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YES, YOU’RE SEEING DOUBLE.

DOUBLE THE DISTANCE BETWEEN OIL CHANGES*

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YOU MIGHT LOSE

AUTOMOTIVE WAY OF LIFE IF

DON’TWRITE YOUR SENATORS

Afew years ago I wrote my column here, about the RPM Act. Very quickly, it has to do with how laws are written and how they can be interpreted with a very possible end result being, no more modified vehicles, period. The RPM Act is trying to stop that from happening.

There are several laws on the federal books that state no emissions modifica tions are legal, this of course we know. No matter what your local laws are, if you modify the emissions equipment on your vehicle, you’re in violation of federal law. Period. Even if you’re making it bet ter, the law still says you’re in the wrong. Now there are exemption orders (EO) you can obtain as a manufacturer, but, and I’ll touch on this later, depending on how you interpret the laws, that too could be argued as illegal, even though the federal government is handing them out.

There are also laws on the federal books that state “closed course racing vehicles” are exempt from the aforementioned emissions modification laws. So if you want to build a purpose built race vehicle out of what once was a street driven ve hicle, or at least one that was designed to be, you’re in the clear, as long as it never sees the street again without returning it to it’s prior state. This is how even the strictest entity (CARB) has based their campaigns for years.

One more law exists that contradicts the “closed course racing vehicle” law. It states

that no vehicle destined for the street may ever have its emissions modified, even if it will never see the street again. So all our sled pullers, drag trucks, mud trucks, etc., they’re all illegal. Trailered to an event or not. Shoot, if you race a 1994 Bronco with a Coyote engine in it in the Baja 1000, bringing it back into the US after the race (even on a trailer) is technically illegal.

All these laws are aimed at making race vehicles illegal. While this very much so worries me, I’m looking past this to a big ger issue. There’s another law that states any modification of a motor vehicle that alters its performance is illegal. That covers literally everything. I understand it’s all up for interpretation by a judge, but once one verdict is made that sets a precedent and also opens things up for different future interpretations. In my minds eye, I can see this spiral out of control very quickly. Thinking hypothetically, let’s say It starts with emissions equipment, then tuning and vehicles modified for closed course use. Then we lose things like lift kits and aftermarket bumpers. After that we lose led headlights, exhaust kits, wheels and big brake kits. Pretty soon bumper stickers become illegal because they effect aero dynamics… I’m very aware some of that, the bumper sticker especially, may sound irrational, but we only know what life is like now, we have no idea what will hap pen in the future to change society, where does it end?

Us diesel people are the most aware of this at the moment, shops are getting “visited” weekly. Many of the fines make

sense but many of the fines being handed out are not the same. Some shops are be ing told certain items are ok to sell while others are being fined for selling them. This is all on paper too. The law seems to be interpreted in so many ways and often times by the same exact public entity.

If you don’t think this will affect you in the future, “I’ll never let them take my race car” you say, I’ll share one of my favorite quotes written in post war Germany, 1946 by pastor Martin Niemöller. Martin’s com ments are looking at the Nazi regime from hindsight and they just seem to fit here perfectly:

First they came for the socialists, and I did not speak out—

Because I was not a socialist.

Then they came for the trade unionists, and I did not speak out—

Because I was not a trade unionist.

Then they came for the Jews, and I did not speak out—

Because I was not a Jew.

Then they came for me—and there was no one left to speak for me.

So please diesel fans, write your senators. Many of us already have and it’ll take thou sands more letters to make a change. We can make a difference if we just try.

YOU’RE

YOU

ELECTRIC NEWS

The Harsh Realities Of Hybrid And EV Ownership

Check out the battery replacement cost for this hybrid Chevy Volt customer. Nearly $30,000 seems a bit steep, but it may not be that uncommon in the future— especially if the massive push for EV’s continues to pick up momentum. Our advice on the matter (other than buying a diesel, of course): If you’re going to buy an EV or hybrid, make sure you get the extended warranty. And by the time the extended warranty runs out, have a new vehicle with a fresh warranty lined up.

INNOVATIONS

A Bosch CP9 in place of a CP3? Just what S&S Diesel Motorsport has in mind for this Bosch CP9 high-pressure fuel pump we don’t yet know, but we can tell you that it will have all the fuel you’ll ever need! When multiple CP3’s aren’t going to cut it for the horsepower you’re aiming for, you turn to a pump off of a massive engine application. For a bit of perspective, you can typically find the CP9 bolted to QSK50, QSK60 and/or QSK78 engines… One thing’s for sure, big big power is on the way for someone, somewhere. This is no surprise from the S&S camp. After all, these are the guys that nearly pushed a Duramax to the 3,000hp mark on the engine dyno several years back.

Source: ssdiesel.com

EVENTS

Dates Announced For U.C.C. 2023

It’s official. The dates are set for Ultimate Callout Challenge 2023, and they are June 2-4. And as has been the case since 2017, the host venue will continue to be in Indy, via Lucas Oil Indianapolis Raceway Park. Rumor has it that the one truck for all three events rule may return in ’23, as it’s up for deliberation between U.C.C. officials and competitors at this time. Once we know the answer, we’ll relay the news. Either way, schedule your vacation days and book your hotel rooms now. There are 4-second eighth-miles to be had and a 3,336 hp number to beat on the dyno…

Source: ultimatecalloutchallenge.com

EMISSIONS

The State Of Global Air Report

The sky is falling again, but not in America this time. With some of the most stringent emissions regulations in the world, the U.S. failed to make the list of the globe’s highest-polluting cities for fine particulate matter (PM2.5) or nitrogen dioxide (NO2). According to a report put together by the Health Effects Institute (HEI), 1.7 million deaths were linked to PM2.5 emissions, using data gathered from more than 7,000 cities positioned all around the world. Oddly enough, the report shows that exposures to PM2.5 tend to be higher in low to middleincome countries, while exposure to NO2 is high across cities with high income as well as low and middleincome countries. The top PM2.5 polluters include Delhi, India, Kolkata, India, Kano, Nigeria, Lima, Peru, and Dhaka, Bangladesh while the highest NO2 polluting cities include Shanghai, China, Moscow, Russia, Tehran, Iran, Saint Petersburg, Russia, and Beijing, China.

Source: dieselnet.com

EMISSIONS

Top NHRA Drag Racer Visits D.C. In Support Of The RPM Act

You could say Antron Brown’s visit to our nation’s capital in support of the RPM Act was a big step in (hopefully) getting this historical legislation passed. On September 7th, Brown testified in front of the Senate Environment and Public Works Committee and vocalized the importance of maintaining the ability for racers to compete in modified street-legal vehicles, which is exactly what the passing of the Recognizing the Protection of Motorsports Act would serve to protect. Brown was quoted as saying: “I feel strongly that we must keep the path to entry into motorports accessible to future racers.”

Source: dragillustrated.com

COMPETITION

The New Dyno King

In a rematch with Northwest Dyno Circuit’s SuperFlow at the annual Weekend On The Edge event, Chris Patterson’s dually cleared 3,401 hp. That’s right. It means he’s the new dyno king of the diesel world—a well-deserved honor for a die-hard competitor who’s done a bit of everything lately. Prior to trekking up to Utah, Chris and his “Green with Envy” Dodge completed Race Week 2.0, a 1,500-mile, track-to-track event that emphasizes drivability just as much as fast timeslips. This go ‘round, there would be no tire-slip like there was at U.C.C., and there was also a gargantuan torque number of 4,556 lb-ft. Next stop: 3,500 hp!

Source: www.edgeproducts.com/weekendontheedge

EMISSIONS

Hydrogen Instead of Diesel You could say Antron Brown’s visit to our nation’s capital As climate protection continues to dictate the business model of all OEM’s, Freudenberg and ZF Friedrichshafen AG are combining forces to develop a modular-like, fuel cell-based drive system for heavy-duty trucks. With decarbonization a major goal of the transport industry, the duo’s fuel cell technology might be a game-changer. They aim to develop a highly integrated hybrid fuel cell/battery drive system for heavy-duty commercial vehicles. Freudenberg and ZF Friedrichshafen AG have stated that the initial focus will be on trucks and buses, but that the technology could also be applied to rail, construction, and even agriculture later on.

