axle-dump exhaust system, and culminates with an 8-inch, weld-on polished tip. The task of getting the most out of the airflow and fueling upgrades was left to Jelibuilt Performance by way of a Hydra Chip. Strapped to the dyno, the truck responded by making 370 hp and nearly 700 lb-ft of torque. FOR KEEPS As the owner of a successful concrete pumping business, Tyler has the means to drive any vehicle he chooses, yet
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Perks of performing the ’05 Super Duty axle swap included the larger, 10.5-inch diameter ring gear, 3.73 gearing, and the disc brakes that came with it. To keep the rear 10.5 from wrapping and the leaf springs from twisting, Tyler relies on a set of homemade traction bars built out of 1.5-inch diameter tubing. Also notice the 6-inch axle-dump exhaust system.
OLD-SCHOOL MEETS MODERN BLING
this is the one he prefers to take to the truck show or up town for a bite to eat. By pouring his work ethic, time, and interest into his ’97, he’s definitely done his part in keeping the older diesels alive. As for what lies ahead for his show-stopping OBS, Tyler plans to add an intercooler and an Adrenaline HPOP for more performance, an Overkill Fab grille for improved looks, and eventually pass the truck on to his son. It doesn’t get much better than that.
When we asked Tyler why he opted for an OBS with the ZF-5 manual transmission, his answer was simple: “I like to shift my own gears.” In fact, he’s owned several standard shift old body style Fords now, this one being graced with an upgraded clutch from South Bend. The single disc unit is rated for 475hp and 1,000 lb-ft.
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Getting the most performance out of the bigger injectors and turbocharger called for custom tuning. For that, along with on-the-fly tuning changes, Tyler settled on a Hydra Chip from Full Force Diesel, which is programmed with proven files from Jelibuilt Performance. www.dieselworldmag.com
OLD-SCHOOL MEETS MODERN BLING
1997FORDF-250 CREW CAB OWNER: Tyler Williams HOMETOWN: Sevierville, Tennessee ODOMETER: 200,200 miles ENGINE: 7.3L Power Stroke FUEL: Full Force Diesel 180/30 Stage 1.5 injectors, 444fab electric fuel conversion system with Bosch SD lift pump, 444fab regulated return with Fuelab regulator OIL: Factory 15-degree high-pressure oil pump AIR: KC Turbos KC38R 66mm turbocharger, Super Duty bellowed up-pipes and pedestal, Tymar cold air intake
EXHAUST: 3-inch downpipe, 6-inch system to 8-inch tip ELECTRONICS: Power Hungry Performance Hydra Chip with Jelibuilt Performance custom tuning, Edge CTS2 monitor
TRANSMISSION: ZF-5 five-speed manual with South Bend single disc clutch upgrade
HORSEPOWER: 370-rwhp (dyno) TORQUE: 690 lb-ft (dyno) TIRES: 37x13.50R24LT Comforser CF3000 M/T WHEELS: 24x12 American Force AXLES: ’05 axle swap, front Dana 60, rear Sterling 10.5, 3.73 ring and pinion SUSPENSION: Rough Country lift with 6-inch taller coil springs, high clearance radius arms, 4-inch lift blocks, Fox 2.0 shocks (front and rear), Fox dual steering stabilizer, homemade traction bars
With an ’08 donor at his disposal, Tyler couldn’t help but modernize the truck’s interior. The Super Duty’s leather captain’s chairs and massive center console replaced the factory 40/20/40 arrangement for improved comfort and storage.
To keep tabs on everything the PCM does, Tyler relies on an Edge CTS2 mounted to his triple-gauge pillar. Of particular importance on the Insight monitor is the ability to watch ICP, IPR duty cycle, and EGT. The bottom analog gauges from Auto Meter allow him to view low-pressure oil pressure and fuel supply pressure.
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TECH |
DIESEL WORLD MAGAZINE
BY MIKE MCGLOTHLIN | PHOTOS BY MIKE MCGLOTHLIN AND SWAMPS DIESEL PERFORMANCE
THELASTHPOPYOUR7.3L WILLEVERNEED
I
t’s no secret that chasing horsepower with a 7.3L Power Stroke calls for big injectors, and thanks to modern aftermarket HEUI injector technology substantial gains can be had without breaking the bank. However, every factory injection system has its limits—and the 7.3L’s is no different. Once you venture beyond the 550-rwhp range (or, as a general rule of thumb, go larger than a 250cc injector), you run the risk of the stock high-pressure oil pump not being able to keep up. And if you’re unable to maintain high-pressure oil volume being delivered to the injectors, you’ll never realize the full potential of a big set of sticks. To remedy this situation and fully enjoy your truck, you’ll either need to add a higher volume HPOP or run dual pumps. In recent years, 300cc or larger injectors equipped with 200-percent over 76
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nozzles have proven capable of supporting 650-rwhp or more and provide great streetability with proper custom tuning, but (as stated) they require a larger displacement high-pressure oil pump or dual HPOP’s to support them. With a set of 350cc injectors fitted with 200-percent nozzles on the way, ’97 F-250 owner, Hastings Foote, readied his highly modified 7.3L’s injection system for the increased high-pressure oil demand that was to follow. His pump of choice was the time-tested Gen3 unit from Swamps Diesel Performance. Of all the big injector 7.3L Power Strokes we come across, nearly 50-percent of them are running this pump. For an HPOP that works in conjunction with the factory pump, installs in just two hours, and supports any size injector on the market, it’s no wonder the Gen3 is so common in the 7.3L world.
www.dieselworldmag.com
TECH GEN3 After being bitten by the performance bug (and with a 5.9L common-rail Dodge at his disposal for daily driving and towing duties), Hastings Foote decided to turn his ’97 F-250 into a play toy. Readying the 140,000-mile, stock bottom end 7.3L Power Stroke for more power called for ARP head studs, Irate Diesel Performance competition valve springs, and Smith Brothers chromoly pushrods. Then, with a set of 350/200 hybrid injectors on order, he knew it was time to step up to a higher volume high-pressure oil pump, hence the reason for this article.
In preparation for the big injectors, the engine was saddled with a complete T4 turbo mounting kit from Irate Diesel Performance and a BorgWarner S471. Equipped with a cast 71/100mm compressor wheel and the common 74/83mm turbine wheel, the S471 was also spec’d with a 1.10 A/R exhaust housing—the second largest available—for optimum high rpm flow (i.e. peak horsepower potential).
A steady, 65-70-psi diet of fuel supply makes it to the injectors thanks to a competition fuel system from Irate Diesel Performance. The compact, race-ready package incorporates a Fuelab Prodigy pump, -8 fuel line from the tank to the pump and the pump to the engine, and a regulated return system. Swamps Diesel’s Gen3 highpressure oil pump assembly is made up of an industrial grade, Haldex hydraulic pump, a proprietary drive gear that works in conjunction with the factory pump’s drive gear, and a CNC-machined, billetaluminum high-pressure oil reservoir. Each Gen3 unit is shipped 90-percent assembled and ready to install. Utilizing new mounting bolts, the Gen3 mounts directly above the factory location pump.
To keep fuel free of air and ensure each cylinder sees adequate supply pressure, an Irate Diesel Performance regulated return system is employed. The system consists of 304 stainless steel hard lines, Parker fittings, a Fuelab adjustable pressure regulator, and it also deletes the factory fuel bowl from the lifter valley.
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TECH GEN3
The Gen3’s gear pump draws its oil from the reservoir and feeds it to a port at the rear of the factory high-pressure oil pump, which is common to the pump outlets, both cylinder heads, and the injection pressure regulator (IPR) (also note that no second IPR is required). A check valve on the gear pump inlet prevents the factory pump from back-feeding through it when starting the engine.
