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Golden State Diesel Fest was EPIC!

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Best OF TH E B EST

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This Cummins beat them all!

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ODSS DIESEL DRAGS MASSIVE DYNO EXPLOSIONS SLED PULLING AND MORE… OCTOBER 2021 • VOLUME 16, NUMBER 10 $6.99 US • DISPLAY UNTIL 09/07/21

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DIESEL WORLD MAGAZINE

OCTOBER 2021

FEATURES

VOLUME 16

NUMBER 10

EVENTS

TECH & HOW TO

BETTER THAN NEW SHANE RYANS’ 90,000 ORIGINAL MILE 1993 DODGE POWER RAM W250

STOCK-APPEARING, 1,110 HP A LOW-KEY CUMMINS, BUILT TO YANK THE SLED THE FURTHEST 4

ULTIMATE CALLOUT CHALLENGE 2021 THE KING OF ALL DIESEL EVENTS IS BACK—WITH A VENGEANCE

100

OUTLAW DIESEL REVENGE MORE THAN 100 ODSS RACERS DO BATTLE AT LUCAS OIL RACEWAY

GOLDEN STATE DIESELFEST DYNO, DRAGS AND A MASSIVE SHOW ‘N SHINE ON THE WEST COAST

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OCTOBER 2021 VOLUME 16, Number 10

EDITORIAL Adam Blattenberg Brand Manager Erin Masercola Content Director

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Golden State Diesel Fest was EPIC!

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PLUS+

This Cummins beat them all!

#UCC2021

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ODSS DIESEL DRAGS MASSIVE DYNO EXPLOSIONS SLED PULLING AND MORE… OCTOBER 2021 • VOLUME 16, NUMBER 10

Immaculate 1ST GEN RAM BUILD

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EDITOR’S NOTE

Justin Zeigler takes the big win at this years Ultimate Callout Challenge Main Image by Mike McGlothlin

THE 7.3 GETS A REMODEL

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EVERYTHING YOU NEVER KNEW YOU COULDN’T LIVE WITHOUT

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EDITOR'S NOTE |

DIESEL WORLD MAGAZINE

BY ADAM BLATTENBERG

THE DINOSAUR GETS

ANOTHER REFRESH

his old 7.3L was my first personal diesel. Picked it up in 2002 when it was just a year old. It has gone through so many transformations over the years, and because of my career path, it really has changed as the diesel performance industry changed. Funny to think about that when I got it, all we really had were simple tuners and inline signal modifying type modules, archaic by today’s standards. Stacking tuners (such as installing an inline module as well as an uploaded file) was a big thing, and my 7.3L definitely saw that type of modification, as much as I hate to admit that now... I remember hitting 300 rear wheel horsepower on a dyno after doing what I considered a ton of modifications, I was so proud of the 300hp number.

At that time I was working at a small truck shop and the truck had a Superchips tuner stacked with an Edge Juice with Attitude module plus an AFE intake and Magnaﬂow exhaust, that was it. Five or so years later, after putting the wrenches away and starting a new job running a magazine (RV Magazine), the truck got another transformation to make it a better tow rig. Just about all of Banks’ catalog was thrown at it in the form of a new intake, an intercooler, turbo compressor wheel and wastegate. DieselSite hooked it up with a new Adrenaline HPOP, overboost code eliminator, better boost tube boots, high ﬂow LPOP and I’m sure a ton of other things I’m forgetting. On top of a bunch of chassis mods the engine got a dose of wa8

ter methanol injection from Snow Performance. That was one of my favorite mods. It made a huge difference when towing heavy. The horsepower didn’t change from 300 at the wheels, but I could tow anything up any grade at whatever speed I wanted to. It was a great setup. Flash forward to when I started here at Diesel World, the truck got yet another re-do. This one would be the most extensive one yet. With an eventual goal of 700 horsepower to the wheels, we went a bit overboard with a couple things. The heads were treated to a valve job and prepped for ﬁre rings by Swamps Diesel. A set of 300/200 injectors were also sourced from Swamps. The heads got a set of stiff valve springs from Irate Diesel and Irate also provided the much stronger than stock intake runners and the regulated return fuel system. The turbo was sourced from BD Diesel with a little extra oxygen on tap via Nitrous Express. DieselSite helped me out with a transmission to handle all the added power, and a Hydra chip plus tuning was sourced from Power Hungry Performance. All in at this point, the truck made 626 horsepower on spray and 525 on fuel only. In the quarter mile it ran high 12’s while struggling for traction. I’ve been driving the truck like this since 2016. It’s a little temperamental in the cold, doesn’t really like to start in below freezing temps, but otherwise, for the most part it hasn’t skipped a beat. Until a few months back when it overheated and

warped a head. My temp sensor is obviously broken because the gauge read normal but there was zero coolant in the system when I pulled over after the exhaust started bellowing white smoke. Upon further inspection, a rodent had been using the engine as a home over the winter (a plugged in block heater made for a great home in 20-degree weather). That rodent had chewed through a heater line connector and once the thermostat opened it drained the system, causing the overheating situation. So, thanks to a Rat, it’s time for another rebuild. I toyed with swapping a Cummins in, but have decided that it’ll stay all 7.3L, true to my roots. This time the whole engine bay is getting a refresh as well. I want something that will last for another decade without any major work. New wiring, new paint, new HPOP, refreshed injectors, anything that’s more than a few years old is getting replaced. Can’t wait to get my truck back on the road. Stay tuned for the rebuild.

NEWS

DIESEL WORLD MAGAZINE

COMPILED BY DW STAFF

DWNEWS RACING NEWS Diesel Chevelle Breaks Into The 8’s!

Rick Fletes’ racing tour through the Midwest culminated with a Third Place ﬁnish in the Street Machine category along Summit Racing’s Midwest Drags series. He and his Duramax ’70 Chevelle averaged an E.T. of 10.05 during the event, but put up an 8.98 at 152 mph with the car turned way up on the ﬁnal day of festivities. So what’s next on Fletes’ summer racing schedule? You’ll catch the Chevelle rolling into the Texas Motorplex in Ennis on June 17th for the start of the Street Car Super Nationals. Source: https://summitmidwestdrags.com/

RACING NEWS Billet Block On The Way It’s ofﬁcial: Hardway Performance’s new Nova is down for the summer. However, it’s also ofﬁcial that the car will be sporting a billet block Cummins when it returns in the fall. Fresh out of the Haas VF6 at Freedom Racing Engines, the new forged-aluminum crankcase will add strength yet weigh half as much as a cast-iron 6.7L block. While the current rotating assembly is swapped over to the blingy new block, the transmission and converter will take a trip over to Sun Coast, and the car itself will be delivered to Herbie Henry for a few touchups on the sheet metal. Source: https://hardwayperformance.com/

EMISSIONS CARB Study Investigates Emissions Of Low-Emission, Off-Road Engines Low load NOx emissions were the focus of a recent study conducted by the California Air Resources Board, and with the help of John Deere. Deere supplied two diesel engines for testing, a DPF-equipped 6.8L and a non-DPF 4.5L. Following testing, possible solutions to decrease these off-highway engines’ low-load NOx output included the possibility of adding a dual SCR system with dual dosing, and a modiﬁed conventional DOC + DPF + SCR + ASC (ammonia slip catalyst) system. The study goes on to show data that supports using a dual dosing SCR system, but also acknowledges that it would add “considerable cost and packaging challenges” for the engine manufacturer. Source: https://dieselnet.com/news/2021/06carb. php

12 12

DW NEWS ››

EMISSIONS

Businesses Set To Fight EPA Overreach America’s $2 billion racing industry is banding together to take a stand against the EPA’s claim that it is illegal to convert street vehicles into dedicated race cars. Businesses everywhere are seeking passage of the Recognizing the Protection of Motorsports (RPM) Act of 2021—a bipartisan bill that clariﬁes the motorsports-parts industry’s ability to sell products that enable racers to compete. The RPM Act also aims to protect Americans’ right to convert street vehicles into purposeonly race cars. According to Edelbrock’s Chris Douglas, “The inconsistency of the EPA’s stance around converting street cars to purpose-built track vehicles has not only constrained long-term investment in the industry, but it is creating added complexity and concern for our customers.” You can voice your support for the RPM Act by visiting the link below.

Emissions Energy Dominance Of Fossil Fuel Unaffected By Renewables According to REN21, a global renewable energy policy group in Paris, even though the use of renewable energy has increased globally, fossil fuels still remain the dominant source of energy for the world. Per the group’s Renewables 2021 Global Status Report, “contrary to the popular perception reinforced by media, renewable energy such as wind and solar power has not yet replaced fossil fuel energy.” In fact, “so far, renewables have been an add-on, complementing (rather than replacing) the growing fossil fuel based economy.” Finally, someone said the quiet part out loud. Source: https://dieselnet.com/ news/2021/06ren21.php

Source: https://www.votervoice.net/SEMA/campaigns/45394/ respond?utm_source=ET&utm_medium=email&utm_ content=651312&utm_campaign=RPMAct_BusinessOverreach_061521

RACING NEWS No-Prep Racing Added to KOS 2021 The King of the Street and All Truck Challenge just got even more interesting this year. In addition to KOS, ATC, and the Dinosaur Camp, no-prep racing has been added to the docket. The two-day, no-prep event will be a teams competition with ﬁve trucks allowed per team (two truck minimum) and two classes: Run What Ya Brung and Street. The RWYB category pays a $10,000 minimum to the winning team (and awards a $500 bonus to the winning truck), and $5,000 will be paid out to the winning team in the Street class. All of it goes down at Dragway 42 in West Salem, Ohio on October 16-17. Source: https://www.facebook.com/events/309415697586572/

OEM News F-series Trucks Earn Trio of Awards Ford has been honored with 2021 Price Digests Highest Retained Value Awards for three F-series trucks. Price Digests’ annual awards recognize the top commercial trucks that are expected to retain the most value over the next ﬁve years. As the winner of the Light Duty Trucks Cab and Chassis category, the 2021 F-250 Super Duty is projected to have the best retained overall value at 59.28 percent, according to the Truck Blue Book analyst team at Price Digest. Ford’s F-350 won the Light Trucks Crew Cab and Chassis category, while the F-550 topped the Medium Duty Trucks Crew Cab and Chassis category. Source: https://media.ford.com/ content/fordmedia/fna/us/en/

WANT TO KNOW MORE?

Head to DieselWorldMag.com/News for the latest diesel news developments. 14

news/2021/06/10/trio-of-ford-f-seriestrucks-earn-2021-price-digests-highestret.html

ATTITUDE IS HANDED DOWN

“KEEPING GENERATIONS ON THE ROAD” ™ Get your FREE CATALOG at LMCTruck.com

1947-13 Chevy/GMC 1948-16 Ford 1972-15 Dodge

LMCTruck.com 800.562.8782

DEPARTMENT

DIESEL WORLD MAGAZINE

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HOTPRODUCTS 01

Transmission Clutch Material Raybestos Powertrain GPZ friction material Raybestos Powertrain GPZ friction material is an upgraded material beyond the OE design and is manufactured with a unique blend of high energy ﬁbers for ultimate stress and high temperature durability that equals improved performance in F-250 , F-350, F-450, and F-550 Diesel 10R140 transmission applications. Raybestos Powertrain RaybestosPowertrain.com 800.686.4729

Good Grip PPE Engine Oil Filter Socket

Secure It MAC’s Monkey Face The new Mac’s Monkey Face is a simple drop-in, stake pocket multi-mount designed to receive a variety of tiedown hardware. The Monkey Face design is laser cut from high quality 0.375” steel, welded to a .1875” steel tube and rated to 10,000-pound Minimum Breaking Strength.