Source: www.freudenberg.com

OEM NEWS

Last Call to Purchase a Ram 1500 EcoDiesel

After nearly a decade of production, Ram is pulling the plug on the 3.0L EcoDiesel. Right now, the automaker is offering potential buyers a final chance to order a Ram 1500 EcoDiesel model before production ceases in January, 2023. “Our Ram EcoDiesel V-6 engine has delighted consumers with the highest half-ton diesel torque rating and towing capability while being the first to exceed 1,000 miles of range,” Ram brand CEO – Stellantis, Mike Koval Jr., was quoted as saying. “As we pivot toward an electrified future, we wanted to celebrate this last EcoDiesel milestone by offering our loyal light-duty diesel enthusiasts a final opportunity to order the truck they love.” Looks like electric wins again…

Source: media.stellantisnorthamerica.com

RACING

One Of The Gnarliest Runaways You’ll Ever See Randy Overton is a Canadian-based truck puller who’s been diehard Duramax for years. These days, he’s campaigning a late-model bodied GMC coined “Evil Diesel” with a Wagler-built DX460 under the hood. The aluminum V-8 is mechanically-injected via a Wimer P-pump and you could say it’s set on kill. At a recent hook in the Great White North, the engine ran away on Randy at the end of the track—and it was about as violent a thing as we’ve seen in the dirt. But instead of engaging the clutch and allowing the engine to rev to the moon, Randy let the tires keep digging while he reach for the air guillotine, thus saving the engine. As you read this, Wimer has already updated the P-pump and Randy is likely on his way back to the pulling track.

Source: www.youtube.com/watch?v=cKFlj5AdsNo

EMISSIONS

DERA Fifth Report Released To Congress

The U.S. Environmental Protection Agency recently released the Diesel Emissions Reduction Act (DERA) Fifth Report to Congress. In it, the program’s progress from 2008 to 2018 is analyzed. According to the EPA’s calculations on health benefits, emissions reduction projects for diesels have proven cost-effective, with monetized health benefits estimated to exceed federal funding by a factor of 10. The report also estimates that decreasing harmful pollutants will eventually lead to approximately $801 billion in monetized health benefits. The DERA program allows the EPA to offer funding to help accelerate the turnover of higher-polluting, legacy diesel fleets through rebates and grant funding.

Source: dieselnet.com

OEM NEWS

GM Pushes For All-Electric Passenger Vehicles For Model Year 2027 And Beyond

Recently, General Motors and Environmental Defense Fund (EDF) announced recommendations that seek to accelerate a “zero emissions,” all-electric future for passenger vehicles in model year 2027 and beyond. In it, GM and EDF urge the Environmental Protection Agency (EPA) to establish industry standards that ensure at least 50-percent of new vehicles sold by 2030 are zero-emitting. GM Chair and CEO, Mary Barra, was quoted as saying “General Motors has the ultimate goal of eliminating tailpipe emissions from new light duty vehicles by 2035.” It appears GM would like to help shape future emissions regulations in order to accurately form its longterm, EV business model.

Source: newspressusa. com

MODERNDURAMA

MID-COURSESLIGHT,

BY JOE GREEVES DIESEL WORLD MAGAZINE

Adam Pela, the talented engineer in charge of Pela Motorsports has been in business since 2009 but this truck is the product of his second company, DmaxSwap.com, They’ve been creating award-winning, feature-worthy Duramax rides for the last several years. Located in Jupiter Florida, the shop is known for getting the job done correctly and his showroom is always filled with enthusiasts, either looking

for upgrades or wanting to start complete new builds. Comfortable creating slammed, lifted, or rides somewhere in between like this Pre-Runner, the DmaxSwap team brings a level of experience and creativity to each build that ensures rides are equally at home in the dirt, on the road, or in the winner’s circle.

slammed, brings and creativity in road, in story 1987 of dream

AMAXPRE-RUNNER

MODERNDURAMAX PRE-RUNNER

a daily driven street truck with the power, handling and performance characteristics of a modern turbo diesel but with the look and capability of a classic 80’s Baja Truck! In short, he wanted a Baja-style Pre-Runner.

If you’re a fan of off-road racing, you’re already familiar with the challenge of the Baja 1000, a demanding test of competence, both of the driver and the vehicle as they race down the Baja Peninsula. The winning teams employed Pre-Runners, separate vehicles, similar in build to their trophy

The LBZ Duramax features a fully rebuilt and balanced Street Performance long block, running Mahle Motorsports cast pistons along with a keyed crank and cam. The fuel/air mix is pressurized by a Calibrated Power Stealth 64 turbo charger with a DmaxSwap low-profile inlet horn and a Pusher SuperMax Y-Bridge manifold. A set of Exergy Performance Sportsmen injectors delivers the #2.

MODERNDURAMAX

PRE-RUNNER

trucks, as a way to scout the course before the race. As a result, Pre-Runners needed good off-road tires, stout suspensions, quality shocks, and powerful motors to get the job done. While few fans of the sport could actually run the race, they could copy the style, cranking up torsion bars and fitting wide fiberglass fenders to imitate the PreRunner look.

Although the vision of the DmaxSwap customer was clear, his family situation was less so. Part way through the build, the build team was contacted by the very angry wife of the owner who said the project must come to a halt! It was clear who was the driving force in the family and, as a result, the halfcompleted truck gathered dust in storage for more than two years. Adam bought the truck, intent on completing it and adding his own spin to the project. Although the original build goals were still valid, thanks to the raft of extra touches added by the team, the completed vehicle is a super cool, classic Baja contender that rips on the road or off!

Assembling the basics originally began with the purchase of a 1987 Chevrolet K10, only in fair condition but perfect for the project. Since the goal was 37-inch Baja rubber with no lift kit, lots of structural accommodations were required with the cab. Internally, the inner fender panels were reworked to make room for the oversize tires while externally, wide AutoFab custom fiberglass Baja fenders nailed the PreRunner look. Cosmetic upgrades included eliminating the rain gutters, then adding a new Harwood fiberglass low-profile cowl hood, LMC grille, and LMC doors with one piece power windows. Changes to the bed included raising the floor to accommodate the oversized rubber, then fabricating wider wheel tubs and closeout side panels for a finished look. LMC headlights and taillights along with Heise LED Baja lights provide illumination while trophy truck tube bumpers provide protection and reinforce the look.

One of the benefits of the DmaxSwap group is the range of in-house talent. While the bodywork was underway, the chassis specialists were also busy, creating a modern frame to complement the classic look. Beginning with a fully boxed steel frame, a 2007 Silverado 2500 front clip was added

Corbeau seats keep the driver planted through the rough stuff. Dakota Digital RTX gauges reside in a new LMC dash monitor vital under hood parameters while a Vintage Air air conditioning system keeps the occupants comfortable.

MODERNDURAMAX

PRE-RUNNER

with the front axle moved forward 1.5 inches for increased suspension travel and tire clearance. Heavy 2X4 box tubing was used to construct the back half, holding the trailing arm suspension and AAM 11.5 Posi rear axle, running 3.73 gears. Fox shocks up front and ADS coil overs in the rear ensure controlled cornering and soft landings over the whoops. Effective stopping power comes from the combination of GM Hydroboost with drilled and slotted discs while RedHead steering gears provide precise control. The truck rolls on Method Con6 17 x 10 rims and aggressive Mickey Thompson 37 x 12.50 x 17 rubber.

Obviously, the most important part of any Pre-Runner is the powertrain and Adam’s gearhead tendencies mean nothing is ever left stock. The 2007 LBZ 6.6 L Duramax diesel began with a fully rebuilt and balanced Street Performance long block, running Mahle Motorsports cast pistons along with a keyed crank and cam. The fuel/air mix is pressurized by a Calibrated Power Stealth 64 turbo charger with a DmaxSwap low-profile inlet horn and a Pusher SuperMax Y-Bridge manifold guiding air into each cylinder head. Fuel is delivered through Exergy Performance Sportsmen injectors. Once the DmaxSwap standalone harness lights the fire, exhaust is routed through a driver’s side high flow manifold and a custom 4-inch exhaust with a high flow down pipe. The combination is

AutoFab custom fiberglass fenders, Harwood fiberglass low-profile cowl hood, and an LMC grille clean up the front end nicely.