With the Gen3’s billet-aluminum high-pressure oil reservoir replacing the factory reservoir completely, Swamps includes a fresh OEM gasket, new mounting hardware, and accommodates the factory oil pressure and oil temperature sending units. Finding fittings or bolts with their threads coated in paint means they’ve already been tightened or fully sealed prior to shipping (arrow). Next, the inspection plug on the top of the factory high-pressure oil reservoir was removed (arrow) in order to suction out the oil. Note that if you opt to pull the reservoir without first extracting the oil you will have a slight mess on your hands, but nothing major.
The process of installing the Gen3 began with the removal of the mounting bolts for the factory high-pressure oil pump reservoir (arrows). Swamps supplies all new reservoir mounting bolts with its Gen3 pump.
Thanks to the Gen3 mounting above the factory location high-pressure oil pump, removing the stock high-pressure oil reservoir is as deep as you have to go during the install. Notice the badge on the existing pump: the reputable T500 from Terminator Engineering.
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With the oil suctioned out of the factory high-pressure oil reservoir, the oil pressure sensor was disconnected, along with the engine oil temperature sending unit being pulled from the back of the reservoir. From there, the stock reservoir was lifted off of the highpressure oil pump.
Because the Irate Diesel Performance regulated return fuel system on the engine was originally intended for a single high-pressure oil pump application, its stainless steel lines had to be reworked to clear the Gen3. In addition, the fuel pressure regulator was disconnected from one of the return lines and swiveled out of the way for more working space during the install. www.dieselworldmag.com
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With the Fleece PowerFlo Lift Pump, you can have a truck that’s more reliable and capable of meeting your high horsepower needs. Our performance-driven lift pump incorporates dual gerotor pumps that provide increased reliability and capacity over factory lift pumps while supporting up to 800 RWHP. It’s a direct replacement for your OEM in-tank pump and easily installs in half the time of other high-flow lift pumps. The innovative active fill bucket eliminates the need for tank sumps, draw straws, and the dreaded quarter tank issues typically encountered when using a higher flow lift pump. Visit us online today at fleeceperformance.com to learn more!
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ACTIVE FILL-BUCKET TECHNOLOGY
TECH GEN3 The next step entailed removing the hex head plug at the rear, driver side top of the stock location high-pressure oil pump. It would be replaced with this 90-degree 6MB-8MJ fitting that came with the Gen3 pump. The fitting would eventually be connected to the hard line that hangs off of the back of the Gen3.
Prior to installing the Gen3, the small amount of left over oil that had drained into the lifter valley during the factory highpressure oil reservoir removal was cleaned up. Setting the Gen3 in place on the front cover called for a helping set of hands to keep the hard lines for the regulated return system out of the way.
A replacement (OEM) high-pressure oil reservoir gasket is included with each Gen3 pump, which works with all late ’96-’03 7.3L engines. On ’94.5 to early ’96 engines, the end user has to cut the supplied gasket to match the original one, and Swamps recommends sealing the rest of the reservoir’s mating surface area with RTV sealant.
For ample clearance between the Gen3 reservoir and the serpentine belt, Swamps includes a new thermostat housing neck (shown). We were pleasantly surprised to discover that it wasn’t needed in our install, and we were able to leave the OEM neck undisturbed.
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While the supplied Gen3 mounting bolts were installed and fully tightened up as soon as the pump was in place, none of the fittings were snugged up until all of them were connected. The reconnecting of the regulated return fuel lines would be the last step in the Gen3 installation.
www.dieselworldmag.com
TECH GEN3 A 90-degree fitting with a straight adapter installed in the Gen3’s high-pressure oil reservoir accommodates the factory oil pressure sending unit (shown). The EOT sensor ties into the provided tee that also connects to the auxiliary oil supply line at the rear of the reservoir.
With all fittings finger tight and the braided stainless oil supply hose positioned to our liking, all fittings were tightened up, and then double checked. Before firing up the engine, the high-pressure reservoir was refilled.
To ensure plenty of oil is on tap during periods of high demand, an auxiliary oil feed line is utilized on the Gen3 pump (arrow). Per Swamps’ instructions, the auxiliary oil line inlet was connected to the oil galley at the front of the driver’s side of the block by way of the supplied 4MP-6MJ fitting replacing the factory ¼-inch NPT plug. A braided stainless line (arrow) carries oil supply from the block to the Gen3.
When reinstalling the fuel pressure regulator (again, which was part of the previously installed regulated return system), the regulator had to be repositioned with its gauge facing the hood. Otherwise, the 90-degree hard line connected to the bottom of the regulator wouldn’t have cleared the Gen3 reservoir.
SOURCE
Given everything that’s done to the truck at this point (350/200’s, competition fuel system, S471, built E4OD, and now the Gen3), it should be good for 650-rwhp. And should Hastings ever decide to step up to a set of 400/400’s (or larger), he’ll have peace of mind knowing that the Gen3 will easily support their high-pressure oil needs.
IRATE DIESEL PERFORMANCE 503.435.9599 IRATEDIESEL.COM Despite having the injection system opened up to atmosphere, the engine started with relative ease, idled great, and it only took a short test drive to purge all air from the system. For those wondering when the factory fuel bowl was ditched, it went by the wayside when the Irate competition fuel system and regulated return were installed. It’s also worth mentioning (and as you’ve probably noticed) that the Gen3 will not work in conjunction with the factory fuel bowl in place.
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SWAMPS DIESEL PERFORMANCE 615.793.5573 SWAMPSDIESEL.COM
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TRUCK
FEATURE
TRUCK MANIA!
TEXT AND PHOTOS BY JASON SANDS AND ANNETTE BAUER
NORTHERNCALIFORNIA’S ANNUALTRUCKBASH
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MANI www.dieselworldmag.com
at beautiful Sacramento Raceway in Northern California. Not only do they have a dragstrip, there’s also a huge show n’ shine area, and separate dirt track for tough trucks and sled pulling.
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TRUCKMANIA!
T
ruck Mania, California’s Premier truck event, has been going strong the last few years, and it’s doing nothing but growing. Hosted by Sacramento Raceway, the all-truck event features drag racing, sled pulling, a show n’ shine, and a dyno. There’s also a vendor’s row for those looking for parts, and a food truck row to keep everybody well-fed. For 2019 there was a couple new events that were added. There was a “sideshow contest” where owners could do burnouts and donuts any way their imagination could produce, there was also a tough truck competition for those who wanted to see just how much air they could get in their diesels. This meant that there was actually 6 events in one weekend worth of action, which created quite the atmosphere! There were a number of awesome vehicles in the show n’ shine, but out of all the events, the staple of diesel shows; drag racing and sled pulling were the most well-attended. There were a number of 9, 10, and 11-second trucks on hand storming down the drag strip. Unlike the events where drag-only vehicles dominate, these were still full size, full dress diesel trucks.
A vendors row with lots of go-fast diesel parts was on display in the pits for those who were looking to build up their ride.
This sled pull was no less exciting, with vehicles of all shapes and sizes and power levels. Everything from military vehicles to brand-new trucks to dedicated pullers hooked to the sled. Many stormed so far down the Circle Track that they nearly went around the corner! Sadly this year there was no diesels in the tough truck competition, but we’re hoping that next year that will change. With the price of diesel trucks nowadays, not many are willing to virtually destroy their vehicles buy skying off of jumps. But we’re keeping our eyes open for a $1,000 diesel for next year! When the dust, dirt, rubber, smoke, and soot settled the event was a wrap for a 2019. Every year has been better than the last, and we wouldn’t be surprised if this event moves from California’s leading diesel show, to the West Coast most popular truck show! Look for us to be there again in 2020. 90
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Larry Strawn is famous for the Dodge/Model A known as the “Fodge.” He recently built another Fodge, this time it’s a suicide door Ford on a Dodge dually chassis. www.dieselworldmag.com
TRUCK MANIA!