Make sure you have a good firm grip on the giant PPE Engine Oil Filter designed specifically for the 2001-19 Duramax engines. Get next-level filtering and easy oil filter changes with this specialty socket. Manufactured with high quality CNC machined 6061-T6 billet aluminum complete with a Madras Bronze anodized finish. This filter socket takes a standard half-inch drive or a one and a quarter-inch (32mm) socket. Pacific Perfonce Engineering PPEpower.com 725.238.2002

The Monkey Face can be purchased with or without the new Low-Proﬁle Lashing Winch. It accepts 2” tie-down webbing and allows for tensioning from either side. When mounted to the Monkey Face, the Low-Proﬁle Lashing Winch has a 60-degree swing to properly angle the strap toward the cargo. Mac’s Custom Tie Downs MacsCustomTieDowns.com 800.666.1586 22

HOT PRODUCTS ››

Dmax Reliability Bullet Proof Diesel EGR Coolers for Duramax-Powered Trucks Bullet Proof Diesel, an industry leader in diesel reliability products, has released a new line of EGR coolers featuring the patented H-Core technology, which was developed to resist the common causes of EGR cooler failure. Immediately available, the EGR coolers have been engineered for 6.6L Duramax LML applications, which are found in 2011-2016 Chevy and GMC pickups. Bullet Proof Diesel BulletProofDiesel.com 888.945.0019

GM Steering Upgrades PPE Polished 304 Stainless Steel Tie Rod Sleeves GM’s factory tie rod assemblies bend and break. They are simply too small and weak to get the job done, especially in high-stress situations. While they are generally strong enough for stock performance, pick-ups with the added stress of larger tires, lift kits, racing, towing and offroad use create more stress than the stock tie rods were designed to handle. The simplest ﬁx for adding strength to your factory tie rods is to install the PPE Tie Rod Sleeves over the stock outer tie rod end. The fully-polished 304 stainless steel stays looking great. These sleeves are a quick upgrade that can be installed in minutes in your driveway. Pacific Performance Engineering PPEpower.com 725.238.2002

Transmission Pan Upgrades Goerend Transmission Pans Goerend pans are constructed of lightweight cast-aluminum for efficient heat dissipation, durability, all while holding more fluid than OE pans. The pans’ patented sloped floor design results in 100% drainage yet has a flat bottom on the outside, for easy installation. Each pan has a magnetic drain plug to catch and eliminate debris from circulating throughout the transmission. A copper sealing ring provides a leak-free seal to the pan. Available for 47/48RE, 68RFE, Allison 1000, E4OD/4R100 & 5R110 with 6R140 coming soon. Goerend Transmission Goerend.com 563.778.2719 24

HOT PRODUCTS ››

Battery Fix XDP HD Replacement Battery Cable Set The XDP HD Replacement Battery Cable Set will help you get the most out of the charging and starting system in your truck. Old or damaged battery cables that underperform can cause many problems in your truck such as hard-start and no-start conditions. Failing battery cables can also cause charging issues that add strain to the electrical system on your vehicle and in many cases will leave you stranded. Xtreme Diesel Performance XDP.com 888.DIESEL.4

Connecting Rods Boostline Rods

BOLT Lock Recovery Hooks Manufactured from aircraft grade 6061-T6 aluminum, the new BOLT Locking Recovery Hook has a 10,000 lb. capacity and is designed to be 99-percent quicker to use than other ¾-inch shackle type hooks. It fits standard 7/8” bumper tabs, winches and recovery straps.The BOLT lock cylinder is located on the hook itself, which helps protect the product from theft. BOLT Locks are permanently programmed to the vehicle’s ignition key the first time the key is inserted into the BOLT cylinder. When the ignition key is inserted into the BOLT cylinder, spring-loaded plate tumblers move up and down to uniquely code the cylinder to that specific key.

Owners of 2002-2012 Chevy/GM pickups equipped with the 6.6L Duramax engine, as well as those with 19892012 Dodge/Ram pickups with 5.9 or 6.7L Cummins engines, can turn to Boostline’s new diesel connecting rods to handle serious increases in power and boost. Forged from ultra-strong 4340 steel alloy, these rods feature Boostline’s patented 3-pocket design that provides a 60% improvement in bending strength and a 20% stress reduction compared to conventional H-beam designs. The rods are ﬁtted with 12mm ARP2000 fasteners that are rated at 220,000 psi tensile strength, and the larger diameter contributes to a 23% greater clamping force than with 7/16-inch ARP2000 bolts. Boostline Products BoostlineProducts.com 833.256.7600

BOLT Lock BOLTlock.com 844.927.7547

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HOT PRODUCTS ››

Cummins Cooling System Upgrade XDP Thermal Bypass Valve (TBV) Upgrade Replace the problematic factory thermal bypass valve in your 20132018 Dodge Ram 6.7L Cummins before it causes catastrophic failure with the XDP Transmission Cooler Thermal Bypass Valve (TBV) Upgrade. XDP’s Thermal Bypass Valve Upgrade utilizes an unrestricted straight through design, eliminating the recirculation aspect of the factory TBV. No more having to worry about when the factory part will fail you. By removing the passageway that returns hot ﬂuid back to the transmission, ﬂuid restriction is reduced, lowering overall transmission temperatures. Xtreme Diesel Performance XDP.com 888.DIESEL.4

Dmax Performance HP Tuners L5P Duramax Tuning HP Tuners worked hard to bring the world’s ﬁrst integrated ECM mapswitching solution for the GM L5P platform with the E41 ECM and now are proud to offer their Diesel Switch to take that integration further. Diesel Switch lets you power up from a stock calibration to one of ﬁve custom maps with the turn of a switch. Pair with HP Tuners Switch on the Fly OS for complete control and performance. HP Tuners HPtuners.com

Transmission Filtration PPE 68RFE Trans Fluid Spin-On Filter PPE has designed a superior filter for the 68RFE transmission. This filter upgrade features an extended filter cup that houses 57% more specially engineered 10 micron filter media. Additional engineered features include a steel adapter, 81% larger passages for higher flow, a spring loaded anti-drain-back valve with a silicone O-ring, a coil spring to eliminate blow-by and a perforated metal center tube that provides core-strength for the filter media. Pacific Performance Engineering PPEpower.com 725.238.2002

WE ENGINEERED THE QUIT OUT OF IT At OPTIMA® Batteries we build and test every battery in the world’s most advanced facility. Everything that goes in guarantees you get the most out — on the track, the trail, the water … anywhere ultimate power, performance and reliability are needed. LEARN MORE AT OPTIMABATTERIES.COM

A CLARIOS BRAND

WATCH HOW QUALITY IS MADE

HOT PRODUCTS ››

Powerstroke Oil Pan Upgrade XDP X-TRA Deep Billet Lower Oil Pan Give your 6.7L Powerstroke an additional two quarts of oil capacity and a custom race-inspired look with the XDP X-TRA Deep Billet Aluminum Lower Oil Pan. This Lower Oil Pan features a CNC-machined ﬁnned bottom for enhanced looks and added strength. This billet pan has a welded design that gives you a high-performance look with a deep sump design for added oil capacity. Each pan has a machined groove for the built-in O-ring seal and a large magnetic drain plug for easy oil changes. Each pan comes ready to install and is backed by the XDP 1-year, unlimited mileage warranty. Xtreme Diesel Performance XDP.com 888.DIESEL.4

Differential Protection Mag-Hytec Ram and GM Differential Covers Mag-Hytec is proud to announce the completion of new Heavy Duty Differential Covers designed for the 2019 to present Ram Gas or Diesel 2500 and 3500 also the 2020 Duramax. With 7+ quart capacity, added strength, rigidity, O-ring seal, drilled and tapped hole for temperature sending unit, Stainless Steel bolts, washers with allen wrenches, magnetic drain plug and magnetic dip stick. Mag-Hytec Mag-Hytec.com 818.786.8325

Allison Transmission Upgrade Goerend PTO Covers Goerend PTO covers are designed to redirect more oil to the C-3 clutches in Allison 1000 units, keeping the clutches cooler and lubricated, and preventing clutch burn-up. These patented covers reduce wear & increase transmission life. Goerend PTO covers also help recycle oil to increase efﬁciency and eliminate unnecessary transmission repairs. Check out the Goerend YouTube page for an in-depth explanation on PTO covers. Goerend Transmission Goerend.com 563.778.2719

HOT PRODUCTS ››

Trailer Tie Downs Mac’s Tie Downs Heavy-Duty (HD) Tube Track Mac’s Tie Downs is proud to introduce Heavy-Duty (HD) Tube Track. The HD Tube Track is manufactured from 1.5-inch x 1.5-inch x .1875-inch steel tubing and tested to 10,000-pound Minimum Breaking Strength (MBS). Designed to replace a partial piece of wood decking, the HD Tube Track is easy to install and lies ﬂush with the trailer deck. The HD Tube Track accepts the Surface Mount D-Ring and Low-Proﬁle Lashing Winch using a trolley mounted to the base. Currently, the HD Tube Track is available in 8-foot lengths with anchor points every 2-inches throughout the length of the track. Custom lengths are possible. Mac’s Custom Tie Downs MacsCustomTieDowns.com 800.666.1586

Stronger Mains TrackTech Main Stud Kits for Powerstroke, Duramax and Cummins Trucks

TrackTech is proud to release their new main stud kits for Power Stroke, Duramax and Cummins pickup trucks. State-of-the-art UTM tensile testing machines validate the studs at 240,000psi. In addition, TrackTech tests these main studs in race conditions where drivers put them through extreme conditions. They stand up on the track which means they’ll stand up on the street. TrackTech TrackTechFasteners.com 800.729.8232

Ram Brake Upgrades Wilwood 2014-2018 RAM Truck Front and Rear Brake Kit Wilwood is pleased to announce Tactical Xtreme TX6R front and rear brake kit upgrades for 2014-2018 RAM 2500/3500 trucks. Massive forged aluminum six piston calipers wrap around 16-inch diameter GT directional vane rotors. Combined with high-grip, long-wear and fade-resistant BP-20 compound SmartPads, these kits provide unmatched braking capacity and durability for all types of high-demand highway, towing, commercial and heavy load off-road applications. Kits are fully compatible with the OE master cylinder output, ABS system, all electronic controls and the rear OE parking brake. Each kit includes premium-grade hardware, stainless steel DOT approved ﬂexlines and a detailed installation guide. Wilwood Disc Brakes Wilwood.com 805.388.1188

HOT PRODUCTS ››

Improved Bearing Grease Champion Oil Disc Brake Wheel Bearing Grease The Champion Disc Brake Wheel Bearing Grease is a Lithium complex base grease formulated with highly reﬁned base oil and specialty additives to meet severe requirements of machinery. The Champion Disc Brake Wheel Bearing Grease features an excellent mechanical stability, good oxidation and corrosion protection, outstanding extreme pressure protection, wide temperature operability and water resistance. This grease is capable of operations from minus 40°F to 350°F, but has a dropping high point of more than 500°F. Champion Brands ChampionBrands.com 800.821.5693

Cummins Valve Cover Upgrade Billet Aluminum Team XDP Racing Valve Cover You’ll be proud to lift the hood and show off your 2006-2018 Dodge 5.9L & 6.7L Cummins with the Billet Aluminum Team XDP Racing Valve Cover. You put countless hours worth of upgrades into the exterior, interior and underhood of your truck, make your truck show ready and ﬁnish off the high-performance look with the Team XDP Racing Valve Cover. Xtreme Diesel Performance XDP.com 888.DIESEL.4

Dmax Coolant System PPE Coolant Bypass Tube Water Pump to Thermostat Housing Speciﬁcally designed for use with the factory water pump. Fully polished 304 stainless steel construction looks great and prevents corrosion. The OEM mild steel pipe rusts and eventually leaks. Replace that problematic part with one that’ll never rust. Pacific Performance Engineering PPEpower.com 725.238.2002