MODERNDURAMAX PRE-RUNNER

clearly designed for rapid transit, pumping out a stout 1200 pounds-feet of torque and 650 horsepower to the Suncoast Allison 6-speed automatic, fitted with a Suncoast 1056 billet triple disc. Custom linkage was designed to use the factory column shift for the Allison transmission. Additional upgrades include a Melling high-performance oil pump, custom transmission cooler, and an OEM Duramax radiator and intercooler.

Moving into the home stretch, the interior crew was eager to add their design skills, ensuring that driver and passenger were comfortable in supportive Corbeau seats. Dakota Digital RTX gauges reside in a new LMC dash, monitoring vital under hood parameters. Naturally Vintage Air was a mandatory addition with Florida’s (and Baja’s!) scorching summers. Laprade Customs in Stuart, Florida stepped in to complete the project, ensuring that the sheet-metal and glass additions were arrow straight. After the gaps were set to perfection, they finished the project with a distinctive Battleship Gray paint job. The completed truck is a master class blend of perfect stance and subtle design.

After almost two years of work, the result is a super cool, retro trophy truck featuring classic Square Body lines with ultramodern power, ride quality, handling, and braking. Although it’s vintage on the outside, this old ’87 K10 moves like a new 2007 OEM Duramax. Anyone up for a quick scouting run down the Baja Peninsula? We’ve got the ride

and it’s got A/C!

SCHEIDDIESELEXTR

Scheid Diesel Extravaganza XXVI

BY MIKE MCGLOTHLIN

It doesn’t get any better than the latesummer blockbuster that is the Scheid Diesel Extravaganza. It’s one of few diesel events where you’ll find top-tier truck and tractor pulling within earshot of an Outlaw Diesel Super Series drag race—not to mention the dyno competition, a sizeable show ‘n shine, and a vendor midway populated with the biggest names in the industry. As the Scheid Diesel Extravaganza opened for business for the 26th consecutive year, there was a feeling that the event had finally settled into its new venue at Wagler Motorsports Park. Now, hundreds of competitors and thousands of show-goers call the southern Indiana facility home for a few days each August.

With a full Lucas Oil Pro Pulling League show scheduled each night and matinee qualifying sessions held each day, the 350-foot dirt track was a hive of activity all weekend. Just 200 feet to the west, ODSS competitors were busy lighting up the eighth-mile drag strip, where two new records would be set. Not far from there, dozens of sparkling clean late-model trucks, rat-rods, and Cummins conversions were on display in the show ‘n shine. In between all of that, industry heavyweights were showing off their latest products, fielding questions, and selling parts in the compact yet expansive vendor midway. Spend a day here and you’ll quickly realize why the Scheid Diesel Extravaganza continues to be one of the most successful events in the diesel world.

After putting up a Fifth Place qualifier on Day 1, Jordan Jackson’s Limited Pro Stock Dodge (“Billet Steel and Sex Appeal”) ended up in the number five spot in the finals. He would travel 335.58 feet. Also known as the 3.0 smooth bore class, Limited Pro Stock trucks are limited to running a single turbocharger with a smooth (no map width enhancement groove is allowed) inducer bore no larger than 76mm (3.0-inches).

Jennifer Pushlar and her husband, Travis, made the 800-mile trek to Scheid’s from New York—and they both campaign Cummins-powered GMC’s in the Limited Pro Stock class. What’s more is that the Pushlar’s also run Allison transmissions and not the common one-speed reverser. Each truck sports a Cummins power plant from Freedom Racing Engines as well as a Hart’s turbo. Jennifer’s GMC, “Hellfire,” would move the sled 329.42 feet (10th Place) on Friday night and Travis’ truck, coined “Matrix,” would go 323.03 feet (15th).

Scheid Diesel Extravaganza XXVI

As one of few Duramax-powered trucks on the Limited Pro Stock circuit,

“Durt

definitely has its work cut out for it. But that doesn’t mean he’s going to make the switch to a Cummins. In fact, Joe’s father,

who piloted the truck to a 322.56-foot distance Friday night, told us (emphatically) that they’ll never convert to Cummins power.

Derick Amos’ second-gen was on a mission during Friday night’s Limited Pro Stock finals. When it was his turn to move the sled, Derick blew past the rest of the field on his way to a distance of 341.17 feet. It would be good enough for he and his “Recycled Hooker” Dodge to hold on for the win.

The winner’s circle in Pro Street would welcome Hank Carlton on Saturday evening. Hank’s First Place finish entailed a 335.35-foot effort from the truck named “Sue.” The night before he took the big win, Hank placed fourth in a cluster of trucks that were very tightly grouped all the way from Third Place through Ninth Place.

Mixing it up in Pro Street was Ed McConnell’s ultra-clean ’67 Chevy. His Duramax-powered classic qualified fourth on Friday afternoon and then finished seventh later on that night. Part of his recipe for keeping the Duramax competitive is a Hart’s 2.6-inch turbo and Mud Grapplers clawing away out front. Ed also told us that 1,150 hp at the crank is needed to be a contender in Pro Street.

RayJay Rindt is a familiar name in the Pro Street field, and he nearly drove the Wicked White Knight third-gen into the winner’s circle on Friday evening. RayJay’s 322.40-foot, Second Place finish was just one foot shy of the win, which went to Damon Winland.

Joe Hill’s

Gobbler” Sierra

Tom,

Scheid Diesel Extravaganza XXVI

On both days

Sending a common-rail toward the front of the pack is becoming more and more common in the Pro Street class. On Friday, Nick Zaenkert’s “High Stakes” Cummins would yank the sled 319.69 feet, good enough for Third Place. The following night, he would end up sixth with a 330.89-foot hook.

Ryan Funk’s “Funkenmuven” first-gen ran hard all weekend. His cut-tire’d Pro Stock Dodge would go 326.67 feet for Third Place on Friday, followed by a Second Place, 328.39-foot finish on Saturday. Cory Funk would pilot the “Funkengruven” Chevy to a win on Friday night, making for a pretty successful Extravaganza for the Wisconsin natives.

The days leading up to the Extravaganza were very eventful for the Jumpin’ Jack Flash crew—the once P-pumped 7.3L that now sports a Hypermax 6.7L Power Stroke. After losing a dry sump oil pump belt forced them to replace the engine, they noticed an oil leak at the back of the 6.7L V-8 shortly after rolling into Wagler Motorsports Park. With the reverser and clutch removed and the problem addressed, everything was reinstalled in time for Friday’s Pro Stock showdown. There, driver Nathan Vegh turned in a 13th Place effort in a field of 22 trucks.

Bad moment, great pic. Following Matthew Schaefer’s “Banana Max” turning in a 313.45-foot effort in the Pro Stock class (10th Place), the Duramax mill went up in flames. Luckily, PPL’s track crew was on the ball, quickly extinguishing the fire. Despite the fire, only minimal damage occurred and the Banana Max was back in action the very next night.

of the Extravaganza, a dyno competition was held for highest fuel-only horsepower. This year, Track Lab Dyno brought its mobile 248C DynoJet to the show, an inertia chassis dyno with air brake capability for added load. Jeff Allen Jr.’s ’05 Dodge would take top honors for the weekend with 1,363 hp. And just as has been the case for many years running, Edge Products gave the dyno winners an Insight monitor (CTS3’s in this case).

Scheid Diesel Extravaganza XXVI

We

to

Haisley’s

got

what it

In case you forgot, the Extravaganza also hosts some of the strongest-running pulling tractors in the country. This year, 64 competitors would hook to the sled, with the show-stopping Pro Stock tractors taking to the dirt on both nights. Other tractor classes included 4.1 Limited Pro Stock, Hot Farm, and Super Farm—and Brian Barman’s “Hooked Up” 1466 International—winner of the Super Farm category in 2021—can be seen here.

Always a threat to take the win, veteran Super Stock puller, Erik Stacey, stole the show on Friday night. In the process of his 332-foot, winning hook, Erik and his Cummins-propelled Smoknya HD Chevrolet extended their points lead in PPL’s Super Stock Diesel 4x4 Truck standings.