This solid axle-swapped Duramax was one of the cleanest trucks we saw, and had a cool monochrome look to go with the big lift and transplanted axle.
It wasn’t just pickups at truck mania, as military vehicles and semis also made a showing. The “Megladeuce” was one such ride, and it spent most of its time towering over the other diesels.
Another interesting aspect of Truckmania was a burnout and sideshow contest. After all, who doesn’t like 8.3L worth of Cummins boiling the hides in classic lines?
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TRUCK MANIA!
Don’t let the camper shell fool you, a 12.0 dial-in means some serious horsepower, especially in a four-door long bed!
There was also a dyno on hand so that dieselheads could see what their rides put to the rollers. Unfortunately a freak accident involving a locked up rearend on a Ford hurt both the truck and the dyno.
The main draw in Sacramento was of course, drag racing. Rex Gully’s three-tone Cummins-powered drag truck was a strong runner, putting down consistent high 10-second laps.
It wasn’t just a Cummins party; this bad-in-black GM was another 12-second runner.
Rick Fletes is famous for his Duramax-swapped Chevelle, but he just couldn’t stay away from trucks. For his latest build, he swapped a Duramax diesel into this classic GMC he’s dubbed the “Babymax.”
This cool shortbed conversion was probably one of our favorite trucks in attendance. He also eschewed the popular drag radials and instead ran pure slicks in search of ultimate traction. Kenny Bruner of Capitol Diesel was the quickest 4x4 in attendance, and cranked out a mid-9 second blast the first pass off the trailer.
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As day moved to dusk, a number of sled pulling classes got underway. From Stock to Super Stock, there were diesels of all levels.
A lot of 10 and 11-second rides were street trucks.
Ryan Pini went 149 mph, which was top speed of the meet. The sub-5,000 pound GMC has its sights set on the 8s with a good launch.
This lifted older Ford was one of the nicest trucks we saw hooked to the sled, and it made a pretty good showing too.
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PROJECT OBSESSED TECH |
DIESEL WORLD MAGAZINE
BY JACOB WHITE
PART FIVE: AIR DENSITY
P
roject OBSessed is now in to it’s fifth part of the build-up with a few basic bolts on already completed and over 300hp on chassis dyno it’s really starting to take shape. But since this truck was bought to be somewhat of a daily driver with plans of taking the family to the mountains camping in a fifth wheel camper and making horsepower isn’t the main goal. Making usable horsepower would be more a more sufficient way to describe our plans. Adding some custom tunes, a cold air intake, and a new 4” exhaust system really woke this big white school bus up, but after the first big towing trip it was apparent it was going to need more work to become what it needed to be. In order to keep up with the new trucks on the road, it’s still going to need some more horsepower, but the EGT’s towing with what we had proved that wasn’t possible unless we addressed some airflow issues.
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As many of you Ford faithful’s already know, the 1994-1997 7.3L Power Stroke was never equipped with an intercooler, Ford just opted to go with a really large 1.15 a/r exhaust housing on the stock turbocharger to help combat high EGT’s, but even in a bone stock application that left something to be desired. That stock turbo is laggy with the 1.15 a/r and EGT’s are still tough to manage while towing long grades. A tighter exhaust housing could be installed to help with the lag, but that will just compound the EGT problems by increasing drive pressure and restricting exhaust flow. The only logical step would be cooling that intake charge and increasing the air density making its way into the cylinders. Que, Banks Power. As one of the first companies to really start toying with turbochargers on diesels, Gale Banks was also one of the first to understand the importance of intercooling. While the
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TECH PROJECT OBSESSED
turbocharger is used to compress the air and increasing its density for the engine, compressing it also heats the air, making it less efficient. An intercooler is used to remove that heat, but they need to do it without blocking airflow to your radiator, so you aren’t dealing with overheating. The Banks Technicooler kit for the 1994-1997 Power Stroke was developed to do all those things and allow you to use the power you already have, without worry of pegging a pyrometer gauge on every grade you try to tackle. While the installation is rather labor intensive on these trucks, the Bank kit is very well engineered and will fit like a factory unit would’ve, had Ford been keen enough to install one on this OBS truck (Ford did finally smarten up and install them on the new Super Duty released in 1999). On the OBS, the factory core support will need to be modified and cut out to allow the new boost tubes to pass through to the intercooler that is mounted directly behind the grille where it will get the best airflow across the core. You can plan on this install, taking the better part of a weekend with the right tools, but rest assured, it’ll be worth your time. While we were here installing the intercooler, we also opted to install a few add on pieces, like some billet plenum inserts from Riffraff Diesel and T-bolts clamps on the plenum boots, so we can be sure to torque them down tight for a boost leak free seal at the engine. The new powder coated boost tubes under the hood made everything else look bad, so we also installed some billet anodized caps for the engine oil fill, degas bottle, fuel filter housing, and radiator support bracket to dress it all up a bit.
This engine bay of this old truck was in rough shape when we first purchased the truck, the maintenance had been kept up on, but it was in serious need of a degreasing and a pressure wash. But to help dress things up a bit, the complete anodized billet hardware kit from Riffraff Diesel was a must have. The matching red fuel filter cap, oil fill cap, degas bottle cap and the heater hose bracket will really clean up that engine bay.
This fuel filter really should’ve been checked and replaced when the truck was first bought, but to our surprise it wasn’t in too rough of shape. Like everything else on the truck, we found the previous owner was religious about keeping up on his scheduled maintenance and fluid changes. The heater hose bracket was super simple to swap out, with just one bolt holding it down. The factory bracket was still functioning but showed some surface rust and wear and tear. The new billet holder is much sturdier as well.
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While the fuel filter that was in it was probably okay to keep running, we opted to replace it anyway with a brand new Ford filter that was an option with the billet fuel cap. The billet cap is a direct replacement to the factory plastic cap and not only looks better, but the machined nut on top, and optional tool from Riffraff will ensure you’ll never have to deal with another rounded off or cracked stock lid ever again. That billet degas cap ties it all together under the hood but made it apparent we needed to source a new coolant reservoir. The original tank is rather yellowed and dirty inside, when it comes time to replace the thermostat and radiator, you may find that we install brand new tank while we’re at it. www.dieselworldmag.com
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Since the 1994-1997 7.3L Power Stroke was never intercooled from the factory, you’re really limited to how much power you can use when towing. The factory turbo works okay for stock fueling, but in a tuned truck, you’ll soon find that EGT’s run hot and you’ll be limited to how much throttle you’ll be able to use safely. Consider the complete intercooler kit from Banks Power your next ‘must have’ mod.
Besides the intercooler itself, one of the key pieces to the Banks system is this unique Twin Ram intake manifold that offers smooth airflow passages for the cooled charged air to enter the cylinder heads. The Twin Ram installs directly on top of the engine and is strapped into place ensuring you’ll have no issues with it leaking or blowing out of the heads under heavy load.
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With that said, we did basically just that, with plans to camp
To start the install, you’ve obviously got to make room behind that grille for the new cooler. Removing the factory headlights, grille shell, support piece and bumper will give you the required access to the core support area.
Since our truck has the automatic transmission, the factory transmission cooler will need to be relocated. But don’t worry hear, Banks is prepared for that and included new mounting brackets in a location that won’t require you to chance transmission lines. Meaning it’ll be a mess free relocation.
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RESULTS First off, we’ll start here by stating these results were strong enough for us to suggest the intercooler installation being your first priority as a 94-97 7.3L owner. If you plan to do nothing else with your OBS Ford, plan on doing a Bank Intercooler kit, the drop in EGT’s and increase in usable powerband is that impressive. Before installing the intercooler kit, we made some data logs on our Edge Insight CTS2 monitor while towing a 10,400lb fifth wheel trailer over a long torturous 6% grade just outside of Salt Lake City, UT. This grade has been known to kill many of trucks in the hot summer months and maintaining the 65mph speed limit is tough on even brand new trucks while towing heavy. Forgetting about the speed limit and focusing on nothing but the EGT gauge that was almost impossible to keep under 1350-degrees, we ran the last two miles of the grade clear down in 2nd gear running just 37mph. Contemplating reaching for the hazards lights and asking my wife to jump out and help push, we finally crested the top with the engine oil and coolant about ready to boil itself out of the engine. We should also note, this was over Memorial Day weekend, when it was just 46-degrees outside and raining, it’d take a miracle to get through that mountain pass on a 97-degree July 4th weekend.