HOT PRODUCTS ››

GM Transmission Upgrades Raybestos Powertrain GPZ 10L1000 Transmission Clutch Material Raybestos Powertrain GPZ friction material provides greater heat resistance and durability in 6.6L Duramax and 10L1000 transmission equipped Silverado and Sierra 2500/3500 diesel heavy-duty. You can trust the experts at Raybestos Powertrain just like we at Diesel World do with our own vehicles. Raybestos Powertrain RaybestosPowertrain.com 800.686.4729

GM Suspension System BDS 5-inch lift kits for the 2020+ Chevy/GMC HD Trucks BDS now offers 3, 5 and 6.5-inch lift systems for the 2020+ Chevy/GMC HD Trucks allowing clearance for up to 38-inch tires. The 5-inch high clearance system maximizes ground clearance, added protection and maintains ride quality with room for 37s. Kits include high strength crossmembers, skidplates, steering knuckles, diff drop brackets, FOX shocks and more all backed by BDS’ no ﬁne print warranty and a 5 year 100,000 mile drivetrain warranty. BDS Suspension BDS-Suspension.com 517.279.2135

Ford Transmission Upgrade Raybestos Powertrain GPZ Performance Clutches for the 2020On Ford 10R140 Transmission Made-in-USA, Raybestos Powertrain GPZ upgraded high performance clutches are available to pre-order for 2020-ON F-250 , F-350, F-450, and F-550 Diesel 10R140 transmissions. Raybestos Powertrain RaybestosPowertrain.com 800.686.4729

NEW STYLE

GLOSS BLACK W/ MILLED SPOKES • POLISHED • BRUSHED & CLEAR COATED

Ìäïì Øģ¡Ûòäç àëèèïö pushes boundaries and takes you places no one would dare go before. Pristine styling and radical sizing with the chops to handle everything from blacktop to backwoods and beyond.

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EVENT

ULTIMATE CALLOUT CHALLENGE 2021

ULTIMATE CALLOUT 42

BY MIKE MCGLOTHLIN

t’s the biggest event in diesel right now, and it may be for a while. It’s called the Ultimate Callout Challenge. The stakes are high, and the horsepower numbers are even higher. The competition is fierce, but the camaraderie is undeniable. The biggest faces in the diesel world are on hand for three full days of action and the atmosphere is positively electric. After a one-year hiatus, U.C.C. returned to the friendly confines of Lucas Oil Raceway in Indianapolis—and somehow the movers and shakers behind this one-of-a-kind event found a way to make it even better. Not only was the DPI

DIESEL WORLD MAGAZINE

Expo up and running all weekend, along with an extensive entry list for the show ‘n shine, but a full Outlaw Diesel Super Series show was interweaved with all of the U.C.C. action. The first day of U.C.C. competition called drivers to the staging lanes. More than half the field (11 of 19) responded by putting up 5-second eighth-mile passes. On Day 2, it was time to hit the dyno, where nine trucks topped the 2,000hp mark. The evening would conclude with one of the most catastrophic engine failures ever recorded. Then came the sled pull on Day 3, where—thanks to teams and fans alike being privy to the handy Ultimate Callout Challenge scoring calculator—it was clear that no

THE KING OF ALL DIESEL EVENTS IS BACK—WITH A VENGEANCE

T CHALLENGE 2021 www.dieselworldmag.com ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- OCTOBER I 2021 • DIESEL WORLD

E C A R G A R D

Right out of the gate, Tyler Burkhard sent the DHD Chevy through the traps in 5.18 seconds, and at 145 mph. From there, the ’06 Silverado would only get faster, eventually running a 5.11 and taking the win at the drag strip.

ULTIMATE CALLOUT CHALLENGE 2021 one was walking away with it. The fact that it came down to the very last hook was telling as to just how competitive and close the points race is at an event like Ultimate Callout Challenge. In the following pages you’ll find our comprehensive recap of U.C.C. 2021. There’s carnage, chaos, raw displays of power, and ultimately, triumph. We hope to see you here in 2022.

Wade Minter is always a formidable threat at U.C.C.—especially at the drag strip. His “Ill-Tempered” Silverado, still sporting a nasty, triple-turbo SoCal 7.1L stroker Duramax, went 5.65 at 131 mph on the first pass of the weekend. Later in the day, Minter put up a 5.50, which would wind up being the fourth quickest trip through the ‘660 at U.C.C. 2021.

Unlike 2019, not one drop of rain fell the weekend of May 21-23, 2021. Under clear yet warm skies, the events at this year’s U.C.C. unfolded more or less right on schedule. Here, Tom Borrell (better known as “Turba Tom”) takes his Ram for a 5.33-second ride. He would finish Third in the drag race competition. 44

Out on the track, Justin Zeigler’s parts combination had no problem bringing his sizeable compound arrangement to life. His second attempt of the day yielded a 5.57-second eighth-mile at 135 mph even though he was forced to pedal it. Eventually, Justin collected a 5.3-second timeslip, which was good enough for Second Place on Day 1. Justin told us that the engine sees 135 psi of boost at full power, while drive pressure checks in at roughly 110 psi.

ULTIMATE CALLOUT CHALLENGE 2021

Right behind Chris Buhidar was Evan Moser and his regular cab thirdgen. A week before U.C.C., Evan was forced to replace the truck’s transmission and then hit his local eighthmile for a bit of testing. In the end, he ran the same 5.53 time at U.C.C. that he had back home, an E.T. that situated him in the number 6 spot heading into Day 2.

For years, the words “fast” and “consistent” have been used to describe Chris Buhidar’s Cummins-powered F-350. Nothing was different in 2021, as the Truck Source Diesel Ford wasted little time breaking into the mid 5’s, going 5.53 at 132 mph right off the trailer. Later, his Freedom Racing Engines 6.8L, BTS 4R100, and host of OUO suspension parts would support a 5.51-second pass, earning Chris a solid Fifth Place finish at the drag strip.

After staging quicker than perhaps anyone else we watched throughout the day, Kenny Bruner sent his Dynomite Diesel and Capital Diesel Performance-backed Dodge through the eighth-mile in 5.56 seconds, and at 128 mph. One month prior, this same truck went 8.75 in the quarter-mile barely on the bottle. It’s four-linked and stuffed with a compound turbo 6.5L common-rail Cummins (6.7L block, 5.9L crank). Kenny and his crew trekked all the way from Windsor, California to be a part of U.C.C.

The mechanical mafia was in town once again, and the Power Driven Diesel guys managed to squeeze a 6.07-second eighth-mile out of the infamous second-gen Dodge. Over the years, team PDD has had its issues on the drag strip, but this pass proved pretty smooth. Trap speed checked in at 130 mph.

Running a trans-brake was new for John Schirado, but he still managed to get a 5.71 out of the Granby Truck Shop second-gen Dodge, along with trapping 133 mph. All of it was achieved at a race weight of 4,900 pounds and with a 12mm (yes 12mm) P-pump from Farrell Diesel Service. In a competition that’s now primarily dominated by common-rail, it’s nice to see a mechanical Cummins out there swinging for the fences.

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ULTIMATE CALLOUT CHALLENGE 2021

DYNO

The big story on the dyno—and potentially even for the entire weekend—was the display put on by Power Driven Diesel. With their spare engine under the hood, a 16mm Farrell Diesel pump in the mix, a plan for the triple GT55 arrangement to build more than 200-psi of boost, and a goal of hitting 3,000 hp, the writing was on the wall for what was probably coming. Using all the nitrous, driver Todd Welch blew the Cummins sky-high, with block fragments, fuel, oil, and even a few pistons taking flight. Thanks to Christian Mahoney of S&S Diesel Motorsport for providing this photo.

During the melee, the Cummins’ block split in half at the mains, with the upper portion of the block (along with the head) moving up and laying over. In what was left of the crankcase, all six Wagler billet rods seemed to have survived the ride intact. Right before all the fireworks, Power Driven’s Dodge managed to make 2,369 hp and 3,039 lb-ft of torque, which was fifth overall on the rollers. 48

As always, the pits were a hive of activity at U.C.C. Here, Truck Source Diesel’s Chris Buhidar can be seen making a few tuning adjustments on Wade Minter’s Duramax. At the same time, we caught two TSD guys bolting the fuel rail back on Buhidar’s triple-turbo, Cummins-swapped ’00 Super Duty. Minter’s triple-turbo SoCal 7.1L would go on to lay down 2,065 hp and 2,756 lb-ft aboard the rollers.

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ULTIMATE CALLOUT CHALLENGE 2021

When it was his turn on the dyno, Chris Buhidar didn’t disappoint. He produced the biggest horsepower number on the weekend with 2,463 hp, along with 2,996 lb-ft of torque. Chris’s combined score put him in Fourth Place for the dyno event. Coupled with a Fifth Place finish at the drag strip the day before, he was sitting in Second Place heading into Day 3.

Making use of his massive Wimer 5.3-inch over GT55 compound arrangement along with a highly-fueled D&J Enforcer engine, Justin Zeigler squeezed 2,443 hp and 3,282 lb-ft of torque through a fresh Firepunk Comp 3 transmission. It would prove to be the highest combined horsepower and torque total at U.C.C. 2021, and it catapulted Justin to the front of the points race heading into Day 3.

As impressive as Tony Burkhard’s 2,104 hp and 2,360 lb-ft numbers were on the dyno, the Duramax-powered Silverado would sink to Eleventh Place for the day. This no doubt took valuable points away from them and was a far cry from their First Place drag race performance. It also made it possible for competitors like Justin Zeigler and Chris Buhidar to overtake team DHD for the points lead heading into Day 3—along with allowing Justin Andres and Trevor Peterson to creep back into the overall points picture. As we alluded to earlier, it’s simply impossible to understand how competitive U.C.C. is without seeing it for yourself. You’re never going to find this many trucks making 2,000-rwhp or more at any other event. Charlie Fish’s dyno experience was eventful, but not nearly as eventful as what happened to him in the pits leading up to he and his 6.0L Power Stroke’s call time. There, two hours before he had to be on the rollers, a dead cylinder threatened to take him and his team out of contention. That is until the other 6.0L gurus in the pits caught wind of his problem. From there, the folks at Warren Diesel Injection, Kill Devil Diesel, and a host of others dug in, everyone attacking a different part of the engine until the repair was made and the cylinder head was back on. Incredibly, Charlie made it onto the dyno with 29 seconds to spare (before being disqualified) in his short-bed Ford. With bigger injectors than what he’d ran at the drag strip and nitrous in the mix, the single turbo’d 6.0L belted out 1,760 hp on the first hit. Then it produced 1,820 hp and 2,433 lb-ft before his crew took off for the pits in search of larger nitrous jets. Unfortunately, their plan to crack 2,000 hp wasn’t meant to be though. A map line issue wouldn’t allow engine rpm to increase beyond 3,000 rpm, and his 20-minute timeframe on the dyno was just about up. 50

ULTIMATE CALLOUT CHALLENGE 2021

L L U P D SLE

Day 3 began when Day 2 ended, which is to say that many teams spent the majority of their night converting their dyno and drag race setups into versions that could perform well in the sled pull. When we showed up, we were greeted with the familiar sight of suitcase weights being added, tires being aired down, suspensions getting tweaked, and trucks moving across the portable scale. Like many pulling classes, the sled pull portion of U.C.C. calls for an 8,000-pound maximum and a 26-inch hitch height. Dual rear wheel DPOà HVSBUJPOT BSF BMTP QFSNJUUFE XIJDI NPTU UFBNT DPOWFSU UP UIF OJHIU CFGPSF UIF QVMMT

Day 3 also meant it was crunch time for the handful of competitors who were still NBUIFNBUJDBMMZ DBQBCMF PG HSBCCJOH UIF PWFSBMM XJO "GUFS B 'PVSUI 1MBDF à OJTI BU UIF ESBH strip and slipping to Eighth Place on the dyno, Wade Minter needed a big distance in the dirt. He kicked off the truck pull action with a 294.35-foot effort—not bad for a truck that’s capable of running 8-second quarter-miles and producing more than 2,000 hp at the wheels.