Craig Dickey was right behind Erik Stacey’s Smoknya HD Chevy on Friday night, driving Cummins Killer III to a Second Place, 328.93-foot distance. For a team that’s practically on its own island in campaigning a mechanically injected Wagler DX460 Duramax and a Proformance Pros IFS chassis, watching this iconic GMC nearly take the win in Super Stock was a huge thrill.

were privy

seeing Van

new engine program in the pits—and then we

to see

could do out on the track. Our conclusions are that Haisley Machine’s new billet-aluminum block, billet-steel head combination is a recipe for winning. Twenty four hours after placing fourth in Super Stock, Van returned on Saturday and put an incredible 13 feet on Second Place. Look for many of Haisley’s customers—some of the heaviest hitters in the sport—to campaign this same engine combination in 2023.

Scheid Diesel Extravaganza XXVI

Now for the lows… When the parachutes failed to deploy after the 4.21-second pass, Stainless Diesel driver Johnny Gilbert found himself in a hopeless situation. Every time he hit the service brakes the rear slicks would lock up and the car would hop. In an attempt to scrub speed, Johnny steered the car side-to-side. Eventually however, the sand at the end of the track was quickly approaching and the car’s passenger side rear hit the safety net at 100 mph. Fortunately, and after voluntarily being checked out at the local hospital, Johnny escaped with a few bruised ribs. As for the car, the damage appears cosmetic—i.e. the body is trashed but the chassis appears to be undamaged.

Over on the concrete eighth-mile, Ben Shadday was lighting things up in his split-window Corvette. Ben’s 4.20-second pass at 174 mph put the rest of the Pro Mod field on notice on Friday, and he followed it up by setting a new ODSS record with his 4.16 at 178 mph. Ben and the Wagler-built Cummins-powered ‘vette would take the eventual win at the Extravaganza, and as he rolled out of Wagler Motorsports Park he was poised to win the 2022 Pro Mod points chase.

In Johnny Gilbert’s own words, the Stainless Diesel team experienced “the highest of highs and the lowest of lows” at the 2022 Scheid Diesel Extravaganza. The highs included picking up right where they left off, running a 4.44 at 141 mph right off the trailer. That was followed by a 4.25 at more than 170 mph, the quickest pass to date for their new Corvette. Then a 1.05-second 60-foot sent the car on a 4.21-second blast on the very next pass.

Headlining the Pro Dragster category was Scheid Diesel’s all-aluminum, compound turbo’d, Cummins-powered rail. Driver Jared Jones backed up his first qualifying pass, a 4.29 at 181 mph, with an even quicker 4.19 on Friday. Unfortunately, a broken billet cam gear would cause a bit of internal carnage, forcing team Scheid to retire the rail early. Mattie Graves of Hollyrock Customs would get the class win behind the wheel of Hollyrock’s twin-turbo, Duramax-powered rail.

Scheid Diesel Extravaganza XXVI

Packing a fresh D&J Enforcer engine in the aftermath of his unworldly 3,336hp dyno performance at U.C.C., Justin Zeigler’s Dodge was an absolute animal in Pro Street. Justin fought traction issues all weekend, including a persistent problem with the truck veering to the left upon launching. Even so, he was able to pedal the truck to a 5.28-second pass for the number 1 qualifier position, and then even managed to make it to the finals.

We’ve said it before but that doesn’t make it any less true, 5.90 Index is one of the most exciting racing categories in modern diesel drag racing. The class is fast and it’s also chock-full of talent. At the Extravaganza, Brett Marcum would claim the number 1 qualifier with a 5.900, which was just a tick quicker than Dan Zelten’s 5.901, and go on to meet Travis Trent’s strong-running Cummins-powered Ford in the finals. There, Brett would earn the win and catapult himself to the top of the 2022 points chase in the process.

Early on, Pro Street competitor Michael Dalton and the RLC Motorsports team fought converter issues, yet still managed a 5.62-second pass during qualifying (in second gear, no less). On Saturday, a converter swap solved the transmission issues and Michael even held the number 1 qualifier spot for a period of time with a 5.38-second blast. Unfortunately, he would go out in the first round of eliminations when the truck broke traction on the launch and he was unable to reel Austin Denny in.

We’re pretty sure this is the first time a 6.0L Power Stroke has won in Pro Street—and no one could be more deserving than Austin Denny. After making the jump from 5.90 to Pro Street this season, he’s faced his fair share of challenges, many of which surfaced at the Extravaganza. During qualifying, Austin lost a high-pressure oil pump, oiled down the starting line, and also suffered a small oil fire. Battling back, he would go rounds in eliminations and beat Justin Zeigler in the finals despite his truck shutting off at the 600-foot mark. On top of that, he would reset the 6.0L E.T. record at 5.28 seconds. Back home, he would find a bent (billet) rod upon disassembling the battle-worn 6.0L.

Prior to the beginning of Saturday’s eliminations, Outlaw Diesel Super Series’

organized a tribute for

Tom

With all ODSS racers gathered at the starting line, a brief eulogy was held, followed by a moment of silence before the playing of the National Anthem. Without a doubt, the death of Turba Tom—combined with the scary moment experienced by Johnny Gilbert—has the diesel drag racing community a bit shaken right now.

Gregg Jolly

Turba

Borrell.

Scheid Diesel Extravaganza XXVI

Amid a sea of award-worthy trucks parked in the show ‘n shine, we found the reborn and restored story behind this International worth telling. In service hauling rock and lime from 1975 to 1987, it was given to the community fire department. Then when it was retired from its duties there, the original owner’s grandson bought it back. The ’75 International 1800 cab sits on an ’09 Ram 2500 frame, and a ’00 model year 24-valve Cummins—backed by an NV4500 transmission—powers it.

Evan Ratcliff brings his immaculate, daily-driven first-gen to the Scheid Diesel Extravaganza every year—and each time it covers the eighth-mile quicker than the year before. For 2022, Evan returned with an intercooler upgrade and a few other tweaks and proceeded to run an 8.52 at 80 mph. At a race weight of just over 6,300 pounds, it’s proof that the VE-pumped Cummins is sending more than 450 hp to the wheels.

Ryan Riddle

helped showcase what the ODSS’s best ET Bracket and 7.70 Index class competitors have to offer, with the talented, double-classing drivers turning in solid efforts in both categories. Eventually, Ryan would end up winning ET Bracket while Tommy would earn the runner-up spot in 7.70.

So what’s it like to pilot two trucks into the final four of ET Bracket? Ken Phillips is the only ODSS racer qualified to answer that question. Thanks to a support team that was on-the-ball, Ken was able to campaign both his third-gen Dodge (the Silver Bullet) and his newest steed, this ¾-ton Silverado (which has been christened the Red Rocket). Running right on the dial most of the day, it took Ryan Riddle cutting a 0.000 reaction time in the other lane to beat him in the finals. Heading into the last race of the season (Rudy’s Fall Truck Jam), Ken holds the points lead in ET Bracket and intends to keep it.

(Dodge) and Tommy Zinkhen (GMC)

LINKSOF

The Allison 1000 was dreamt up in the late 1990s and it brought a medium-duty work ethic to the light duty truck segment when it debuted behind the LB7 Duramax in ’01 model year Chevrolet Silverado and GMC Sierra HD’s. The five-speed version, which was offered from ’01 through ’05, featured 3.094: 1 (First), 1.809:1 (Second), 1.406:1 (Third), 1.00:1 (Fourth), and 0.711:1 (Fifth) gear ratios. In ’06 the Allison became a six-speed auto when it gained a second Overdrive (0.614:1).

For more than two decades, the Allison name has been synonymous with the Duramax, the common-rail, aluminum headed V-8 that put GM back at the forefront of the diesel pickup segment. The industrialstrength Allison 1000, with its 1.26-inch diameter input shaft, massive 1.75-inch output shaft, 12.2-inch diameter torque converter, and 330-pound heft was far superior to the 4R100 and 47RE available in the Ford and Dodge competition when it debuted in 2001. Since then, the Allison has gone from handling an input torque rating of 520 lb-ft to a mind-boggling 910 lb-ft at present, and chances are the current 10-speed rendition will be asked to grapple with even more in the future.

Of course, it’s also no big secret that the commercial-grade Allison has its fair share of shortcomings, namely when it’s tasked with harnessing large increases in horsepower and torque. Clutch pack failures and slipping factory torque converters have perpetually been a weak link when the Duramax ahead of it has been turned up. And at higher horsepower levels many have found out the hard way that the factory C2 hub and P2 carrier can fail catastrophically. We’ll cover each of those failure points plus a few more this time, along with their appropriate aftermarket solution(s). Whether you’re looking to preserve the life of your stock Allison or build it right the first time you pull it, you’ve come to the right place.