The most daunting part of this job is knowing you’ll have to cut up the core support area to make somewhere for the soon to be installed charge air boost tubes to pass through to the intercooler. But again, Banks engineers are on top of things and supply these super user friendly templates to show you exactly where you’ll need to mark and cut. www.dieselworldmag.com
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TECH PROJECT OBSESSED
in the same canyon near a great fishing hole the last weekend in June. We towed the same trailer over the same grade, with no changes made except the addition of the Banks intercooler kit, and the outside temp at 89-degrees and no rain. Conditions were worse, but the results were far better. With the charged air coming out of the turbo being cooled through the intercooler core, before entering the cylinder heads, we had so much more throttle to play with. This trip, we were able to pull 3rd gear the entire grade at 59mph at a much more manageable 1250-degrees. That was over 20mph increase in speed at 100-degree cooler temps, towing the same load over the same grade. The is still only making around 300-hp, but with the help of the intercooler we can actually use that horsepower, where non-intercooled, we had to really feather the throttle to keep EGT’s in check. By maintaining a more constant throttle input, RPM’s were easier to hold, which kept boost where it needed to be, and our engine oil and coolant temperatures were kept a little more under control as well. While the intercooler does take some investment in both your time and money, if you plan to increase horsepower in that 7.3L Power Stroke and have any intentions of towing, it’s worth every penny and bead of sweat invested into the job. No, we can’t wait to get the 63mm turbocharger from KC Turbos and 205cc Hybrid injectors from Full Force Diesel installed and really start making some horsepower.
Using the templates as a reference, we were able to draw out some rough cut lines with a permanent marker. Obviously, you’ll want to make sure to tuck the transmission lines out of the way and be sure you’re not going to cut into anything you don’t want to behind your cut lines in the core support.
UWe found that a couple of sharp blades and the battery powered Sawzall was the easiest option for us to use to get these areas cut out. While a small die grinder or even a Dremel style tool could be used, the Sawzall was quick and easy. The edges were cleaned up a bit and some paint was applied once we knew we had the right clearance around the intercooler inlet/outlet.
The intercooler kit came with all the brackets and hardware you’d need, and these brackets will be the lower mounts for the new intercooler. Some supplied rubber grommets are installed on the lower mount posts of the intercooler and inserted into those oval holes so the intercooler will have some adjustment side to side for the proper fit. With the lower mount posts sitting in their brackets, the supplied upper mounts are loosely installed, and the new core can be centered where it needs to be to ensure the inlet and outlets have the right clearance around the core support. Make sure there will be room to get the charge air silicone boots and clamps on. At this point, you can see how much fresh air will be passing through that core to cool down your charge temps.
When reassembling the front end of the truck, the only other real modifications required is some trimming to the grille support. The plastic will need to be trimmed some to make clearance around the cast end tanks of the intercooler.
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With the intercooler mounted, it’s time to move on to installing the Twin Ram intake manifold and the boost tubes to run from the compressor outlet to the intercooler inlet and from the intercooler outlet to the engine. The factory intake manifold will be removed and tossed in the garbage where it belongs. www.dieselworldmag.com
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TECH PROJECT OBSESSED Before installing the Twin Ram intake, checkout these little 2” billet machined rings from Riffraff diesel that can be inserted into to the factory intake plenums to eliminate the plenum from distorting or crushing and creating boost leaks.
The billet machined sleeve can just be slid right down inside the plenum inlet and the machined groove around the upper edge can be bottomed out, so you know it’s in place. Obviously, if you’re plenums are distorted at all, you’ll need to take care to get these inserted and get that plenum back into the original round shape. But once installed, we can torque those boots and clamps down much tighter for a leak free seal. The factory tin plenums aren’t known for being the strongest pieces. While you wouldn’t think the factory worm gear clamps could be tightened enough to warp that plenum, you can see this one has already been deformed a bit at some point. Since we’ll be upgrading to a better high torque t-clamp, we wanted to be sure the plenums would seal without issue, so the billet plenum insert is an easy remedy.
The Twin Ram intake can then be installed into the plenum boots and the t-bolts clamps torqued down. The new turbo outlet elbow is also installed and loosely clamped into place. Banks includes a new O-ring to seal these two mating flanges, and you’ll also notice the 1/8” NPT bung Banks includes on the elbow for an easy boost reference port. It will need to be plugged off if not used for a boost gauge.
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SOURCES BANKS PRODUCTS BANKSPOWER.COM 800.601.8072 RIFF RAFF DIESEL RIFFRAFFDIESEL.COM 866.446.3360
While the boost tubes came powder coated in red from Banks, we opted to have a local shop reshoot them in a milder textured black that we think makes it all look a little more factory under the hood. Obviously, that’s a personal preference thing, but you can see how good these pipes fit with plenty of clearance around all the other engine pieces. www.dieselworldmag.com
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The Ultimate Callout Challenge brings together the 30 best competitors in North America where they battle it out by competing in a drag race, sled pull and dyno competition. After the three days and the three events, their scores are calculated to find out who is the 2020 UCC Champion!
Back again in 2020 Outlaw Diesel Super Series Quick 8 Shoot Out. Watch as the fastest diesel go head to head in 5.90 Index, Pro Street, Pro Mod, and Pro Dragster classes.
The Diesel Performance Industry Expo brings the top manufacturers, wholesale distributors, shops and companies to showcase their products at UCC, creating the largest diesel selling show in the country. Check out and purchase products from our 150+ vendors that will be at UCC 2020!
The Amsoil Show n Shine sends the challenge out once again to trucks across the country. Who has the best looking truck in the country? 300 trucks will show off what they got for cash, bragging rights, and be featured in a Diesel Magazine. &
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CUMMINSC10 FEATURE
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1969 CHEVY C10 CUMMINS BUILD
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DREAMING
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The 2010 Ford F250 Frame benefited from a box and full reinforcement while an 8-inch suspension system from Fabtech helps soak up the bumps.
BY BRYON DORR
T
his Cummins powered Chevy C10 bodied Ford F250 chassis lifted 4x4 creation took Trevor Lima, of Diesel Performance Specialties, over three-years to build. He finished it just in time for SEMA 2018. It set him back a $150,000 to realize this dream build. Lima has been in the industry for over six-years and created some impressive builds over that time. The last big one, before this Cummins C10 build, was a crazy six-door 2016 Excursion. THE SPARK Lima built an orange 1967 Chevy C10 2WD single cab short bed alongside his Dad as a young adult in their home garage. The build was nearing completion, with body paint, powder
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DIESEL WORLD MAGAZINE
coated frame, engine and trans already done, when his parents got a divorce, and the truck was sold. That truck turned into the famous “Tootsie,” as it’s known in C10 circles. Between the build with his Dad and restoring a 1970 GMC 2WD in dark metallic green and white with woodgrain trim for his great uncle Pete Lima was hooked. He always wanted to make one for himself, but has always been a 4WD diesel lifted truck guy, so this creation is the culmination of those early build experiences and dreams. GETTING STARTED Lima decided in 2015 that it was finally time to tackle a build like this for himself, in his personal style. The idea for this build started off as a cool halfway clean daily driver, but nothing over the top. Lima wanted a lifted 4WD, and www.dieselworldmag.com
24x14 American Truxx Forged 1909 Aries Wheels wrapped in 40x15.50 Toyo MT Tires
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Under the hood lies a fully built 5.9L Cummins with enough go fast parts to easily crest the 800hp mark without breaking a sweat.