"GUFS à OJTIJOH TFDPOE JO UIF ESBH SBDF BOE UIFO à STU PO UIF EZOP +VTUJO ;FJHMFS XBT the front-runner when the festivities kicked off in the dirt. Justin, only the third truck to hook to the sled, turned in a respectable 290.35 foot effort (what would end up being ninth out of the 13 trucks that made the call). Then it was a waiting game to see how Chris Buhidar did, as he was still within striking distance according to the points system. In ever-dramatic fashion (and believe it or not), Buhidar got to pull dead last. 52

As one of the steel bodied trucks in competition, and despite being more of a drag racer/dyno guy than a puller, we’d say David Petrick and his third-gen did well in the sled pull. Even though the truck broke an axle and pulled hard right at the end of his hook, David still moved the iron sleigh 271.99 feet. David’s further accolades for the weekend included a 6.26-second eighth-mile best, and 1,909 hp on the dyno.

ULTIMATE CALLOUT CHALLENGE 2021

Cut tire-equipped and ready to do what they do best, team DHD’s Duramax was the favorite to win in the dirt. They did not disappoint. A 319-foot distance gave DHD the win in the sled pull, and when combined with their First Place at the drag strip, they came away with a Third Place PWFSBMM àOJTI BU 6 $ $ *U T QSPPG UIBU XF NJHIU KVTU see a Duramax on top in the years to come.

Following a 5.88-second pass on the drag strip and a Third Place on the dyno (with 2,264 hp and 3,203 lb-ft), Trevor Peterson dug himself into a Fifth Place overall àOJTI XJUI UIJT IPPL )JT GPPU EJTUBODF XBT POF PG only four that made it past the 300-foot marker.

Josh McCormack had a run of bad luck on U.C.C. weekend. It started at the drag strip when his deck-plate Cummins checked out, but he never gave up, still making the call to the dyno on Day 2 and hooking onto the sled on Day 3. In the dirt, the combination of a 5.9L engine with a 94mm GT55 and a 2600-rpm stall converter made it nearly impossible for him to get the Cummins loaded up enough to use the nitrous he wanted to. Here, a TFSJFT PG NJOJ OJUSPVT CBDLàSFT QVUT PO B TIPX GPS PVS DBNFSB

You could tell Brian Shew and the Quality Diesel Performance team was made up of veteran truck pullers. Their pulling prep, tire selection, and track-reading hinted that they knew exactly what to do on Day 3. At go-time, they made their 314.30-foot pull look easy, and the Second Place distance bumped them up to 12th Place overall. 54

As yet another example of just how competitive U.C.C. is, let’s take a look at Evan Moser. His third-gen Dodge went 5.53 in the eighth-mile (akin to 8.60s in the quarter), produced 2,202 hp and 2,802 lb-ft on the dyno, and yanked Nearpass Pulling’s Humiliator 298.06 feet on sled pull Sunday, which was good enough for Sixth Place in the dirt. With all of UIPTF BDIJFWFNFOUT &WBO àOJTIFE 4FWFOUI 1MBDF PWFSBMM

By the time Chris Buhidar backed up to the sled (he drew last hook), there was a lot of nail-biting commencing on the sidelines. Chris needed to pull 319.50 feet to edge past Justin Zeigler for the overall win—and he has been known to put up solid hooks at U.C.C. in the past. In the end however, the truck could never build the type of ground speed it needed, and Chris came up just short of the 300-foot mark, which meant a Second Place overall à OJTI BU 6 $ $ 4UJMM UIF GBDU UIBU JU DBNF EPXO UP UIF WFSZ MBTU IPPL XBT UFMMJOH BCPVU IPX DPNQFUJUJWF BOE DMPTF UIF QPJOUT BSF BU BO FWFOU MJLF 6MUJNBUF Callout Challenge. Look for Chris to aim for the win next time.

Justin Zeigler’s U.C.C. prep wasn’t much different than any other competitors—which is to say it was anything but easy. Waiting on parts, working with various other shops to make things happen, hauling the truck here, picking up the engine there, not to mention the stress level and all the sleepness nights… it’s all par for the course when preparing for an event of this magnitude. However, at crunch time Justin delivered when it mattered most. And because of that, a giant First Place trophy is heading back to his Louisville, Ohio residence. Thanks to the solid engine, turbo, transmission, and fuel system package he brought to Indy—along with a great crew—he earned the right to put the Zeigler name next to former champions Lavon Miller and Derek Rose. 56

When Justin Andres cleared 2,220 hp and 3,404 lb-ft on the dyno early on Day 2, his quick yet 11th Place, 5.96-second E.T. at the drag strip seemed a distant memory. He moved even further up the points ladder on Sunday, with a Fourth Place, 306.59-foot pull—which would cement a Fourth Place PWFSBMM à OJTI GPS IJN UIJT UJNF BSPVOE +VTUJO TFFNT UP HFU CFUUFS FWFSZ ZFBS TP MPPL GPS IJN UP NBLF B SVO BU UIF 6 $ $ UJUMF JO

OUR VIDEO FEED

If you didn’t get to make it to the event, heck even if you did, head to our Facebook page and check out the streams we did from the event. Tons of action, interviews with drivers, vendors and more. Huge thanks Goerend for being the Presented by sponsor as well as to Paciﬁc Performance Engineering, Amsoil, and Raybestos Powertrain. 58

FEATURE

1993 DODGE POWER RAM W250

BY CHRIS TOBIN

DIESEL WORLD MAGAZINE

side and unable to drive the truck. While the truck did get occasional use around the farm and for towing/hauling duty when needed by the family it mostly sat outside exposed to the elements. In December of 2005 Moody passed away, then in 2006 Shane and his family decided to restore the truck to its former glory in honor of their late patriarch.

hane Ryans’ grandfather William D. Moody purchased this 1993 Dodge Power Ram W250 new in July of 1993 to use his daily driver and farm truck. Unfortunately, he was only able to enjoy the truck for a few months until he suffered a stroke in September of 1993. The stroke left him paralyzed on his right

NEW

Lifting the hood shows that Shane and his family wanted more than just a stock restored truck. They wanted the Cummins to shine and be the star of the show whenever the hood was lifted.

BETTER THAN NEW Being exposed to the elements for 13-years the truck had quite a bit of surface rust as the early ‘90s factory paint failed the test of time. While it was in need of fresh paint and some other work, it had relatively few miles on the clock and was in pretty darn good shape all told. Deciding to address the condition of the paint first Shane stripped the bed from the chassis and began the tedious work of whipping the 5.9L Cumminspowered rig back into shape. He handed the truck off to the experts at Pro Body Shop in Kingsport, TN to take care of the surface rust and spray on fresh coats of Dark Spectrum Blue Metallic over Light Driftwood Satin Glow paint then they buffed and polished it to perfection. The exterior body trim was reinstalled after the new paint was laid down to retain the factory original appearance of the truck. The original chrome bumpers were cleaned then reinstalled and look like new along with the factory chrome mirrors. Not wanting to risk the rare original grille Shane replaced it with an aftermarket grille that was on the truck during our photoshoot, but since then he has reinstalled the original DODGE grille with a clear protective film installed 64

The Pusher Intakes intake tube and the valve covers have been treated to a bright silver finish while the valve cover cap is highlighted with custom blue and silver paint to stand out.

A Stainless Diesel polished stainless steel exhaust manifold feeds spent gases to the 62mm Bullseye Power turbo charger to dominate the hot side of the engine.

Looking below the front of the truck you can see the original front axle has been treated to a fresh coat of paint along with a Skyjacker 2.5-inch leveling kit and Rancho RS900XL shocks to tame the ride. circulates throughout the engine.

BETTER THAN NEW

on it. To improving lighting all the way around he installed an APC headlight conversion with LED bulbs and replaced the incandescent bulbs with LEDs in the rest of the factory original housings front and rear. Shane’s father Jackie Ryans cleaned up and repainted the chassis bringing it back to nearly new condition to match the amazing paint work done by the team at Pro Body Shop. While most of the chassis is fully stock Shane did opt to install a 2.5-inch Skyjacker leveling kit up front for a more appealing stance. To tame the ride the factory shocks were replaced with adjustable Ranch RS9000XLs on all four corners. The front and rear axle assemblies are stock as are the brakes, but they painted the front calipers and rear drums blue as an accent color. With the added ride height Shane was able to increase the tire size on the 4WD truck by installing a set of Fury Country Hunter R/T 33X12.50R20LT tires wrapped around 20x10-inch chrome Hostile Alpha eight-spoke wheels to give the classic truck a modern touch. The open spokes in the wheels allow the painted calipers and drums to be easily seen. He also installed a set of 1.5-inch spacers in the rear to match the front track width rather than having the rear tires sit inboard as they 66

The turbo draws in clean fresh air through the Pusher Intakes air filter and intake tube which are also treated to silver paint.

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Shane installed a pair of AutoMeter Cobalt gauges to monitor boost and EGT on the Cummins engine. Also notice that the truck still sports the working cassette radio with EQ, even though it now plays tunes through a pair of Pioneer speakers installed in the factory door locations.

BETTER THAN NEW did from the factory. Amazingly the truck still retains its unused original spare tire below the bed. After the exterior was whipped back into shape Shane turned his attention to the interior which like the exterior was still in great shape and only needed a little additional love. The original dash down to the fully functional original cassette player with factory equalizer was simply cleaned and left alone, but sound quality was improved by installing a pair of Pioneer 4-way 6x9-inch speakers in the doors behind the factory grilles. The seat was reupholstered by Philip Almany at Kingsport Trim Shop in Kingsport, TN using factory style cloth and vinyl materials in a factory pattern. The truck is an LE model, so it came fully loaded with tilt wheel, cruise control, power windows, door locks and mirrors that are all still working along with the original air conditioning that still blows ice cold air. To help keep an eye on the Cummins’ performance Shane installed a gauge 68

The interior looks factory new thanks to new seat upholstery, but unbelievably everything else is factory stock.

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Looking under the rear of the truck you can see the detailed factory rear axle along with the Rancho RS9000XL shocks used to tame the ride. The painted brake drums show more than expected because of the 1.5-inch wheel spacers Shane installed to match the front track width.

BETTER THAN NEW pillar pod on the driver side A-pillar with a pair of AutoMeter Cobalt gauges to monitor boost pressure and exhaust gas temperature. Then to help keep prying eyes out of the interior and look cool at the same time he had the windows tinted. The final dress up item in the interior was a replacement gear shift knob painted in silver to row the gears in the original Getrag G360 5-speed manual transmission. The final part of the restoration turned out to be more modification than restoration with Shane wanting something more than a clean stock appearance under the hood. Internally the 5.9L Cummins 12-valve engine is completely stock, and why not with only 93,000 miles on the clock many Cummins enthusiasts would say it is just now well-seasoned and broke-in. To improve engine performance, he installed a set of 50 hp injectors driven by the original VE44 rotary injection pump along with a turbo upgrade and free flowing intake and exhaust. Spent exhaust gases exit the cylinder head through a polished stainless steel exhaust manifold from Stainless Diesel. The hot gasses spool a 62mm Bullseye 70

“THE FINAL PART OF THE RESTORATION TURNED OUT TO BE MORE MODIFICATION THAN RESTORATION WITH SHANE WANTING SOMETHING MORE THAN A CLEAN STOCK APPEARANCE UNDER THE HOOD.”