Beginning with ’20 model year HD trucks, the Allison boasted 10 forward speeds. The Allison 10L1000 as it’s called, was developed by GM but with assistance from Allison engineers (and we’re told Allison actually performed much of the validation for the 10-speed). The 10L1000 offers converter lockup capability in first gear and triple Overdrive. The 10-speed Allison’s gear ratios are as follows: 4.54:1 (First), 2.86:1 (Second), 2.06:1 (Third), 1.72:1 (Fourth), 1.48:1 (Fifth), 1.26:1 (Sixth), 1.00:1 (Seventh), 0.85:1 (Eighth), 0.68:1 (Ninth), 0.63:1 (10th).

Looking at the Allison 1000, its structural makeup is modular in design. Its three primary sections consist of the front cover (bell housing), main case or gearbox module (where you find the geartrain, PTO if applicable, and valve body), and rear cover (tail housing). Built with plenty of brawn, the Allison 1000 utilizes a 1.26-inch diameter input shaft, a 1.75-inch output shaft, a 12.2-inch diameter converter, and possesses a dry weight of 330 pounds.

As a clutch-to-clutch transmission, the Allison 1000 is quite different from other automatics such as the aforementioned 4R100 and 47RE. There are no bands, sprags, or overrunning clutches. Rather, the clutch packs are engaged (and disengaged) in precise intervals determined and commanded by the TCM. During upshifts, full power from the engine cannot be applied (which is often mistaken as defueling), which is necessary to avoid shift flare, shift binding, or burnt up clutches.

If the Duramax in front of it is left at the factory horsepower and torque rating, an Allison will last indefinitely. Provided you properly maintain an Allison by changing its external filter (replacement of the internal filter is typically only required at overhaul) along with the fluid at the appropriate interval, the transmission can outlive the truck it’s in. However, it’s what happens after you add a programmer, usually the first mod a Duramax owner indulges in, that jeopardizes long-term longevity.

As for the O.G. Allison 1000, the five-speed found behind the LB7 and LLY Duramax (’01-‘05), it obviously has the lowest capacity for handling added torque. Specifically, its vertical limit is generally accepted as roughly 90 to 100 hp and 180 to 200 lb-ft over stock. While those numbers may seem dismal, if you can limit your power-adders to those gains you can enjoy the extra performance and daily drive, tow, or haul anything you need to without sacrificing long-term reliability. In rear-wheel horsepower speak (rwhp), an ’01-’05 Duramax-powered truck sporting the factory fivespeed Allison should be limited to 400-rwhp (or 800 lb-ft of torque).

With added horsepower and torque in the mix, C3 clutch failure is one of the first weak points to surface in a five-speed Allison. The problem, in addition to being one of the hardest working clutch packs within the transmission, is that they will slip with too much additional torque applied to them. This typically triggers a P0700 on top of the Allison going into limp mode, where your only forward available gear is third. A textbook C3 clutch failure often entails burn marks on the inside edges of the friction plates.

Beyond the factory clutch packs’ inability to handle considerable torque increases, many believe the notorious C3 clutch problem stems from a lubrication issue. Because the C3 clutch pack only sees fluid when it’s being used, this lack of fluid lends itself to increased heat and (ultimately) wear, with added torque only compounding the problem.

To solve the C3’s factory lubrication issue, Goerend Transmission designed these PTO covers, which directly feed the C3 clutch pack. Specifically, the PTO covers funnel transmission fluid through a passage in the transmission case—ATF that would’ve otherwise been returned to the pan unused. By supplying fluid to the C3’s at all times, their operating temperature is greatly reduced.

Because installation of Goerend’s PTO covers requires drilling of the Allison’s main case, Goerend developed a jig tool for the job. The jig ensures that you properly locate the holes that will serve to channel ATF directly to the C3’s. Once bolted to the main case, it requires the installer to use a ¼-inch bit and drill the holes at the precise angles present on the jig tool.

Another clutch pack that’s notorious for failure within the five-speed Allison is the C2. C2 failure is similar to C1 clutch failure in that when the C2’s fail they appear to only be half worn. However, instead of bowing inward the C2’s have a tendency to bow outward.

After C3 clutch failure comes the C1’s. Thanks to being engaged by an off-center apply piston, they only see uneven apply pressure when in use. This also means that roughly just 50-percent of the clutch’s holding capacity can be employed. On top of that, the apply piston often snags the outside lip, bending it inward.

When it came to the six-speed Allison 1000, which debuted behind the LBZ Duramax in 2006, both of the C1 and C2 clutch issues were addressed. Most important here is that the redesigned Allison provided these clutch packs more torque holding capacity. Unfortunately nothing was done to address the C3 clutch pack’s lack of fluid supply.

PLASTICISFORTOYS

Since 1983, Transfer Flow has been engineering excellence and crafting premier fuel tank systems from the highest quality American materials. Transfer Flow fuel tanks are made with ReliaSteel®, high-yield U.S. aluminized steel, to withstand strong weather elements and heavy use.

Plastic aftermarket tanks are made using rotational molding, which results in varied thickness and may require additional parts, including expensive underbody plates for protection.

Transfer Flow fuel tanks ship complete with everything needed for installation. Rest easy knowing that your Transfer Flow fuel tank is safe, legal, reliable, and backed by our 6-year, unlimited mileage warranty to keep your adventure going mile after mile.

Courtesy of a stronger one-way clutch within the dual friction face converter beginning in ’11, the factory Allison 1000 behind the LML Duramax is capable of handling in excess of 500-rwhp and roughly 1,000 lb-ft of torque. Upgraded C3 and C4 clutch packs also contribute to this version’s added ability to cope with additional torque.

The six-speed Allison 1000’s threshold for pain is a bit mixed. Factory updates made to keep pace with the increased torque ratings of the LMM, LML, and L5P engines (namely converter clutch holding capacity) all effectively raised the amount of power the Allison could handle.

As for the version parked behind the LBZ and LMM mills (’06-‘10), 430 to 450rwhp (or 850 to 900 lb-ft) is where most truck owners should draw the line.

Especially in five-speed and early six-speed versions of the Allison 1000, the OEM torque converter is arguably the biggest weak link. The problem with this is that a torque converter failure can take the rest of the transmission out with it. The internal breakdown of a torque converter contaminates all of the fluid circulating throughout the entire unit. Although it’s not the best performance option, many “budget built” Allisons have been assembled for ’01-’10 trucks over the years with an upgraded triple-disc converter, a shift kit, and reputable tuning and lived at the 500-rwhp mark.

Within the factory torque converter, the biggest area of concern is the stator. Its thin structural makeup is prone to cracking under the kind of high internal pressure experienced when towing heavy, ascending hills, drag racing, or sled pulling. As the means of redirecting transmission fluid returning from the turbine toward the impeller, the stator plays a very important role in both stall speed and coupling efficiency. It’s no wonder billet, optimized-design stators are so prevalent in the Allison aftermarket.

Another downside of the factory torque converter is its soft steel construction, which allows the front cover to balloon and flex under high pressure and heat. When the front cover grows, it can actually press against the flex plate. In fact, when an Allison fails it’s highly common to find burn marks on the six bolt pads present on the front cover. The burn marks occur because the pads themselves don’t flex while the front cover they’re welded to does.

Aftermarket torque converters feature billet front covers specifically because their stronger material keeps the converter from growing (i.e. ballooning) under pressure. The front cover material of choice for most reputable multi-disc performance converters is often forged billet-steel.

Pulled from a five-speed Allison converter, you can see that only one very thin clutch resides within it. It’s easy to see why this isn’t going to withstand torque inputs much greater than stock—at least not for long. Saddled with the workload of harnessing an additional 150 to 200 lb-ft of torque over stock, excessive slippage and transmission-killing heat (if not outright converter failure followed by total transmission mayhem) is not only possible, but likely inevitable.

The C2 clutch hub houses the C2 overdrive clutches and synchronizes in speed to the input shaft during the 3-4 shift. A hard upshift here with added horsepower in the mix is extremely stressful on this assembly. Unfortunately, many Duramax/Allison owners find out the hard way that the C2 hub is a notorious weak link in their transmission.