CUMMINSC10DREAMING wanted a Cummins diesel stuffed under the hood. He also loved the retro classic paint look, and couldn’t resist that orange two-tone. As Lima started on the build he ran into problem after problem trying to get the big Cummins to fit in the original 1967 Chevy frame. In the end it wasn’t wide enough or strong enough to support the big diesel. A frame swap was going to be required. Lima says that the running gear under the Dodge frame from the same vintage as the engine he chose, 2003-2007, was “the world’s worst,” so he decided to use a Ford chassis. He found the axles, steering, suspension, etc… to be superior to a 2000’s Dodge truck. As he started working on the truck more and more he quickly realized that he couldn’t justify not doing the build perfect. He had built a nice 1995 K3500 Silverado several years before, with a 12 Valve Cummins in it, but when he was done he knew there were a few things he should’ve done differently. Lima couldn’t stomach having that feeling again with this build. DOING IT RIGHT At this point the personal build budget went out the window and Lima focused on doing every aspect of this project just right, and to his personal style. He aimed to build a show truck that was an extremely capable weekend driver and was every bit as aggressive on the road as it would look. Of course, as with most projects like this, it took much longer and cost much more than expected to build. Lima had to keep putting this personal build on the back burner as his business grew, he moved into a larger building, sold his house and the usual life events happened. 114
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CUMMINS C10 DREAMING THE BUILD The 1969 Chevy K20 single cab body has been refurbished to better than OEM quality and updated with a billet grille. The classic Chevy body sits atop a 2010 Ford F250 chassis, which has been boxed and reinforced. A 2005 5.9L common rail Cummins has then been stuffed under the Chevy hood and between the Ford frame rails. The American truck trifecta has been achieved with this truck! The Cummins has been bored .020 over stock, the block deburred and all new high quality internals fitted. Parts like Carillo Rods, Mahle Pistons, Hamilton cams, valves, lifters and pushrods and even a big S369 SXE Turbo with race cover and a billet wheel have been fitted. An Airdog 220 GPH, 12mm Stroker-BD Diesel Injection Pump and Exergy Injectors all add to this impressive engine package. An HP Tuner tuned by Firepunk Diesel helps the truck put down 1500 ft/lb torque and 800 HP. Under the truck you’ll find Fabtech 8” lift springs up front and stock F250 leafs in the back, with a shackle flip. Pro Comp MX2 shocks keep the ride smooth over the rough Texas roads. The truck rolled on huge 24x14 Forged American Truxx 1909 Aries Wheels wrapped in 40x15.50 Toyo Mud-Terrains for SEMA, but normally rolls on classic 17-inch pacer wheels wrapped in 40x13.50 Toyo MTs. A full custom interior is both modern and classic at the same time. It features seats out of a 2005 Chevy truck, OEM Dodge gauges and a full custom tan leather interior by Pacos Upholstery. The list of upgrades on this truck is more than extensive, as Lima needed to find ways to integrate the big Cummins into the Chevy body and Ford chassis seamlessly. A Firepunk Comp Stage 2 transmission turns custom B&W Driveline driveshafts while a ATS 3-piece stainless exhaust with MBRP flow through muffler let the Cummins breath easy. Touches like a custom 35 gallon aluminum fuel tank, dual optima batteries mounted on the frame rails and Amp Research powered side steps help keep this build tidy and functional.
The interior of Lima’s C10 is just as (if not more) impressive as the rest of the truck.
LIFE WITH HIS DREAM TRUCK All in, Lima is super happy with how this build turned out and says he “doesn’t really have any plans in the future to upgrade it.” He built it the exact way he wanted, and correct the first time. He says “it has tons of power and drives like a dream. It doesn’t need anymore work in my opinion. It turns more heads than you can count when its cruising down the road or driving by on a trailer.” BUILD SPARKS NEW BUSINESS After this build started coming to life, it started gathering a ton of attention locally in California. People were stopping by Lima’s general auto repair shop to check it out. The more people came around he realized that there was an untapped niche in the diesel community where he was living. His general auto repair shop wasn’t doing great, as there were about 20 other repair
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1969 CHEVY C10 CUMMINS BUILD FRAME & BODY: 2010 Ford F250 Frame (Boxed & Reinforced), 1969 Chevy K20 Body w/ Billet Grille & 1970 OEM Reproduction Front Bumper
ENGINE: 5.9L 2005 Common Rail Cummins (machined by NAPA Machine Shop & assembled by Diesel Performance Specialties) (bored .020 over, block deburred, Carillo Rods, Mahle Pistons, Assembly Balanced, Hamilton Cams, Hamilton HD Valves, Hamilton Pushrods, Hamilton Lifters, 103 lb springs, 188 Duration and 220 Lift), Mishimoto Intercooler, S369 SXE Turbo w/Race Cover & Billet Wheel (60 PSI boost), Airdog 220 GPH, 12mm Stroker-BD Diesel Injection Pump, 1/2” fuel lines, Exergy Injectors (100% over size), HP Tuners with Firepunk Diesel tune
AXELS: Sterling 10.50 with 4.56 Gears, Detroit Tru-Trac Locker SUSPENSION: Fabtech 8” Lift Front Springs, Stock F250 Springs w/ Shackle Flip, Pro Comp MX2 Shocks
STEERING: Redhead Box, 2006 Dodge Column WHEELS & TIRES: 24x14 American Truxx Forged 1909 Aries Wheels wrapped in 40x15.50 Toyo MT Tires OTHER: ATS 3 Piece Stainless Exhaust w/ MBRP Flow Through Muffler, Firepunk Comp Stage 2 Transmission, 1410 Ujoints, Custom Driveshafts by B&W Driveline, NP241 DHD Transfer Case, 35 Gallon Custom Aluminum Gas Tank, Dual Optima Batteries on Passenger Frame Rail Under Cab, Linex Sprayed Bed, Amp Research Running Boards, American Made Wood Grain Trim, Painted Orange/Red by Rookers Collision, Custom Tan Interior by Pacos Upholstery, Seats from 2005 Chevy Truck, Stock Dodge Gauge Cluster with Dash Bezel from 2005 Dodge, Overhead Dodge Control Panel, Power Windows & Doors, Autometer A-Pillar Guages, Pioneer & JBL Sound System
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shops on the same road and the competition was fierce. A lack of a quality diesel shop around was very evident, so he changed his shop’s name and refocused on the diesel market. Diesel Performance Specialties was born, and business was booming immediately. After only six-months he moved the business from a tiny 2,000 Sq ft shop into a huge 8,000 Sq ft space right off a major freeway. Within several months at the new location, he even took over the 8,000 sq/ft building next door. Lima had found his niche and business is good. LIFE OF A SHOW TRUCK This build was winning local truck shows before the interior was even finished, even landing in a few local auto parts calendars. Lima never saw his creation as a SEMA truck, as he “figured it was too old and classic for the modern touches of the show.” Truck Guru’s Cris Payne was looking for some SEMA trucks for the 2018 show and multiple people tagged Lima’s build on Facebook to be considered. In the end this custom diesel C10 build was upgraded with 24x14 American Truxx wheels and showcased in the company’s SEMA Show booth in 2018. These days it’s been attending a few local shows and sitting in the shop not getting much drive time. It can currently be seen at the brand new Diesel Performance Specialties shop in Weatherford, TX. After flying out to meet with American Truxx in Dallas before SEMA 2018, Lima fell in love with the area and decided to move his shop to the DFW area, which opened in the summer of 2019. Lima’s Chevy C10 dream build is on display at the new facility. It even got a top 100 placing at this year’s Lonestar Throwdown, out of over 2000 trucks at the show. APRIL I 2020 • DIESEL WORLD
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VINTAGE SMOKE
DIESEL WORLD MAGAZINE
BY JIM ALLEN
SPECIAL THANKS TO NATHAN HIRSCHY AND THE TRI-STATE GAS ENGINE AND TRACTOR ASSOCIATION
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FAIRBANKS FAIRBANKS-MORSE36AENGINES
F
airbanks-Morse was a well-established engine manufacturer when they started the development of their first four-stroke, high-speed diesel in 1932. The term “high-speed” is relative, as the new design was rated at what today would be considered a yawn-inspiring 1200 rpm. When compared to Fairbanks Morse’s (F-M) other recently developed two-stroke diesels, which ran at 300 rpm or less, and the rest of the industry at the time, it was indeed a fast-spinning diesel powerplant. F-M had only recently made the change from low compression hot-bulb oil engines to full diesels, but they jumped into the game with both large and small engines. The new diesel would emerge for 1934 as the Model 36A, with a 4.25 x 6.00-inch bore and stroke and rated for 10 horsepower per 85.12 cubic-inch cylinder. It was offered in one, two, three, four and six-cylinder inline configurations. A short time later, an inline eight-cylinder was added to the lineup. They were of the “en-bloc” design, meaning the blocks were cast in one piece. Each cylinder head was individual, however, and the engine used wet sleeved cylinders. As the 36A design was being finalized for production, work began on a larger displacement version and it debuted in 1935 with a 5.5 x 7.5-inch bore and stroke and a 15 horsepower per cylinder rating at 900 rpm. The rpm rating was later upgraded to 1,200 and the power rose to 20 horsepower per cylinder. The larger version was offered only in four, six- and eight-cylinder inline arrangements and could be converted to run on natural gas. Both the larger and smaller engines carried the 36A designation, but each was delineated by its bore size, e.g. “36A41/4” or “36A51/2.”