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BETTER THAN NEW Power turbo charger to make boost quickly and efficiently before exiting the truck through a stainless steel 4-inch turbo-back exhaust system. Clean air enters the Bullseye turbo through a Pusher Intakes air filter and intake tube that is painted silver to match the truck. The boosted intake charge is sent to the factory intercooler through Pusher Intakes boost tubes that are also painted silver and carry the intake charge to the cylinder head as well. Shane installed a custom painted Cummins valve cover plate to cap the individual valve covers and dress the 5.9L. The engine work was handled by Don’s Diesel Repair in Surgoinsville, TN along with help and work by both Jackie and Shane.

Fury Country Hunter R/T 33X12.50R20LT tires are wrapped around 20x10-inch chrome Hostile Alpha eight-spoke wheels to give the classic truck a modern pop of style.

While the truck was wearing an aftermarket grille when we shot it, Shane has reinstalled the original grille with a protective film to bring the factory look back. He also replaced the headlights with APC upgraded units and LED bulbs to cut through the dark Tennessee rural darkness. 72

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Shane treated the inside of the bed with Rhino-Liner spray-in bed liner to protect and retain the great looks of the truck.

BETTER THAN NEW On the electrical side of things Shane installed a large single Optima group 31 battery in the factory location on the driver side but painted the top of it blue to blend in with the theme of the truck. He also carefully cleaned, loomed and rerouted the wiring under the hood for a very clean look that is far better that it was when it rolled off the assembly line. Shane and his family finished the restoration in 2019 after 12-13-years of hard work and excellent attention to detail. The final result is a stunning W250 that any Cummins enthusiast would be proud to own, but it is even more special since it is a rolling tribute to family patriarch William D. Moody. Since completing the truck, he has entered the truck in several truck shows earning Best of Show, Best Truck, Best Dodge, Best Antique and People’s Choice awards. No doubt Moody would be proud that his truck brought the family together for the build, we know that Shane and the rest of the family are certainly proud of their hard work. 74

Hostile wheels and Fury tires fill the rear fender wells too with the 5-inch stainless steel exhaust tip exiting from the 4-inch turbo-back Diamond Eye stainless steel exhaust system.

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TEXT AND PHOTOS BY MIKE MCGLOTHLIN

STOCK-APPEARING,

1,110 HP W

A LOW-KEY CUMMINS, BUILT TO YANK THE SLED THE FURTHEST

hen we heard there was an engine making more horsepower than anything else on the local Work Stock pulling scene, we had to see it for ourselves. Our curiosity brought us to LinCo Diesel Performance, where a trip to the engine dyno at S&S Diesel Motorsport yielded some big numbers. All told, the LDPbuilt 6.7L Cummins made 54 pulls—52 of which were over 1,000 hp. Peak power checked in at 1,110 hp at the crank, which is pretty impressive when you consider the engine has to breath through a factory-based turbo. Trust us, the fact that a stockappearing HE351CW Holset and the factory intake shelf support north of 1,100 make this Cummins an absolute sleeper in the world of truck pulling. So what’s the engine’s secret? Without giving too much away, LinCo gave us the tour from top to bottom. From machining the block, re-working the head, and lightening the crank to deciding on the right camshaft, injector, and CP3 options, some of the best parts and pieces in the diesel world were chosen for the build. Names like Hamilton, XDP, ARP, Bean Machine, Wagler, S&S, Tater Built, and Pusher Intakes all had a hand in the effort, and although we aren’t giving the owner’s name away (or the truck’s), by now he’s likely the one nobody else can beat on the Missouri/Illinois Work Stock circuit…

All machine work took place at LDP machine in Troy, Missouri, and the team there got started by decking the 6.7L Cummins block. Standard deck height was the target here, just to clean up the core block’s surface.

A lightened, factory-based 6.7L Cummins crankshaft was sourced from Hamilton Cams and underwent balancing at LDP Machine. Notice the lack of counterweights? By removing the counterweights, the crank’s overall weight was reduced by 31 pounds. Opting for a 6.7L Street Performance cylinder head from Hamilton Cams was a great starting point—a head with 1.5-inch diameter intake and exhaust valves BOE UIBU áPXT DGN QFS cylinder—but then LDP Machine made things even CFUUFS 5P BJE DGN áPX BU low cam lift (on both the intake and exhaust), the valves were un-shrouded. Additionally, LDP chamfered, beveled, and smoothed out UIF WBMWF UISPBUT àOJTIJOH them by hand.

To tie the main caps together and reinforce the block, a gridlock girdle from Bean Machine got the call. Made of aluminum, Bean’s girdle doesn’t add unnecessary weight in accomplishing its goal of adding rigidity, and it also incorporates dowels that lock the mains in place. The complete gridlock girdle kit came with 12mm diameter ARP main studs.

Once the valve unshrouding work had been performed, the head was cut UP BDDFQU àSF SJOHT 8F MM note that both the block and IFBE XFSF àSF SJOHFE GPS UIJT CVJME XIFSFCZ UIF àSF ring sits in both the block and head to form the best combustion seal possible.

TECH ›› STOCK-APPEARING, 1,110 HP

8BHMFS $PNQFUJUJPO 1SPEVDUT TVQQMJFE B TFU PG 4USFFU 'JHIUFS DPOOFDUJOH SPET for the build. Forged from 4340 and then shot-peened to reduce stress risers, they’re rated for up to 1,500 hp. The rods came with ½-inch ARP L19 rod bolts and XFSF GJUUFE XJUI $MFWJUF ) TFSJFT SPE CFBSJOHT XIJDI XJMM TFF $FO1F$P 8 IJHI performance racing oil throughout the duration of their lifespan.

LinCo obtained the engine’s castaluminum pistons through Interstate-McBee. They started out as 6.7L QSB replacement pistons, but were fly-cut 0.050-inch deep for the intake valves due to LinCo advancing cam timing 2 degrees—a bump that moves the power curve lower in the rpm range (for more airflow in this air-limited application). The pistons were also fitted with Total Seal gapless second rings for better oil control and lower oil consumption.

5IF 4USFFU 'JHIUFS SPET VUJMJ[F 8BHMFS T TUBUF PG the-art, dual angled tongue-and-groove design, which aligns and locks the cap in place to eliminate offset caps and maintain a true bore. Peering into the bottom of the block, you can see one of the ½-inch ARP L19 rod bolts that secure each rod cap.

Before assembly, the QSB pistons were treated to a high-temp thermal barrier up top to stand up to the 1,600-1,750-degree F EGT they would see. Teflon coating was applied to the piston skirts to reduce friction, while the wrist pins were DLC coated for the same reason. Contrary to popular belief, LinCo did not build a “loose” engine. Piston-to-wall clearance is on the tight side, at 0.005-inch. In the photo shown here, the Hamiltonsupplied standard thickness fire-ring head gasket is in place on the block.

Here you can see the process of degreeing the camshaft to ensure the intake and exhaust valves open at the proper interval. One of Hamilton’s steel 188/220 cams is being employed—a cam with a 1,700 to 4,500 rpm operating range—along with the company’s 1.45-inch, DLC coated steel tappets.

A 6.7L Fluidampr sits on the end of the crankshaft, complete with heat-treated, high strength, and extended length ARP retention bolts. Fluidampr’s full power kit is also in use, where a ½-inch thick torque plate (with textured finish) mounts between the damper face and bolts, and provides a wider and stronger clamping surface. 78

CHROME BLACK W/ MILLED SPOKES BLACK W/ MACHINED FACE

TECH ›› STOCK-APPEARING, 1,110 HP

At the top of the valvetrain, the factory rocker arm bridges were ditched in favor of Xtreme Diesel Performance’s billet replacements. Not only are the 4140 chromoly units much stronger than factory, but they feature oiling holes for the valve stems.

Good to 6,500 rpm, Hamilton Cams’ 110-pound valve springs provide the type of high-rpm insurance every high-dollar, competition engine needs. They provide 110 pounds of seat pressure and should not be confused with the company’s popular 103-lb springs. These aren’t for the street.

Twelve of Hamilton Cams’ extreme duty pushrods complete the engine’s valvetrain operation. Made from heat-treated chromoly and of a three-piece design, each 12mm diameter pushrod features a 0.120-inch wall thickness. The rocker arms came from Hamilton, too, and feature DLC coated trunnions.

For any high rpm Cummins, the factory freeze plugs in the block are prone to failure. To rule that out, one of Keating Machine’s billet freeze plug kits was installed. The rear plug, front plug, and three side freeze plugs were all replaced with bolt-in versions that won’t blow out under high engine speed or excessive pressure.

The job of clamping the worked-over cylinder head to the block was given to ARP’s 12mm Custom Age 625+ head studs. For an application that sees less than 60-psi of boost (but more than 90-psi of drive pressure), they’re the kind of overkill that will keep this engine problem-free no matter what kind of abuse it sees. Also notice the thread-in style freeze plugs in the head, a common process to eliminate the factory pressed-in plugs from blowing out under high heat and/or pressure. 80

One more remedy for excessive coolant pressure checks in in the form of an electric water pump. The factory Cummins water pump is known to produce immense pressure at high rpm. This unit, which flows 50-gpm, will keep coolant circulation pressure consistent throughout the engine’s rpm range.

TECH ›› STOCK-APPEARING, 1,110 HP

Following the new engine’s 54-pull beatdown on the dyno, LinCo tore into the Cummins to inspect the bearings. They were pleased (as were we) to find dial indicator marks still present on the rod bearings.

A 14mm CP3, also from S&S Diesel Motorsport, keeps a factory 6.7L fuel rail topped off for the injectors to use. The pump boasts a stroker shaft (hence the 14mm designation), redesigned buckets, has been optimized for high speed, and can support roughly 1,400 hp.

Custom-built at S&S Diesel Motorsport for this specific, air-limited application, the engine’s injectors underwent extensive internal body modifications prior to being fitted with 350-percent over nozzles. For additional flow, S&S also removed the internal diffuser in each fuel crossover tube.

For improved engine tunability, a 2400 bar (34,800 psi) fuel rail pressure sensor from S&S is employed. One of S&S’s 2400 bar pressure relief valves is used as well to help vent excess rail pressure. An angled, 24-valve version of Steed Speed’s second-gen T4 divided exhaust manifold helps drive the turbo as efficiently as possible. Like all Steed Speed manifolds, it’s made from mild steel, but features the company’s satin black Techline coating. The high-temp coating is rated for 1700 degrees F continuous, and can handle short periods of 2,000 degrees.

To accommodate the T3 foot, stock-appearing turbo, LinCo turned to Stainless %JFTFM GPS POF PG JUT 5 UP 5 BEBQUFST 8JUI B JODI UIJDL TUFFM TQBDFS B 5 HBTLFU T4 gasket, and all mounting hardware, Stainless’s complete adapter plate kit made BDDPNNPEBUJOH UIF )& $8 DIBSHFS BT TUSBJHIUGPSXBSE BT QPTTJCMF 82

TECH ›› STOCK-APPEARING, 1,110 HP

SOURCES ARP 800.826.3045 ARP-BOLTS.COM BEAN’S DIESEL PERFORMANCE 844.237.7467 BEANSDIESELPERFORMANCE.COM FLUIDAMPR 716.592.1000 FLUIDAMPR.COM

Pusher Intakes’ Mega intake elbow, with dual 3.5-inch mandrel bent tubes joined together, feeds air through a G&R Diesel billet grid heater delete, and ultimately into the head. If making 1,100 hp on the factory intake shelf surprises you, it’s rumored that as much as 1,500 hp can be squeezed through it before the process of milling it off and adding an aftermarket intake manifold becomes a necessary. If anyone knows stock-appearing turbos, it’s Tater Built Turbochargers. They’ve been at the top of the HBNF B XIJMF OPX BOE UIJT WFSTJPO PG UIF )& $8 moves way more air than you think. Machined to accept a 7-blade compressor wheel with a 71mm inducer and a proprietary, 10-blade turbine wheel with a 71mm exducer, the 71/71 (as we heard it referred to) produced 58 psi of boost. It still sports a factory 9cm exhaust housing but does come with an upgraded wastegate, which made a noticeable difference when adjusted on the dyno (and namely the aforementioned 58-psi boost number).