Given the previously-discussed, C2 clutch hub failure you can probably guess what the solution is: a billet C2 hub. This piece is a must-have item for high-horsepower or even mildly-modified trucks that tow heavy. Various versions are available in the aftermarket and are either made from 300M billet steel or 4140. Sun Coast’s unit even incorporates an added lubrication hole for the P3 sun gear and pilot. The Goerend units shown here, made from forged 4140 steel, feature more thickness in the snout area to prevent twisting under high horsepower and/or shift bind-ups.

Like the C2 hub, the P2 planetary is also often taken out during a stressful 3-4 upshift. Failure of the P2 either entails the splines stripping out or the snout breaking off in catastrophic fashion. While it usually takes considerable horsepower to break a P2 (somewhere in the neighborhood of 750 to 800-rwhp), trucks that tow heavy can also experience the failure.

Superior strength P2 planetaries are offered by several heavy hitters in the Allison game such as Goerend, Sun Coast, and Xcaliber to name a few. Usually made from 4140 billet steel that’s been induction heat-treated, aftermarket billet P2 carriers won’t strip out or twist with big horsepower and torque in the equation.

Beginning on LML Duramax trucks (‘11), the transmission control module (TCM) was electronically in control of main line pressure for the first time. During steady-state driving, main line pressure was reduced to as low as 80-psi to help reduce the Allison’s internal temperature. While this is fine for the factory 397 hp, 765 lb-ft rating, it’s not OK for higher horsepower and even tune-only trucks. The lack of main line pressure often led to slippage in modified ’11-newer trucks—and the problem persisted until the owner either swapped in

earlier model TCM or waited for TCM tuning to be released for the

TCM.

the latter did eventually end up happening.

Now to the latest in the Allison lineage, the 10L1000, and the shortcomings it leaves the assembly line with. First and foremost, converter issues are common due to the lockup mechanism demonstrating a tendency to fail when ’20-newer L5P engines see additional horsepower or the truck is fitted with larger wheels and tires. After that, converter stator issues have been noted by Allison builders, along with the fact that the clutch packs will hardly withstand added torque (of any degree) for very long. Last but not least, the factory aluminum E clutch hub, which is used in First, Third, Fifth, Sixth, Seventh, Eighth, and Ninth gears, is prone to excessive wear anytime torque is increased beyond stock. With all of that said however, we have seen fresh 10L1000’s behind several 600-rwhp dyno graphs—although these were horsepower pulls made in a single gear and it’s unclear how long the Allison hung in there afterward.

BONUS ROUND: TRANSFER CASE FAILURE

For 4x4-equipped ’01-’07 Silverado and Sierra 2500 and 3500 HD’s, the transfer case may need to be addressed before you ever have to dig into your Allison. Both the NP261XHD (manual shift) and NP263XHD (electric shift) that came on these trucks are notorious for a stealthy yet inevitable failure called “Pump Rub.” On one of the indexing tabs on the gear pump housing (the tab being use to locate the gear pump within the t-case) an anti-rattle clip is present and begins slowly wearing away at the magnesium case from the inside-out. Eventually, the transfer case begins losing fluid. But the catch here is that fluid only escapes the transfer case when the truck is being driven. Needless to say it’s a hard issue to detect—and once the problem does surface it’s way too late. The area of the NP263XD pictured here is where the pinhole develops.

Solving the pump rub problem entails pulling the transfer case, splitting it, addressing the pump housing, and resealing it. Transfer case pump upgrade kits from Merchant Automotive and PPE are great solutions for this acrossthe-board problem, and for just $75 their comprehensive kits rule out the failure for good. Similar to the way a set of tie-rod sleeves provides peace of mind for Duramax owners (which ironically go for about $75 as well), a pump upgrade kit does the same. Although there is quite a bit of labor involved, the average ’01-’07 HD owner will sleep better at night after having installed it.

A GROUND-UP CREW CAB DODGE, BUILT FOROVERLANDING

BY

Kelly Pfledderer is a successful businessman on the verge of his second retirement. He appreciates a quality product and he also enjoys a good adventure—reason enough to drop a crew cab first-gen project in the lap of J.B.’s 4x4, a small yet first-class custom vehicle operation in Kingman, Indiana,

and have them turn it into an overlanding rig. Two years of fighting parts shortages, extended lead times, and shipping delays later, J.B.’s 4x4 was finally ready to deliver Kelly his off-the-grid first-gen. But before the truck headed West to the Rockies, we trekked over to Indiana corn-country for an exclusive look at a one-of-a-kind build.

MIKE MCGLOTHLIN

DIESEL WORLD MAGAZINE

OFF-THE-GRID FIRST-GEN

The word “clean” would be an understatement when referring to the

5.9L Cummins option wasn’t yet available in 1983, Dodge’s

repower

straightforward for J.B.’s 4x4, a shop that

overhauled, upgraded with ARP head studs and a 178/208

OFF-THE-GRIDFIRST-GEN

CUMMINS SWAP

Diesel history buffs know that the 6BT didn’t debut until 1989 and Dodge truck purists remember that you couldn’t buy a crew cab Ram after 1985. Needless to say, a Cummins swap was necessary in order for Kelly’s ’83 Dodge four-door to come to fruition. Luckily, the folks at J.B.’s are highly familiar with both the first-gen platform and the 12-valve Cummins, which made dropping a VE-pumped 5.9L in between the frame rails a piece of cake. While the truck was in for paint, the Cummins was rebuilt from head to toe. During the overhaul, it was treated to a 178/208 Hamilton cam, a camshaft that thrives in low rpm efficiency and at high elevation, and ARP head studs.

TWEAKED VE AND HX35

The key to waking up a stock turbo 12-valve Cummins has long been found in the injection system. And fortunately, the factory injectors can support solid horsepower gains, so long as a few tweaks are performed on the Bosch VE. For that, JP Diesel Injection Service (an

Although horsepower was not the name of the game in this build, the 5.9L Cummins still had to be woken up beyond its factory horsepower rating. A locallyrebuilt Bosch VE injection pump was bolted in place, followed by J.B.’s 4x4 tech, Evan Ratcliff, adjusting the fuel screw until optimal drivability was achieved. The VE pump is supported by a factory, cam-driven mechanical lift pump.

Cummins swap performed on Kelly Pfledderer’s ’83 Dodge. Although the

truck line went virtually unchanged from ’81 to ’93, which made this crew cab W250

pretty

specializes in high-end diesel conversions and Jeep builds. The donor 12-valve was

camshaft from Hamilton Cams, and was aptly integrated using a custom wiring harness sourced from Painless Performance Products. No strangers to custom fabrication, the folks at J.B.’s 4x4 also fabbed up the aluminum radiator.

Boost comes courtesy of a fresh Holset HX35W. The internally wastegated charger hangs from the factory exhaust manifold. Like the engine and injection pump, Kelly and the guys at J.B.’s 4x4 left nothing to chance with the build in starting with brand-new parts. With plans to indulge in plenty of off-the-grid overlanding, reliability will be paramount in the remote locations the truck will be traveling through.

Because the remote operating nature of an overlanding rig places a premium on durability, the 47RE’s inherent weak links were addressed in a full transmission build, conducted in-house at J.B.’s 4x4. A Revmax, billet front cover converter, a shift kit, and select other internals make the Chrysler four-speed more than capable of handling anything the 5.9L can throw at it. Four-wheel drive engagement comes by way of an NP205 transfer case.

OFF-THE-GRIDFIRST-GEN

injection shop local to J.B.’s 4x4) went through the rotary pump and, based on how the truck performs now, made a few proprietary upgrades once inside. Back in J.B.’s care, the VE was bolted to the Cummins and the fuel screw was adjusted for optimum drivability and respectable power, albeit with adequate smoke control. For a bit of an edge in airflow, an HX35 hangs from the exhaust manifold rather than an H1C.

A Dana 70 equipped with a 3.54:1 ring and pinion and a disc brake conversion resides in the rear of the truck. Custom leaf spring packs combine with Air Lift air springs for the rear suspension, while a Bilstein 5100 series shock absorber exists at every corner. Here, you can see the 55-gallon fuel tank J.B.’s 4x4 fabricated and mounted above the driveline.