This 36A is a two-cylinder built in 1936 and makes 20 horsepower at 1200 rpm from 170.2 cubic-inches. The Doherty family named this one “Clyde,” and a second 20 horse in the collection is “Bonny.” This engine was originally hooked up to a water pump. It is hand cranked for starting and has a compression release, the same as many other engines of the era. According to the available period literature, direct electric starting was an available option for the multi-cylinder engines. This engine has a history with the Doherty family. It was a birthday gift to Ken’s wife Marcella in the early days of the new family hobby so she would have a stake in it, and it’s still hers. The engine was just a few days from being bulldozed into a landfill when it was rescued in May of 1972. It’s been to every Tri-State event since then. www.dieselworldmag.com
The 36A engines found widespread use as stationary powerplants, generators, rail locomotive powerplants and for marine propulsion through the ‘30s and ‘40s. A similar en-bloc four-stroke engine debuted for 1938, the Model 46 with an 8 x 10.5-inch bore and stroke, but it only lasted until 1943. We have been unable to determine exactly when production of the 36A ended but it was probably in the late 1940s. In 1939, the 36A was joined by the smaller Model 45 line, which came in several varieties, with either 3.125 x 4-inch or 4.125 x 4.5-inch bore and strokes. The Model 45 came in several evolutions, one with a Lanova style combusAPRIL I 2020 • DIESEL WORLD
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FOUR-STROKE FAIRBANKS
tThe straight-eight version of the 36A was the biggest of the 4.125 x 6 inch bore and stroke units. At 681 cubic inches, it cranked out 80 horsepower at 1200 rpm. That number probably underwhelms you considering the displacement, but at that same rpm, it’s making 350 lbs-ft. and it peaks at approximately 450 lbs-ft. at about 800 rpm by our rough calculation. This one is a marine version pictured in FM literature from 1943. Straight-eight diesels were not uncommon in the ‘30s and ‘40s, particularly in marine applications.
tion chamber and was mainly seen in one or two-cylinder configurations and was continued into the 1960s. Another F-M four-stroke of the era was the Model 48A, which came in a couple of bore and stroke combos. Though F-M was primarily known for its big two-strokes, they maintained a line of smaller four-strokes into the 1960s. The engines shown are part of the Ken Doherty memorial collection. Ken began collecting F-M 36As in 1972 and the collection now has four, plus some of the other later F-M four-strokes. All are still in the hands of the Doherty and Hirschy families since Ken passed away in 2016. Grandson Nathan Hirschy has become the keeper of the F-M flame. These engines are brought regularly to the annual Tristate Engine and Tractor Show and can be seen there chugging away demonstrating the thrilling days of yesteryear.
The three-cylinder 36A was rated at... you guessed it... 30 horsepower from 255.4 cubic inches. It’s another crankstarted engine from the mid 1930s. Details of its working life are not known, but that monstrous nine-sheave pulley hints at something interesting like a compressor.
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VINTAGE SMOKE BARN FIND CUMMINS
The 36A series used Bosch APF unit injection pumps driven by roller actuators from eccentrics on the camshaft. The Bosch pumps were controlled via an external rack, which you can see behind the unit. Via the governor, the rack controlled the amount of plunger lift and the amount of fuel delivered to the injector. A separate control (“run” vs “start” in the control picture) retarded injection timing for easier starting. The injectors were also Bosch. You can also see the individual cylinder heads on the engine, which had a cast-in pre-combustion chamber. Injection pressure was listed at around 3,500 pounds. tHere’s a 1938 one-cylinder 36A power unit rated at 10 horsepower from 85.1 cubic inches. It’s handcrank started and was originally built with a large belt pulley on the output. This one never really worked for a living, however, being used in a tech school in Maine. One might guess it was torn down and reassembled many times in it’s life but Nathan sees no evidence of that and, by the way it runs, it’s a very low-time unit.
“THE TERM “HIGH-SPEED” IS RELATIVE, AS THE NEW DESIGN WAS RATED AT WHAT TODAY WOULD BE CONSIDERED A YAWN-INSPIRING 1200 RPM.”
SOURCE
TRI-STATE GAS ENGINE AND TRACTOR ASSOCIATION TRISTATEGASENGINETRACTOR.COM VINTAGE DIESEL SECTION, SMOKSTAK ANTIQUE GAS ENGINE BULLETIN BOARD SMOKSTAK.COM
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ITALIAN CAST IRON TRACTOR TALK
DIESEL WORLD MAGAZINE
BY JIM ALLEN
CAST 435L TRACTOR
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TRACTOR TALK ITALIAN CAST IRON
W
hen you think of products from Italy, tractors probably don’t immediately come to mind, yet over the years some of the most unusual and effective tractors have come from there.
The CAST vineyard tractor was a side product from Officine di Casaralta, more commonly known as Casaralta. The company started in 1919 and was best known for manufacturing railroad products; rail cars, locomotives and trams. According to most sources, they formed an offshoot company and began the design and manufacture of a small tractor around 1964. Called CAST S.p.A the tractor company name came from a combination of “CAS” from Casaralta and “T” for trattori, Italian for tractor. S.p.A. is an Italian abbreviation similar to “Inc.” Available documentation is sparse, not helped by the fact that Casaralta changed hands several times in the ‘70s and ‘80s, was absorbed by another company in 1993 and completely shut down in 2001. It’s generally held that CAST tractors were built to around 1975 and many think the United States was it’s largest market. Again, the documentation is sparse but through the efforts of a Hoosier named Dale Mercer, a tractor collector who ran across a CAST in 2012, we know a bit more. Mercer has turned up most of what’s known about CAST entering the U.S. market. Mercer’s theory is that CAST was having trouble selling in their own market and made a play in overseas markets. RECO Sales, a large lawn and garden power equipment retailer in Indianapolis, was approached to represent CAST here. They bought one tractor, tried it out, liked it, made suggestions for changes and when CAST agreed to make them, made a deal to buy more. The changes included a higher load rating (probably accounting for the suspension changes)., a U.S. Cat 1 rear lift system, more wheel clearance under the fenders for larger tires, swinging drawbar, hydraulic remotes, a tach and hour meter.