G&R DIESEL 330.695.2039 GRDIESEL.COM HAMILTON CAMS 512.355.9101 HAMILTONCAMS.COM INTERSTATE MCBEE 216.881.0015 INTERSTATE-MCBEE.COM KEATING MACHINE 865.599.6499 KEATINGMACHINE.COM LINCO DIESEL PERFORMANCE 636.528.1577 LINCODIESELPERFORMANCE.COM MAHLE MAHLE-AFTERMARKET.COM

In the world of truck pulling, dyno sessions serve as an opportune time to try out multiple turbo options, which is exactly what the folks at LinCo did while visiting S&S Diesel Motorsport’s engine dyno. However, after making 1,078 hp on the first day of testing, it was clear that the Tater Built 71/71 was the best candidate. On Day two, 1,099 hp was made prior to the team noticing they’d lost a turbo gasket. Then, following a call to Tater Built Turbochargers the wastegate was adjusted and the engine responded by making 1,102 hp, 1,108 hp, and finally 1,110 hp.

PUSHER INTAKES 772.589.8385 PUSHERINTAKES.COM S&S SSDIESEL.COM STAINLESS DIESEL 574.358.0456 STAINLESSDIESEL.COM STEED SPEED 250.807.7212 STEEDSPEED.COM TATER BUILT TURBOCHARGERS 567.208.2227

8PSLJOH DMPTFMZ XJUI )BNJMUPO $BNT PO IFBE GMPX and camshaft design, both parties definitely got it right with this engine. Not only does the 6.7L Cummins turn out 1,110 hp at its peak, it makes 1,050 hp or more from 3,000 rpm through 4,200 rpm. These numbers are on par with what Pro Street pulling engines are making—the smooth bore 2.6 trucks you see at the Scheid Diesel &YUSBWBHBO[B BOE BMPOH UIF 1SP 1VMMJOH -FBHVF T 8FTUFSO Series circuit. 84

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EVENT

GOLDEN STATE DIESELFEST

DYNO, DRAGS AND A MASSIVE SHOW ‘N SHINE ON THE WEST COAST

E DIESELFEST www.dieselworldmag.com ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- OCTOBER I 2021 • DIESEL WORLD

GOLDEN STATE DIESELFEST

Nate Wilson of Wilsonz Kustomz has already been in the pages of Diesel World for his ‘38 Dodge creation, but he’s also hard at work on this wild suicide-door Lincoln. It’s Cummins powered of course. DIESEL WORLD MAGAZINE

BY JASON SANDS

t’s event season, and folks have had a long year to prepare their rides for the dyno or track once again. It should be no surprise that when Diesel World partnered up with Sacramento Raceway and Street Trucks, the resulting Golden State Dieselfest netted a huge turnout, as tons of diesel nuts and truck/ racing enthusiasts in general were more than ready to show off their rides. The Dieselfest had literally everything for the diesel enthusiast, including hundreds of trucks at the Street Trucks Show Off Series show n’ shine, the Northwest Dyno Circuit’s killer Superflow dyno, and of course Sacramento Raceway’s awesome dragstrip. There was even prize money to be had, as the Holeshot 90

Diesel Series was there to pay out some cash in the Pro Street, 6.70, 7.70, and E.T. Bracket classes. In past years these California events have been largely Cummins dominated, although this year the Duramax contingent made a deﬁnite show of force. We saw some cool swaps as well as fast race trucks, and of course plenty of iron in the show n shine. Speaking of the car and truck show, we saw more cars than ever before, with Dustin Hamm bringing his Pro Street Camaro, Nate Wilson showing off his Cumminspowered Lincoln, and Brian Ronsonet even bringing out his Baja-inspired Mercedes! Between the show and drag races, spectators could check out the food trucks, manufacturers midway,

and dyno area. A number of trucks broke the 800hp mark, with Duramax-powered GMs leading the horsepower charge. In Pro Street, the win would go to California’s Rick Fletes in his Duramax-powered Chevelle, while the 6.70 win went to Cummins power with Travis Turner’s Dodge. Spencer Schultz from Wilder, ID kept up with the trend in 7.70 running a 7.92 in his ‘07 Dodge, while ET Bracket saw a number of serious competitors but it was an (ouch) gas truck coming out on top with Chris Swenson in his ‘02 Escalade. Once the races were over, the kings of the show and strip were crowned, it was time to go home, with the knowledge that diesel performance is still alive and well all across the country...starting on the West Coast!

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Thanks To The Event Sponsors! We want to give a huge shoutout to all the event sponsors that helped this event happen. We’ve always wanted a diesel C10! This prime example was sold by Nate to a lucky buyer who can now enjoy classic lines and diesel power.

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Black Smoke MafIa These Guys Helped with EVERYTHING One of the more immaculate engine bays on display was this p-pumped 24v Dodge, which also hit the dyno later in the day.

Larry Strawn is famous for the “Fodge,” his Model A Cummins creation. He’s now upped the ante with Fodge 2 (a Pro Street ride) and 3 and 4 (pictured) which are four-door and two-door 40s hotrods respectively. 92

Yep, it’s got a diesel! The old body style 4x4 Ford isn’t Cummins powered, but rather packs a 7.3L Power Stroke.

GOLDEN STATE DIESELFEST

The 1-Ton Patriot has 18 inches of lift on its LOWEST setting. It’s hard to miss the paint, or the giant 28-inch wheels and 44-inch tires.

A vendors row was a big part of Sacramento’s diesel extravaganza, with both local and national vendors. BD Power was one such company on hand, and they had a whole new line of turbochargers to show off.

This Baja-inspired Mercedes diesel was a first for us! It looks like just about as much fun as one could have with an old Mercedes and the owner reports that it does “pretty well” in the dunes. Definitely a vehicle that won’t get confused with anything else!

'MZJOH UIF 4 4 %JFTFM .PUPSTQPSUT EJFTFM á BH XBT 1VSF .FUBM Works’ wild twin-turbo Duramax-powered ‘55 Chevy truck. Inside and out, the craftmanship on this ride is truly amazing.

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GOLDEN STATE DIESELFEST

Sponsored by Raybestos, the dyno was one area that was almost always packed with spectators. For a few bucks participants could actually see what they put down on a Superflow dyno, rather than just seat-of-the-pants guessing.

Dustin Hamm brought his wild Pro Street Camaro for the show n’ shine. Built nearly a decade ago, the ‘67 still has the style and Duramax power to wow the dieselheads.

Tucker Larrieu had one of the more built GMs in attendance, and the dyno numbers to back it up. He said he was “being conservative” with his Wagler Competition engine and was hoping to make 850 to 900hp on the compound turbo Duramax. One short pull later, and 959 hp was the result.

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GOLDEN STATE DIESELFEST

In keeping with the Duramax theme, this regular cab rolled the rollers to the tune of 850 horsepower. What makes it even more impressive is that the engine is stock internally other than head studs, and has 384,000 miles on the clock.

In addition to the serious racers, there were almost 80 trucks out at the track who were there just for fun. This hard-launching Ram only went 93 mph, but ran a decent 14.64-second E.T.

We’ve been talking up Duramaxes a lot here, but they’re not indestructible. Especially when you’re one of the quickest stock engine LMMs in the country! Brandon Serpa has went 10.29 at 132 mph before this little “mishap” (probably a cracked piston) occurred.

Pure Addiction Diesel’s Travis Turner pulled off a win in the 6.70 Class with his Cummins powered Ram. 98

We expected the Cummins contingent to hit hard at the drags and we weren’t disappointed. Chad Pickering went all UIF XBZ UP UIF àOBMT JO 1SP 4USFFU JO IJT USJQMF UVSCP %PEHF and ran a close 6.13-second E.T. to Rick’s 5.97.

One of the heaviest of hitters was Rick Fletes and his Duramaxpowered Chevelle wheelie machine. The street-driven, street-legal ride was able to crank out low 6s all weekend, culminating in a 5.97 in the àOBMT JO UIF FJHIUI NJMF 4FFO IFSF XBSNJOH VQ UIF UJSFT JO UIF #BOLT Power Burnout Box.

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EVENT

100

ODSS

101

DIESEL WORLD MAGAZINE

BY MIKE MCGLOTHLIN

hortly after everyone rang in the New Year, Firepunk Diesel announced the merger of its Outlaw Diesel Revenge race— an early stop on the Outlaw Diesel Super Series schedule—with the Ultimate Callout Challenge. This meant that, for the ﬁrst time, a full ODSS show would take place at legendary Lucas Oil Raceway— but it also meant that one of the biggest diesel events of 2021 was formulating. In theory, everyone knew that hosting an ODSS event at the same venue was going to liven up the Ultimate Callout Challenge. In reality, it proved an absolute blockbuster of a weekend. Not only was there very little downtime on the drag strip, but some of the best

102

ODSS racing we’ve seen took place in Indianapolis on May 21 and 22. Things kicked off Friday morning with drag racing lessons from the pros. Firepunk Diesel and several other ODSS regulars offered advice, tips, and tutelage to novice drag racers to help them better their game. After that, ODSS test and tune commenced for the ET Bracket, 7.70 Index, and 6.70 Index classes, followed by the pro classes (5.90 Index, Pro Street, Pro Mod, and Pro Dragster) making an appearance in early afternoon. From there, the normal ODSS timeline unfolded, albeit with U.C.C. drag racing mixed in, followed by the infamous S&S Diesel Motorsportfunded grudge races in the evening. Saturday, it was an all ODSS show,

with over 100 racers hitting the track. By the end of the weekend, ODSS racers had put on quite a show. Some 17 entries made 5.90 Index as entertaining as it’s ever been. A second dragster showed up to challenge Scheid Diesel’s iconic rail. Dirty Hooker Diesel’s Pro Street Duramax dug even deeper into the 5’s. It all came down to the wire in 7.70 Index. And there was plenty of carnage, too, including a windowed block, a truck catching on ﬁre, and an engine failure taking one of the quickest trucks in the world out of contention. Saying Outlaw Diesel Revenge was jam-packed with action would be an understatement. We’ll do our best to recap the weekend’s events in the following pages.

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OUTLAW DIESEL REVENGE

Since becoming the first (and only) diesel to ever break into the 3’s, team Firepunk has had a tough time making the Hot Shot’s Secretsponsored Pro Mod happy with big tires back underneath it. Despite their struggles, the record-setting S10 turned in a 4.28 at 184 mph (their best trap speed yet) and a 4.22 at 182 mph later on. Firepunk would go out in the second round of eliminations against Brett Deutsch due to mechanical issues, but their trap speed looks promising and the gearing change they’ve made seems to have helped with big tires in the mix. Look for team Firepunk to get into the 3’s on big tires soon.

In Pro Street, Michael Dalton and the RLC Motorsports’ fourth-gen looked solid all weekend. Dalton went 5.31 at 142 mph in Q1, 5.19 (a new personal best at the time) at 143 mph in Q2, and followed that with an even quicker 5.18 in Q3. Without a doubt, the chassis tweaks made over the winter, the swap to PRS shocks, and the change to Hoosier slicks are paying off. In the semifinals, Dalton would be edged out by a hard-charging Tyler Burkhard. 104

Brian Gray’s quick-staging, nitrous-huffing Pro Mod 7.3L is always a violent ball of joy to watch. On his first pass, Gray went 4.74 at 149 mph, and trapped 150.62 mph a short while later. Although he was put out by Ben Shadday’s split window, Wagler-Cummins Corvette in the semifinals (by just .29 seconds!), Gray is looking forward to getting his OBS Ford back into the 1.09-second 60-foot range—as well as dip into the 4.60s.