BUILT 47RE & ELEVATION TESTING

Because they know their way around the 12-valve Cummins, the guys at J.B.’s also know a thing or two about beefing up

A leaf spring suspension and Dana 60 is no surprise up front, but a suspension lift from Skyjacker gives the truck 2.5-inches of additional ride height. The first-gen’s steering was upgraded as well, with a PSC cylinder assist kit, PSC steering box, and a Borgeson steering shaft.

OFF-THE-GRIDFIRST-GEN

Chrysler four-speed automatics. For Kelly’s first-gen, the 47RE was treated to internal upgrades like a shift kit in the valve body and additional direct clutches, and then topped off with a converter from Revmax. Then, in knowing the overlanding creation was destined to live out most of its days in the Rocky Mountains, the folks at J.B.’s performed extensive testing to ensure the truck would perform as advertised in elevation. The process of getting the engine’s fueling and the transmission’s converter and shift points just right entailed saddling the Dodge with a hefty, all-steel tandem axle trailer for the duration of the testing.

STOCK AXLES, SUSPENSION LIFT AND STEERING UPGRADES

Given the 5.9L only received mild power modifications, the factory Dana 60 (front) and Dana 70 (rear) axles were primarily left alone, but added ride height was included in the build. A 2.5-inch front suspension lift from Skyjacker was installed, along with a PSC cylinder assist steering kit, a PSC steering box, and a Borgeson steering shaft. Out back, a pair of custom leaf packs were installed, as well as Air Lift air springs. Bilstein 5100 series shock absorbers were also included, front and rear, and BFGoodrich all-terrain T/A KO2’s, mounted on 16x8inch Method Bead Grip wheels, are tasked with maintaining traction.

OVERLANDING GEAR

Navigating the remote, off-road regions around the Continental Divide mean self-reliance is paramount, and Kelly’s

Like so many custom vehicles these days, Dakota Digital was instrumental in Kelly’s one-of-a-kind build. The speedometer, tach, oil pressure, water temp, fuel level, and voltage gauges were all sourced from the Sioux Falls manufacturer. Then to the right of the steering wheel rests the unmistakable Alpine Halo 11 iLX-F511 media receiver (with Bluetooth, hands-free capability). Its 11-inch display comes in extremely handy in reverse, with the backup camera active.

For a proven, multi-terrain tread pattern, BFGoodrich all-terrain T/A KO2’s got the call. The venerable BFG’s measure 285/70R16 and mount to 16x8-inch, 8 on 6.5 lug pattern Method Bead Grip matte black wheels. A spare wheel and tire is mounted in the flatbed.

Trapping the interior in time, the bench seats were left in place and also retain an era-appropriate look. The seats were recovered by local upholstery expert, Tammy Spivey. For in-cab sound quality, a pair of 6x9-inch Rockford Fosgate speakers were added in the driver and passenger side front doors.

The small touches that improve life off the beaten path continue along the side of the truck. Aluminum side boxes, custom made by Jutland, exist on either side for additional storage. Powder coated Carr hoop steps offer simple cab access without compromising ground clearance. Notice that the side panels of the Ute flatbed flip down as well.

OFF-THE-GRIDFIRST-GEN

Originally a long bed crew cab, Kelly had J.B.’s 4x4 cut and shorten the truck’s frame to make the wheel base more off-road friendly. The aluminum flatbed was made by Ute Ltd, modified at J.B.’s, and accommodates a gooseneck hitch, features an aircraft-style L-track system, and custom jerry can fuel and water holders were built underneath it. The rear bumper is a custom piece from J.B.’s, too, and it incorporates Maxi Trac cube LED backup lights and a backup camera.

first-gen is equipped with just about everything that’s required to live off the grid for extended periods of time. A pair of 750 CCA Yellowtop batteries from Optima provide consistent starting, ARB’s twin onboard high performance 12-volt compressor offers enough air for any need, a 10,000-pound Warn winch is on hand to get the truck out of any sticky situation that might arise, and KC HiLites can light up the night. An aluminum Ute flatbed outfitted with an L-track system and D and O-ring anchor points, jerry can and water storage, overbuilt front and rear bumpers, and a 55-gallon fuel cell also support the overlanding effort.

MOUNTAIN-BOUND

A custom front bumper that matches the one in the rear serves as a mounting point for the truck’s winch and trail illumination. The winch, a 10,000-pound M8274 Warn, boasts 125-feet of 3/8-inch steel cable and a high output, 6hp motor. The 6-inch Gravity LED Daylighters from KC HiLites (with 20-watt LED bulbs) offer a throwback look with modern lighting performance.

A first-gen might not be the first vehicle that comes to mind when you think of overlanding but, trust us, Kelly’s is more than up to the task. With the help of J.B.’s 4x4—a shop with long ties to the Baja 1000, not to mention decades of experience building Jeeps and performing Cummins conversions—Kelly has a rugged, utilitarian vehicle that can go virtually anywhere and allow him to enjoy a selfsustaining existence for weeks at a time. If you ever spot this one-off Dodge out in the wild, it will have a single axle trailer in tow, maybe a dirt bike in the bed, and be miles away from civilization.

Both the factory hot-side and cold-side intercooler tubes would be retained in the turbo swap. Here, the hot-side pipe has been disconnected from the failed GT32 SST turbo’s compressor outlet and the water-to-air intercooler’s inlet, and is on its way out of the engine bay.

When variable geometry turbochargers hit the diesel market in 2003, it was a giant leap forward. Turbo lag was minimized, drivability increased considerably, transient response was quicker, and emissions standards could more easily be met while also increasing horsepower. However, in both stock and larger VGT applications there has always been room for improvement. One of the key components in Garrett GT37-based variable geometry turbo applications is the VGT solenoid. The solenoid receives its commands from the engine’s computer (i.e. ECM or PCM) and converts that electrical signal into hydraulic work—essentially opening and closing the vanes in the turbine housing according to throttle position.

To improve the performance of a factory VGT, as well as a larger one, Turbo Time USA developed the Lightning Bolt Performance VGT Solenoid. Its internal design works to increase the resistance strength on the vane system to help retain positions at longer rates—the result of which is improved spooling potential and boosted efficiency. With our hands on a ’13 6.7L Power Stroke that was set to receive a ’15-newer Garrett GT37—a turbo that’s larger and known to be laggier than its GT32 SST predecessor—it was the perfect time to put the Lightning Bolt Performance VGT Solenoid through its paces. Join us for the turbo swap, the new VGT solenoid install, and our initial impressions of Turbo Time USA’s drivability-enhancing product.

ON THE DYNO

As proof that the Lightning Bolt Performance VGT Solenoid makes a difference in both horsepower and torque, Turbo Time USA conducted independent chassis dyno testing by a third-party performance facility pitting its solenoid against an OEM unit. Using the same truck on the same dyno and running the same test each time, its test mule made 448rwhp at 3,500 rpm and 757 lb-ft of torque at 2,444 rpm with the factory VGT solenoid in the mix. After swapping to the Lightning Bolt Performance VGT Solenoid, the numbers jumped to 458-rwhp and 788 lb-ft at the same engine speeds.

Pulling the factory lower intake, the cast-aluminum piece, was next. But before it could be removed, the OEM crankcase ventilation hose had to be disconnected on the back side of it. Also notice that the factory under hood fuel filter housing has been removed.

With the factory turbo mechanically checking out on this ’13 F-250, we pulled it into the shop for its GT37 (’15-newer turbo) retrofit, followed by Lightning Bolt Performance VGT Solenoid testing. First things first, both cooling systems were drained, followed by the removal of the factory air intake system and the turbo boost sensor. After that, all upper intake bolts were broken free and the composite piece was lifted off of the engine.

Once all fasteners anchoring the lower intake to the engine were out, it was pulled off of the engine. In order to run a ’15 or newer style GT37 VGT, this piece is replaced with the updated (’15-newer) lower intake. With both the upper and lower intakes out of the way, we went ahead and blocked off the air inlets to the cylinder heads.

As is often the case for the Garrett GT32 SST that came on all ’11-’14 6.7L Power Stroke engines, this unit bit the dust due to over-speed. Thanks to its twin compressor wheels, dual ball bearing center cartridge, and electronic wastegate, the GT32 SST is a neat piece, but its undersized (59mm/64mm) turbine wheel and its tiny 43mm inducer compressor means extreme shaft speed is part of its normal workload. Add in excessive shaft speed (we’re talking 150,000 rpm or more) courtesy of fueling and tuning mods and the GT32 SST is on borrowed time.