The CAST is seen in the U.S. in two models, the 430L, which was the first model imported in significant numbers perhaps as early as 1968, and the 435L, which came in 1970 or 1971. Mercer found evidence of an earlier model, the 420, which apparently was not imported, and it differed in many ways from the 430L and 435L, most notably in having the original torsion bar only rather than coil spring updated suspension, and those differences in the sheet metal. The CAST was four-wheel drive and four-wheel steer, with a seat that pivoted around the steering station so the operator could face either direction. The other controls could be operated in either position. The CAST tractor’s original stated purpose was as a vineyard or orchard tractor and, as such, faced a lot of competition in the Italian market. Here, RECO advertised it as a multi-purpose utility tractor and offered a wide variety of attachments. These included a 9-foot backhoe, 8-foot forklift, loader, rotary tiller, 72-inch mower deck, 60 or 72-inch flail mowers, post hole digger, rotary tiller, rotary sweeper, trencher, grader blade, snow blower, tree shear and even a cab. The CAST was powered by a Slanzi two-cylinder diesel. The Slanzi was a direct injected, air-cooled inline of 81 cubic inches (1447cc). The Slanzi was backed up by a three-speed transmission with a two-speed range box and a shuttle shift lever. It had four-wheel independent suspension. It came standard with a 540 rpm PTO and had an optional 9 GPM hydraulic pump. Hydrostatic power steering was optional, apparently added by RECO as an option. The few reports we have seen tell us the CAST is a good utility tractor, suitable for many tasks on small farms or acreages, as well as for construction/industrial uses. It truly was a “universal” implement and Mercer reports having found the tractors in some unusual vocations, such as being operated inside gypsum mines. Another was use in high-rise construction in New York, where compact dimensions made it possible for them to be moved via elevator or crane and
SPECIAL THANKS TO DALE MERCER
It isn’t a big tractor but the relatively big and powerful 35 horsepower diesel gives it some serious juice. The rack up front isn’t an official CAST part but something Mercer built for working around the homestead. The tractor weighs about 2,500 pounds and has independent suspension on all four wheels, with a diff lock for both axles. Mercer says it rides about as well as a UTV, though the pan seat doesn’t help with comfort. It came standard with a 540 rpm, six-spline PTO and a Cat 1 three-point hitch that can lift about 1,000 pounds. It has a full 12-volt electrical system with lights. In 1971, the retail price for a 435L was $3,495, though $2,900 was the more realistic price. Power steering was a $340 option, but it included the hydraulic pump option. The 9 GPM hydraulic system cost $305 by itself. A weight pan cost $120 and a rear axle stiffener for attachments like loaders, backhoes and forklifts, was $31.
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APRIL I 2020 • DIESEL WORLD
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TRACTOR TALK ITALIAN CAST IRON
The Slanzi DVA1500T engine was an air-cooled, direct-injected inline two-cylinder of 1447cc (81 ci) displacement. It’s alternatively listed by RECO at 32 and 35 SAE horsepower at 2600 rpm. It was commonly used as a stationary powerplant, a marine engine and for agricultural equipment. It used a Bosch PFR2K70 injection pump and Bosch DLLA injectors that pop at just under 2,300 psi. We see a DVA1500 Series 2 engine listed but don’t know what differences there were, nor if the Series 2 was used in the CAST. Slanzi was a well-known engine manufacturer in Novellara, Italy, that started business in 1919 and built their first diesel in 1937. They were absorbed by Lombardini (now owned by Kohler) in 1985.
the versatility of the attachments made them useful for moving gear inside of a building under construction. Though it’s a “collector” tractor, Mercer puts the one pictured to good use on his country homestead. He found it in 2012 buried under a pile of junk and it hadn’t run in a long while but had only 214 hours showing. He got it operational in 2014, after two years of work. It’s now showing over 800 hours, so it’s no hanger queen. He regularly uses a brush hog with it and when the emerald ash borer killed over 100 trees in his woods, he found the CAST could carry three 6-foot logs on the three point hitch, maneuver through the trees and cross a muddy creek with the load. It isn’t clear how many CAST 430/435L tractors were built, or imported, and they remain a largely unknown tractor. Dale Mercer, who owns two running ones and two parts units, has been in contact with CAST owners the world over. He’s seen serial numbers as low as 0004 and as high as 0742 in the 430L and 435L models, so it’s clear at least 742 were built... not including the largely unknown 420 model. The CAST is not a unique design, nor did it include any whizbag technology, but it was an effective combination of features that delivered a capable utility tractor to the buyer. It was reasonably well built and had there not been so many other similar tractors on the market in Italy, it may have done better there. There wasn’t much similar here at the time, but it was a bit uphill in those days to sell “one of them furrin’ tractors” but with good marketing and a steady supply of tractors, it could have worked. With a little modernization, a tractor like that might even work yet today!
The operator’s station is pretty close to unique. The seat pivots around the steering column. There are two opposing sets of clutch and brake pedals. The main three-speed gearbox (shifter to the right of the column) and range box (shifter on the opposite of the trans housing) is separated from the axles by a shuttle shifter (the small lever on this side right of the main shifter). As a result, the CAST can go just as fast in one direction as the other.
SPECIFICATIONS
1970 CAST 435L
ENGINE: 2-cylinder, air-cooled, DI, Slanzi DVA1500T DISPLACEMENT: 81.16 ci (1447cc) BORE & STROKE: 3.622 x 3.937 in. FLYWHEEL POWER: 32 hp @ 2600 rpm COMPRESSION RATIO: 17:1 TRANSMISSION: 6-speed (3x2) WEIGHT: 2,500 lbs. (base tractor) WHEELBASE: 45.6 in. LXWXH: 103.9 x 48.6 x 40 in. FUEL CAPACITY: 5 gal. TIRES: 7.50-16 FUEL CONSUMPTION: 0.75 gph @ full power TOP SPEED: 13 mph
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TThe independent suspension looks more suited to a car than a tractor. The coil spring is contained inside the tubular housing that looks like a shock. Suspension and drivetrain parts are in the “unobtainium” category, but Mercer was able to find ball joints and tie rod ends from other applications that could be made to work. The CV axles use joints very similar to air-cooled VWs and with some adaptation, can be made to work. Dale Mercer will attest that your parts hunting and fabrication skills will be tested when you own a CAST. Many parts used it their construction were off-the-shelf, but matching European off-the-shelf parts from the ‘60s and ‘70s is an uphill battle, as is finding them. Paying to have them shipped often costs more than the part. www.dieselworldmag.com
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Q&A |
DIESEL WORLD MAGAZINE
BY JIM BIGLEY
BASIC QUESTIONS ABOUT DURAMAX LB7 INJECTOR SERVICE Hello, I have a 2002 LB7, with 143,000 miles on the truck’s odometer. The dealership replaced the injectors the first time at 80,000 miles (under warranty) with (I’m assuming) remanufactured injectors. Now after another 50k I'm getting black smoke at the tailpipe at idle. No increase in oil level, or fuel smell in oil. Anyway, here are my questions: 1) I was told that I could buy some time before injector replacement by using additional additives. The recommendation was to use Hot Shot Diesel Extreme. Any better ideas, or will additives at this point do anything? 2) I'd like to do the injector replacement myself, but need info on special tools for injector and cup removal and whether it's necessary to remove injector cups, or not... Appreciate any help you can provide... Vetman7 Via Email Hello, We've been doing this diesel thing for a long time, and the question regarding the benefits of diesel fuel treatment has been hashed and re-hashed many-many times. Here's what I think... Personally, I believe a nationally available fuel treatment is worthwhile IF the treatment includes a cetane improver in the list of ingredients. Large fleet tests have proven that fuel economy is increased enough to pay for the cost of treatment – meaning any other benefits, like fuel injection system cleaner and lubricity are basically free. Be aware that individuals have a hard time being able to document an improvement in fuel economy because of the limited time and often dramatic seasonal temperature/ weather changes - just not enough good data – though I believe the fuel economy bump is still there regardless. What's not easily proven is whether a treatment extends the life of fuel injection components... There's just no way to be sure - no 132
APRIL I 2020 • DIESEL WORLD