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OUTLAW DIESEL REVENGE When you think about diesel drag racing as an organized sport, Scheid Diesel’s rail has been around for most of that time, which is perhaps what makes ODSS events so great. You get to watch this piece of diesel history blaze down the track. On Friday, the breakage gremlins forced the Scheid team to fix the rail’s Lenco in the pits, but owner Dan Scheid and fearless driver, Jared Jones, returned to put up a 4.15-second blast at 182 mph that night. They backed it up with 4.15, 4.17, and 4.22-second passes on Saturday, culminating with the all-important win in Pro Dragster.

Who knew Hollyrock Customs had a twin-turbo Duramax rail! Seeing another vehicle signed up in Pro Dragster is always a welcomed sight, and this Spitzer chassis version looks like it means business. It’s owned by Hollrock’s Mike Graves and driven by his daughter, Mattison. During qualifying, the rail went a best of 4.54 at 154 mph—a nice, smooth pass that the father/daughter duo will no doubt build upon.

Saying that Brett Deutsch had an eventful weekend wouldn’t do him any justice. On Friday, his Duramax-powered, Pro Mod ’69 C10 turned in a 4.84 at 149 mph effort, then destroyed a front passenger side tie-rod while launching on Saturday. Once fixed, Deutsch would hang around in Pro Mod and eventually steal the win from Ben Shadday in the final, who had mechanical troubles. But even though Deutsch took the W with a subtle 6.24-second pass, everyone knew the truck was set on kill in a race where he was pitted against a low4-second car.

You’ve probably seen this wheels-up square-body Chevy on Drag Week or 1320 video in the past. Like you, we were ecstatic to see it show up in Indy. Now packing a common-rail Cummins along with smallish compounds, it’s as eager as ever to yank the front wheels off the ground and get down the track in a hurry. The old Chevy went 6.48 on its first pass of the weekend. 106

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OUTLAW DIESEL REVENGE

With Stainless Diesel’s record-holding Pro Street Dodge on hand, there was a feeling that driver Johnny Gilbert would meet Tyler Burkhard in a bottom-5, high-4-second heads-up final. In the first round of qualifying, Gilbert put up a 5.81 at 152 mph, then ran a 4.96 at 148 mph for a cheering crowd in Q2. On Saturday, Gilbert would make the quickest Pro Street pass of the weekend—a blistering 4.87 at 155 mph. As tight as the racing is in 5.90, very few would’ve guessed Brian Jelich’s 7.3L-powered F-350 would be the number 2 qualifier (5.91)—especially up against 16 other tough competitors. But that’s exactly what happened. Jelich fought a couple turbo issues but still managed to make it to the quarter finals before Rick Fletes and his Duramax Chevelle took him out of contention.

Back in the Stainless Diesel pits, team nitrous ace, Stephen O’Neal, refilled the nitrous bottles in preparation for an attempt at 4.70s. Unfortunately, it wasn’t meant to be as the engine began to check out following the next qualifying pass. With a known hurt cylinder but not necessarily knowing how serious the engine failure was about to become, Stainless brought the truck up to the line against Aaron Reynolds for the first round of eliminations. Luckily, a trans-brake issue led to them not being able to get down the track, which potentially saved a huge oil down from happening at high speed. 108

Nathan Wheeler struggled to get a good qualifying pass on Day 1, and losing his torque converter at the 100-foot mark in Q2 certainly didn’t help matters. But after a transmission swap prior to Friday night’s grudge race, he was able to edge out Rick Fletes and lay claim to the belt and $1,000 put up by S&S Diesel Motorsport. The next day, Wheeler ran a new personal best, a 5.28 at 135 mph, in the fourth round of qualifying. He would make it to the second round of eliminations before Michael Dalton put him on the trailer.

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OUTLAW DIESEL REVENGE

There is a reason 5.90 Index is considered a “pro” class in the Outlaw Diesel Super Series. It is arguably the most exciting class ODSS has to offer—and with 17 racers signed up in Indy we knew we were in for some great, close racing. One look at qualifying and eliminations and it’s amazing both how fast and how close the racing is in this category. Here, Cody Fisher’s 8-second, full weight silver Quad Cab goes up against Brett Marcum in a tightly-contested race. Fisher would go 5.91 at 125 mph to Marcum’s 5.88-second breakout.

One of the lighter trucks in the 5.90 Index field is the ’02 Dodge belonging to Adam Foltz. Over the winter, he ditched the rear Dana 80 for a Moser 9-inch, and also removed 4-Lo from the transfer case. Combined with a few other weight-stripping measures, Foltz dropped another 450 pounds off of the truck—and it now tips the scales at 3,995 pounds with him in the driver seat. Foltz didn’t get the win, but he did earn the number 3 qualifier position and turned in three new personal best 60-foots on the weekend.

Austin Denny and his compound turbo’d, 5.90 Index 6.0L Power Stroke made the call to Indy, but it was a rocky first day of action. During Friday night’s grudge race with Cody Fisher’s nasty, streetable, 8-second third-gen Dodge, Denny made his quickest trip ever to the 330-foot mark, but windowed the block a few feet later.

The next day, we stopped by Austin Denny’s pits to find his 6.0L’s block cracked and a gaping hole where a rod had exited through the bed-plate section of the crankcase. Incredibly, Denny and his team spent the night swapping in the engine he ran a month prior at Rudy’s Spring Truck Jam. Unfortunately, once back out on the track, they deduced that the converter had been damaged when the engine let go the night before, as Denny was unable to get the chargers to spool. He would ultimately go out in the first round of eliminations.

For the past several months, Stainless Diesel has quietly been piecing together a masterpiece of a Pro Mod. Enlisting the help of Wagler Competition Products, S&S Diesel Motorsport, and HammerTech Racecars, no corners have been cut in this beautiful build. We hope to see their new Cumminspowered Corvette debut by season’s end, or at the very least next season. 110

OUTLAW DIESEL REVENGE As eliminations heated up in 5.90 Index. Rick Fletes’ wheels-up Chevelle faced off against Austin Doidge in the semifinals. Fletes would run a 5.919 to Doidge’s 5.907, but the race was won on the tree and Fletes moved on.

This is what’s left of one of the atmosphere turbos that used to reside on the Royalty’s Climate Change Pro Mod Dakota. At Rudy’s, one of the truck’s air guillotines sucked closed causing an overspeed scenario and plenty of carnage. At Outlaw Diesel Revenge, they showed up with a shield on the cab’s rear window to protect the driver in the event it ever happens again, but also reworked the guillotines to keep them from failing in the same manner.

Robert Berry’s rat-rod was in Indy mixing it up in the 5.90 Index class, and thanks to some recent changes it’s sending nearly 1,300 hp to the ground now. His ’45 Chevy is powered by a common-rail Cummins with compounds, and the back-halved truck weighs just 3,700 pounds with the ¾-ton Dodge front half still in the mix.

Firepunk’s Josh Scruggs wasn’t racing, but his Pro Street Dodge was in the pits for all to see. Scurggs’ new setup boasts a massive, 5-inch single charger from Wimer Fuel Injection & Turbo, as well as a masterful header fabricated by Cody Fisher. Once a converter that can bring the big tractor turbo to life quickly in staging is in the mix, look for him to go even deeper into the 4’s. 112

The battle of the camper shells! Don’t be mistaken though, these two crew cab GMC’s were anything but slouches. They were part of a 42-vehicle brigade competing in ET Bracket. Totals for all other racing categories were 23 for 7.70 Index, 19 in 6.70, the aforementioned 17 in 5.90, seven drivers making the call in both Pro Street and Pro Mod, and two rails in Pro Dragster.

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TRACTOR TALK

THE

DIESEL WORLD MAGAZINE

BY JIM ALLEN

PERKY

MASSEY

he Massey-Ferguson 65 Diesel debuted for 1958. The DNA for that tractor started with the 1939 intro of the Ford-Ferguson 9N, a brilliant tractor designed largely by Harry Ferguson but ﬁnish-engineered and produced by Ford Motor Company. Coming out of a handshake agreement with Henry Ford, the 9N (1939-42) and later 2N (1942-1947) were market-changing tractors and a ﬁnancial boon to both Ford and Ferguson. Ferguson operated his own dealer networks selling the Ford-Ferguson tractors and a line of

116

1962 MASSEY FERGUSON 65 DIESELMATIC

Ferguson-produced implements. The agreement between Ford and Ferguson apparently included enough wiggle room to let Ferguson build tractors in England. In the agreement, that was to be done at the Ford Dagenham Plant but Ford management in there balked. By 1945, Ferguson had negotiated with the Standard Motor Company in Coventry to build tractors that were marketed as the TE20, “TE” for Tractor-England. They began manufacture in 1946 and were very similar in

The high clearance version of the MF65 are not as common as the low clearance but the narrow front variant of the high clearance is almost never seen. Owner Jason Abbott must be especially proud, since his ‘62 has all the bells and whistles to include Multi-Power and power steering. The Abbott’s MF65 looks to be carrying a fair amount of weight but in the Nebraska test, a Multi-Power standard clearance tractor used 4,700 pounds of ballast for it’s loaded performance. This tractor is also not long into when the direct-injected diesel had debuted. 3FQPSUFEMZ UIF àOBM drive gearing was changed in the high clearance tractor accommodate the larger 38 inch tires (vs 28 inch on the utility version).

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TRACTOR TALK ›› THE PERKY MASSEY

basic design and layout to the Ford-Ferguson tractors being built by Ford in Michigan but used Continental or Standard gas (or kerosene) engines instead of Ford and they had styling and detail differences.

The MF65 had the legendary Ferguson 3-point lift system, invented by Harry Ferguson in the mid-1930s. It took over the tractor industry and for tractors that still need that capability, it still rules. It, and the PTO, were standard for the MF65 tractor.

The operator accommodations were on par with other tractors in the same era and class, but nothing to write home about. You can just see the Multi-Power control under the steering wheel “Neckin’ Knob.”

Despite Henry Ford retiring late in 1945, the Ford-Ferguson agreement continued until Henry Ford II and the FoMoCo board abruptly ended the Ferguson deal in December of 1946 but continued to build Ford badged 2N series tractor that included technology designed by Ferguson. Into the summer of 1947, Ford built tractors under contract for Ferguson and after that contract ended, he began having TE20s shipped over from England. Harry made a big move in 1948 by opening a factory in Detroit and building the TO20, “TO” for Tractor-Overseas, a tractor very similar in size and layout to the new 1948 8N Ford. He also launched a lawsuit against Ford, in which he eventually won $9.25 million dollars (about $103 millions today). The English and American built Ferguson tractors were both popular, though the American Fergusons were often darkened by the gigantic shadow of Ford’s tractor division and it didn’t help that the Fords were less costly. By 1953, Ferguson had sold his outﬁt to Massey-Harris, a Canadian company. At ﬁrst, the Massey-Harris and Ferguson lines were kept separate but in 1957, the companies became one... MasseyFerguson. THE PERKINS CONNECTION

The British side of Ferguson had a strong connection with F. Perkins Limited, an engine

The Abbott tractor was built not long after the direct-injected version of the 4.203 entered service and was called the 4D.203. The DI and IDI engine are WFSZ TJNJMBS PO UIF CPUUPN FOE CPUI àWF NBJO XFU TMFFWFE FOHJOFT XJUI B JODI TUSPLF :PV DBO UFMM UIF IFBET BQBSU CZ UIF *%* JOKFDUPST CFJOH NPVOUFE WFSUJDBMMZ BOE UIF %* JOKFDUPST CFJOH DBOUFE B MJUUMF *O UIF BHSJDVMUVSBM WFSTJPO UIF NBEF áZXIFFM IPSTFQPXFS BU SQN XIJMF UIF *%* NBEF 57 at the same rpm. The 4.192 made 143 lbs-ft at 1350 rpm while the 4.203 IDI cranked out 151 lbs-ft. The agricultural DI engine made 56 horsepower at a lower 2000 rpm but a whopping 161 lbs-ft at 1250 rpm. In later years the 4D.203 was turbocharged. These lasted into the 2000s. 118

TRACTOR TALK ›› THE PERKY MASSEY

SPECIFICATIONS 1962 MASSEY-FERGUSON 65

ENGINE: 4-cylinder DI diesel, Perkins 4D.203 DISPLACEMENT: 203 ci BORE & STROKE: 3.6 x 5 *RATED PTO POWER: 50.98 hp @ 2000 rpm *RATED DRAWBAR POWER: 43.95 hp @ 2004 rpm COMPRESSION RATIO: 17.5:1 TRANSMISSION: 12-speed (3x2x2) WEIGHT: 4,511 lbs. FUEL CAPACITY: 17 gal. TIRES: Front-5.50-16 Rear-11-38 *FUEL CONSUMPTION: 3.13 GPH @ FULL POWER

Here we tie you into this month’s Vintage Smoke story on the Perkins-powered Jeep that used the same family of engines as the MF65. You could order many agricultural implements for Jeeps back in the day and there is no reason you couldn’t have used a 4.192 powered CJ-5 to work down ground. Full disclosure; this is a gas CJ-5 but you get the idea. It’s pulling a single bottom Newgren plow. manufacturer that specialized in diesels. Massey-Harris, before the Ferguson merger, also had an English arm of the company with connections to Perkins. When The Massey-HarrisFerguson merger happened in 1953, the connection became even more robust. In 1958, Perkins debuted a new diesel, the 4.192. Look at the Vintage Smoke installment in this issue to see how that engine was used in an automotive application. Per Perkins convention, the 4.192 designation broke down to the 4 indicating the number of cylinders and the 192 indicating the displacement. About a year after the American MasseyFerguson 65 debuted late in 1957, the 4.192 became available as an option. As this was occurring, M-F and Perkins were negotiating an acquisition and that was made ofﬁcial in 1959, giving M-F an in-house diesel manufacturer. TO-MAY-TO VS TO-MAH-TO

The British built MF65 differed slightly 120

*DRAWBAR PULL: 7025 LB.S W/MAX BALLAST *TOP SPEED: 18.54 MPH * AS RATED BY NEBRASKA TRACTOR TEST 808 (STANDARD CLEARANCE TRACTOR)

from the American built one. The differences vary by year but the big one was the engine selections, with gasoline and LPG engines available in the U.S. but not England. In fact, as far as we can determine, the British version never had a gas offering. The MF65 debuted in 1957 here, but only with a gas engine and it wasn’t until a year later that a diesel was available. From everything we can see, the 4.192 saw very limited use here, with most MF65s having the bigger 4.203 indirect injected engine. The 4D.203 direct injected engine came on board starting late in 1961. The American units generally had different tires available. We are not 100 percent sure but it appears the narrow front high Clearance rowcrop model was not available in England, only high clearance models with a wide front. DIESELMATIC

For 1962, M-F made some waves by offering the Multi-Power system, which was a hydraulic high-low added to the standard gearbox.

Normally, the MF65 had a 3-speed main transmission with a 2-speed range box for a total of six forward speeds and two reverse. The MultiPower delivered 12 forward and four reverse gears, essentially enabling all the gears to be split. In the diesel line, the marketed them under the Dieselmatic moniker. Though MultiPower was available on gas powered 65s, we haven’t see a “Gasmatic” decal. It was a pretty handy feature and not common on tractors in the same size and class. PASSING THE TORCH

The MF65 evolved into the very updated MF165 starting in ‘65 and we gave you a story on those back in the July issue. The MF65 was probably a bigger hit in the UK than here but that’s not because it was an inferior tractor. It just had a lot more competition and a smaller dealer footprint here. In it’s era, you could have called it a “Big Little Tractor.” It had a lot of power and durability packed into a small size and a great reputation on top of that.

VINTAGE SMOKE

DIESEL WORLD MAGAZINE

BY JIM ALLEN

WHEN JEEP THE 1961-68 JEEP CJ-5 PERKINS DIESELS

Jon added a Newgren low QSPàMF QPJOU IJUDI +FFQ 150 BOE /FXHSFO TBX BMPOH XJUI B GSPOU XFJHIU BOE SBEJBUPS DIBGG TDSFFO 5IFTF QJDT TIPX UIF TBX VQ GPS USBOTQPSU BOE EPXO GPS NBLJOH TBXEVTU 5IJT +FFQ DPVME SVO UIBU TBX BMM EBZ XJUI B DPVQMF PG HBMMPOT PG GVFM B IPSTFQPXFS SBUJOH GPS NBSJOF FOHJOFT 5IF - IBE PJM DPPMFE QJTUPOT GPVS CPMU NBJOT SPMMFS UBQQFUT PJM DPPMFS HFBS ESJWFO DBN BOE JOKFDUJPO QVNQ JOCPBSE DPNCVTUJPO DIBNCFST JOKFDUPST BU UPQ PG FOHJOF FYIBVTU WBMWF JOTFSUT BOE QPTJUJWF WBMWF DPPMJOH 5IF DSBOLTIBGU XBT B GPSHFE VOJU BOE UIF CMPDL XBT DBTU PG OPEVMBS JSPO 5IF IFBET XFSF UJFE EPXO XJUI àWF CPMUT GPS FBDI DZMJOEFS

124

WENT DIESEL I

n 1960, if you were on of the very few Americans who wanted a diesel in a car, light truck or utility vehicle, you had few options beyond a swap. Then came KaiserJeep. For the 1961 model year, Jeep took the extraordinary step of offering a Perkins diesel option for the CJ-5 and CJ-6. Given the practically non-existent market for light truck diesels here in the States, one could logically assume the intent was for export markets where the diesel was popular. That is born out by some brochures printed by the Export Division of Kaiser and some Perkins CJs are found overseas in various places. A surprising number were sold here. PERKINS IN THE USA

After it’s recent acquisition by Massey-Ferguson (1959), the North American arm of Perkins was no doubt hoping to expand markets here. Somewhere along the way, they hooked up with Kaiser-Jeep to supply automotive versions of Perkins 4.192 engines for use in four-wheel drive CJ-5 and CJ-6 Jeeps. In a detuned form, the 4.192 was already in use by Massey-Ferguson in certain versions of the MF-65 tractor... mainly the Mark 1 version built for the UK from ‘58 into 1960. While a few 4.192 pow-

125

VINTAGE SMOKE ›› WHEN JEEP WENT DIESEL

" XPSLJOH +FFQ XJUI EJFTFM QPXFS 4IPU BU B TIPX BCPVU ZFBST CBDL UIJT +FFQ $+ XBT B CBSO àOE +PO 4UPMU[GVT BDRVJSFE JU JO XJUI POMZ NJMFT GSPN B 1FOOTZMWBOJB GBSNFS BOE JU IBE CFFO TJUUJOH TJODF UIF MBUF T 5IF IBMGDBC JT IPNF NBEF *U IBT UIF PQUJPOBM WFOUJMBUJOH XJOETIJFME BOE PG DPVSTF UIF EJFTFM 5SBOT JT UIF TUBOEBSE TQFFE *U T BNB[JOHMZ SVTU GSFF ered MF-65 tractors found their way here, the US market MF-65 diesels primarily used the Perkins 4.203, IDI, which was a slightly larger and more powerful evolution of the design and appeared in 1960. It later evolved farther into a direct-injection engine... but we’re getting ahead of ourselves. Check out Tractor Talk in this issue to see a 1962 Massey Ferguson tractor. THE JEEPS

The CJ-5 (81-inch wheelbase) had debuted for 1955 and the longer wheelbase CJ-6 (101-inch wheelbase) a short time later. They were the mainstays of Jeep’s Universal line. The diesel was an option in both, but not in the 4x2 DJ line nor any other Jeep product. The 62 horsepower diesel could certainly have ﬁt in other Jeeps of the day that used the Jeep gas four, the Utility Wagon and Pickup, as well as the Forward Control, but those models were on the way out when the Perkins debuted. The Perkins was a little small for the Gladiator pickup or the Wagoneer, but we’ll bet Perkins would have gladly sold them the six-cylinder 6.354 for those applications ... and it would have been a nice ﬁt. Into 1965, the only other engine option for the CJ was the F134, and 134 cubic inch F-head gas four that made 72 horsepower at 4000 and 114-lbs-ft at 2000rpm. Starting in ‘65 was a 225 cubic inch V6 that made 155 ponies and 230 lbs-ft. and headlined the CJ and C101 126

models into the 1970s. Balanced against the gas four, the 62 horse Perkins held up pretty well. With only a 3,000 rpm redline, it couldn’t match the engine speed of the gasser but it had gobs more torque. Drivers reported “similar” performance. Though we could not find it specified in the available documentation, we figure that had to come with a change in gearing.

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Available period documentation says the diesels were equipped with axle ratios “suitable” for the diesel, but do not list a ratio. A 4.27:1 axle ratio was most common in civilian CJs of that era. Also available were 5.38, 4.88, 4.56, 4.27, 3.73 and 3.54:1 ratios. We’d guess 3.73:1 for the diesel but whatever was used, the end result was a 30 mpg CJ that could almost keep up with the gas four.

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VINTAGE SMOKE ›› WHEN JEEP WENT DIESEL

5IF 1FSLJOT àUT OJDFMZ BOE UIF XIPMF DPOWFSTJPO BEET MCT UP UIF UPUBM XFJHIU PG UIF +FFQ *U T QPTTJCMF NBZCF FWFO MJLFMZ UIBU UIFSF XFSF TPNF SJHIU IBOE ESJWF WFSTJPOT EPOF GPS DFSUBJO PWFSTFBT NBSLFUT 5IF 1BSUT #PPL GPS UIF EJFTFM TIPXT JU XBTO U B NBTTJWF VOEFSUBLJOH UP JOTUBMM JU 5IF WBDVVN XJQFST IBE UP CF DIBOHFE UP FMFDUSJD BOE UIFSF XFSF NBOZ TNBMM CJUT BOE CPCT CVU OP NBKPS BMUFSBUJPOT XFSF SFRVJSFE The Perkins option featured a larger 9.25-inch clutch but the rest of the powertrain was the same as the standard CJ according to the year of manufacture. Standard was the T90 3-speed manual with an optional 4-speed T98. The diesel pressed the T90 torque input limits but the T98 had a very comfortable reserve. Exact production isn’t clear from research but the best numbers we have through 1968 show 1,156 CJ-5 diesels and 589 CJ-6s. Though some sources list them into 1969, documentation does not back that up, with no diesel prefix CJs listed. Surprisingly, Perkins CJs are seen fairly often, even if they aren’t plentiful. Parts for the Perkins mill are still available and most of the rest of the Jeep is just like any other of the era. There are a few engine parts unique to the Jeep, such as the thermostat housing and bellhousing. The diesel CJs had a special serial number prefix. From ’61-63, it was 57558 for the CJ-5 and 57758 for the CJ-6. From ’64-68 the prefixes were 8310 for the CJ-5 and 8410 for the CJ-6. The numerical sequence started at 10,001 for both and carried over until production stopped. THE LEGACY

One of the common threads in the early days of diesel in light vehicles was a lack of suds. The Perkins Jeep came pretty close to breaking that stereotype. It was a big and torquey enough engine to offer a pretty good power to weight ratio in the CJ and it ﬁt the platform easily. A higher revving diesel might have been more optimal but with the right gearing, a Perkins CJ was a more-than-respectable performer. 128

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