positive proof either way – based on injection system service communications with many thousands of diesel pickup owners. Can a fuel treatment clean the internal components of the fuel system, removing varnish or other fuel-related residue that can negatively affect injector performance? Sure -maybe, but proof that shows a fuel system cleaner extends injector life is really hard to come by. I have a couple of anecdotal reports that are pretty convincing, but... IndustrialInjection.com has been offering "screw-in" LB7 injector cups for some time now. I wrote about screw-in cups as a "I wish this existed" product some years ago. Now it's a reality. They're not cheap, but it would remove the angst over whether that excess pressure in the cooling system LB7 owners might see is due to a cup seal leak or a head gasket leak. You'd be surprised/horrified to read as many reports as I have from everyday LB7 owners about over-pressurized cooling systems in the days/weeks/months following an injector replacement in these LB7s - too many to be coincidence. I think the cup sealant gets disturbed in those cases, and begin leaking combustion pressure into the cooling system. It’s a frustrating and disappointing discovery after paying someone thousands of dollars to install a new set of injectors (or new head gaskets are installed thinking that’s the problem). I've spoken to many long time Duramax mechanics through the years, both GM certified and independent shop mechanics about this very issue (cup seal leaks when/after changing injectors). About a third of them reseal every cup that had its injector removed. The rest don't reseal any of them unless they "see" the cup move when removing the injector. Personally, I’d spend the extra time/money to re-seal every injector cup when installing new injectors… Or, just install the Industrial Injection cups with threaded ends during the re-assembly. You’ll find all of the special tools needed for replacing the injectors and injector cups at Amazon and eBay. Just enter the search terms “Duramax injector cup tools” in the search line on either site. I'm hoping to do a head gasket and Industrial Injection cup install later this summer. I want the engine in my LB7 truck to be as trustworthy as it was when I bought
Q&A
the truck brand new in December of 2000. Everything else in the truck is like-new, so considering what these trucks cost new, the money spent in doing the best job possible would seem to be more than worth the effort and expense. Just my thoughts...
6.5L TROUBLE CODES Hello, My 1994 6.5L diesel 4x4 2500 Suburban is returning codes 17 & 18. Do you have experience with these codes? What components are likely to be at fault? Thanks, John MacMorran Hi John, DTC 17 - High Resolution Circuit Fault DTC 18 - Pump Cam Reference Pulse Error DTC 17 relates to the Optical Encoder Sensor's ability to read a high resolution coded data track disc that rotates with the fuel injection pump's main shaft. This problem could be due to a bad encoder sensor or an electronic drive problem as indicated in the next paragraph. Red dyed fuel and some blends of home-brewed biodiesel can cause this too. Make sure you’re running straight #2 diesel fuel… GM suggests that for a DTC-18/P0251 (1996+ vehicle), the fuel injection pump would need to be replaced once eliminating a possible wiring problem. If the problem persists, they then suggest replacing the PCM computer. This is a problem related to the system’s ability to read the Optical Encoder Sensor. However, our experience has been that every owner of an electronic fuel injected 6.5L diesel should have a spare (known good) PMD/FSD (Pump Mounted Driver/ Fuel Solenoid Driver) replacement module, both to have as spare and to use when troubleshooting fuel injection problems. In addition, having an extension harness and remote mounted module make it a lot easier to replace/troubleshoot these and several other related electronic trouble codes.
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Q&A
DURAMAX DIESEL CONVERSION Hello, I am gathering information about a Duramax diesel conversion. I currently own a 1994 Chevy K3500 dually crew cab with 4 full size doors. It has the BB 454 gas engine and the 4L80-E automatic transmission. I can pull just about any trailer weighing up to about 15,000-lbs, but the MPG is not very good. Will this conversion work with my vehicle? And what is the approximate cost of one of these conversions? I have read different places that I should uses a LB7 and the Allison 1000. I can find them used and know that the motors, if taken care of, will last forever. Any information would be greatly appreciated. I would like to keep my current truck, but upgrade the internals, and I believe this is the way to go. Thanks again. Jarred DeGraw Via Email Hi Jarred, GM added more "stuff" to the top of the Duramax as the model years progressed, making the hood clearance in an earlier 1990s body style installation more of a challenge when using a newer or more current Duramax engine. The earliest Duramax, the LB7, "just" fits without a body lift or hood modifications. However, an aftermarket steel cowl induction hood would allow you to modify the internal hood structure to give you another 3-4 inches of hood clearance – plenty for an LBZ, LMM, LML, or even the very latest Duramax. Also, a 1" body lift would also be a help in providing more hood clearance and provide a nearly ideal fan centering in the fan shroud.
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The cost of a conversion depends on two main factors: 1- The newness/completeness/condition of the donor package. 2Who is providing the labor. I know of conversions costing less than $5,000 and some that cost more than $20,000. I know of conversions taking 6 months or more of spare time and I know of pro mechanics (who have done one before) who can turn one around in 2 weeks. www.dieselworldmag.com
Q&A
The choice in engine package should be made by evaluating the "deal" you can make for the complete package – when considering condition, completeness of package and of course price. A conversion is easier when you obtain a complete salvage truck that has everything you need. The cost for the bits and pieces really add up when bought at retail. I recommend installing a steering column assembly matching the model year of your Duramax/Allison, and modifying your existing dash to accept the newer Duramax matching instrument panel gauge cluster. .5L Trouble Codes
owned it since it was New.
LARGE FUEL LEAK
Hi Scott,
Hello Diesel World, I have a 2001 Silverado with 92,910 miles on it. Recently, I had a reduction of power (limp mode), so I had someone check trouble codes. The code is a P0093 Large Fuel leak ....The truck is completely stock. I have
I checked the oil and it smells Ok and is not above full. I do not suspect it being injectors. Knock on wood - I have not had any problems with them yet. Can you share with me what I should try or evaluate next. I have looked and smelled for fuel leaks. Fuel filter was changed 4,200 miles ago. Any assistance would be appreciated.
possibilities could also reside with either the FRP (Fuel Rail Pressure) regulator or high-pressure fuel injection pump. Once the cheap and easy items are eliminated (like the fuel filter change or fuel line leaks), you may need to consider the most often discovered cause - injectors.
Regards Scott Gyr Via Email
The P0093 trouble code is set when the difference between the actual & commanded fuel rail-pressure exceeds 20MPa. The GM service test procedure winds its way through the various possibilities for a low rail pressure, such as a high fuel return rates due to faulty injectors or leaking fuel-return lines, or a leaking fuel-rail pressure relief valve. The list of
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Banks Power
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Bullet Proof Diesel
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Edge Products Inc.
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Fleece Performance Engineering
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Flex-A-Lite Consolidated
129
Ford Performance Specialists
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Fusion Bumpers
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GDP Tuning
103
Haisley Machine
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Hammerhead
53
Harbor Freight Tools
29
Hypertech Inc.
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KC TURBOS INC.
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KT Performance
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LMC TRUCK
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Merchant Automotive
136
MKM Customs
60-61
Move Bumpers
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Nitto Tires
140
PPE (Pacific Performance Engineering) Pure Diesel Power
129
Pusher Intakes
31
Recon Truck Accessories
43
Riff Raff Diesel
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Scheid Diesel Service Co., Inc
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SpynTec Industries
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Stealth Performance Products
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Summit Racing Equipment
14-15
Sun Coast Converters, Inc.
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The Wheel Group
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36-37
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