Space is very limited between the firewall and turbo on the ’11-newer Fords. To access the V-band nut for the passenger side up-pipe, the truck’s inner fender well had to be removed. In our case, this meant the aftermarket fender flare had to be pulled first.

In all ’15-newer turbo retrofit kits, the corresponding passenger and driver side up-pipes are supplied. Comprehensive kits will also include fresh up-pipe clamps, gaskets, and fasteners. If you’re in the market to add a ’15-newer turbo to your ’11-’14 6.7L Power Stroke, many companies offer an all-inclusive system that makes the upgrade a 100-percent bolt-in solution.

Here you can see just how tight things are at the back of the engine. Without removing the passenger side inner fender well you have very little chance of successfully loosening the up-pipe on this side of the turbo. As for the driver side up-pipe, the new unit (which is needed to accommodate the ’15-newer style GT37) would be installed prior to the new turbo being set in place.

Built to be first, we start with the best materials, and finish with the most advanced design and manufacturing, our batteries outperform the competition in every condition, everytime. We rule the highways, the mountain trails, sandune‘s, river basins, and we do it for Your Adventure.

THROTTLEBATTERY COM

With all intercooler and exhaust plumbing disconnected from the factory turbo, the coolant and oil lines were removed, along with the wastegate solenoid harness, which is no longer needed with a GT37 in the equation. From there, all four turbo pedestal bolts (two up front, two in the rear) were broken free using a 13mm socket and the OEM turbo was ready to be pulled.

In this photo you can see the difference in compressor wheel inducer size between the ’11-’14 VGT (left) and the ’15-newer GT37. It is here that Turbo Time USA’s Lightning Bolt Performance VGT Solenoid becomes a life saver for guys who’ve upgraded to a larger VGT but aren’t happy with the newfound lag they have. Even though a slight increase in lag is common anytime you add a larger or heavier (or both) compressor wheel to a turbo, even a VGT, most modified VGT’s are marketed as being capable of offering spool up equal to stock...

Prior to installing the Lightning Bolt Performance VGT Solenoid, we installed the GT37 and all of the supporting parts required to make it work. For those wondering why the ’15-’19 GT37 turbo is more reliable and performance-friendly than the ’11-’14 GT32 SST, the GT37 utilizes a bigger turbine shaft diameter and its larger turbine wheel sees far less rpm at full boost. This means that excessive drive pressure is kept at bay without the need for a wastegate. The GT37’s 61mm compressor wheel inducer is also capable of moving more air up top than the GT32 SST’s 43mm dual compressor arrangement can.

It’s important to note that for our initial testing, a bone-stock GT37 turbo was run. This means it was equipped with an OEM VGT solenoid. You can see the factory VGT solenoid coil and plug here, protruding from where the solenoid sits in the GT37 turbo’s center section.

Most owners of ’11-’14 6.7L Power Strokes who perform a ’15 turbo swap notice that the GT37 is laggier than the smaller GT32 SST. Our case was no different, with initial driving impressions indicating we’d lost a little low-rpm responsiveness (although the truck definitely pulled harder up top). It’s situations exactly like this where the Lightning Bolt Performance VGT Solenoid makes so much sense. You get your GT32-like spool up back, as well as quicker transient response. It’s the best of both worlds, quick low end response that’s common with a smaller VGT and you still get that big kick in the rear performance higher up in RPM that big VGT’s are known for.

After checking the install of the new up-pipes and two-piece downpipe, we torqued the turbo pedestal bolts, installed the new coolant line, and began reinstalling the intercooler tubing. And because we removed the fuel filter housing under the hood during the turbo install, it (along with all of its corresponding lines) was reinstalled.

Internally, the Lightning Bolt Performance VGT Solenoid is very different from the OEM version. Newly designed and machined components are contained within, along with a finned outer casing to help shed heat and keep the solenoid coil cool. Notice here that we installed Turbo Time USA’s R-type solenoid. We’ll delve into the differences between the R-type and S-type later on.

On the Garrett GT37, the VGT solenoid is secured via a bracket that uses a single retaining bolt. The retaining bolt can be removed using an 8mm, 12-point socket. When pulling the solenoid from its bore, outward as well as side-to-side movement is required to break the seals of the solenoid O-rings free.

Installing the Lightning Bolt Performance VGT Solenoid was as straight forward as any install gets. After submerging the internal portion of the solenoid in fresh engine oil (to adequately lubricate the series of O-rings), it was slowly installed in the center section of the turbo until seated.

Each Lightning Bolt Performance VGT Solenoid comes with a new hold-down bracket, along with a new, stainless Allen bolt and the required spacer. We’ll note that until the bolt that retains the hold-down bracket is torqued to spec, the solenoid will tend to want to push back out. This is no different from a stock VGT solenoid. For a bit of insurance, it pays to coat the retaining bolt’s threads with anti-seize.

Dimensionally, the Turbo Time USA and factory VGT solenoids are the same. By that we mean the section that sits within the turbocharger’s center section, which entails a closed side, an open side, a drain to pan provision, and an oil supply provision.

Justifying the Lightning Bolt Performance VGT Solenoid’s $420 price point comes easy when you consider all of the performance advantages it offers over a factory solenoid. For starters, quicker actuation means a turbo that comes up on boost sooner, which (as we’ve already stated) is a huge deal for truck owners that’ve upgraded to larger VGT’s and weren’t expecting the added lag that came along with it. But beyond its ability to improve spool up and increase low-end torque, the Lightning Bolt Performance VGT Solenoid also enhances exhaust brake functionality (where applicable), providing noticeably stronger braking power. Add in the fact that the Lightning Bolt Performance VGT Solenoid brings more peak boost to the table (an increase of 5 to 12-percent), contributes to cleaner exhaust and is an emissionsfriendly modification and these units practically sell themselves.

AFTER-INSTALL, INITIAL IMPRESSIONS

After loading a new tune to let the computer know it had a different turbo, and that it’d be seeing boost much sooner than usual (had we installed the Lightning Bolt Performance Actuator on a factory installed turbo, all that would be needed tune wise would be an allocation for the boost coming on sooner than normal and nothing more), we fired up the 6.7 and went for a drive. Boost came on significantly quicker than it did even with the factory installed smaller turbo. Power application was strong and smooth. EGT’s seem a bit lower but we can’t say for sure since this isn’t exactly an apples to apples test (new turbo..). EGT’s are definitely not higher than before which is something we were worried about since the actuator is by the very nature of how the turbo works, increasing back pressure to create boost. MPG’s are now up by one too with this tuning. All these things we expected to see. Quicker on the power, usually means less fuel. What we were very pleasantly surprised by is how smooth everything went. Install was extremely simple, and the truck just ran great right out of the gate. No tune adjustments or method of driving adjustments were necessary, it just had more usable power lower in the RPM range.

Two styles of Turbo Time USA’s Lightning Bolt Performance VGT Solenoid are available: Type-S and Type-R. What’s the difference? The Type-S solenoid is intended for stock trucks, tuned trucks, and/or tuned trucks with an upgraded VGT. It is specifically calibrated to retain a stronger resistance rating on the vane system and eliminates the lagginess of the factory VGT’s response time, as well as the lag inherent in larger variable geometry turbos. The Type-R unit is designed for trucks with fuel system mods and an upgraded VGT. It is calibrated with a lower vane resistance rating than the Type-S in order to compensate for increased load produced by performance modified trucks (those with injector upgrades that have either stock or upgraded turbos).

The Lightning Bolt Performance VGT Solenoid is available for various Garrett VGT’s based on the GT37 platform. It works on the VGT aboard the 2003-2007 6.0L Power Stroke, the 2004.5-2016 Duramax—which includes LLY, LBZ, LMM, and LML engines—and GT37equipped 2015 to 2019 6.7L Power Strokes. It is not applicable with the GT32 SST on the ’11-’14 6.7L Power Stroke, hence our reason for testing it on our GT37swapped ’13 F-250 in this article.

A 750HP ’02 DODGE COMMON-RAIL THAT’S WORTH EVERY PENNY

BY MIKE MCGLOTHLIN DIESEL WORLD MAGAZINE

hen you’re a second-gen connoisseur, chances are pretty good you’ll own a few of them. As for Kenneth Donkersgoed, he’s held the title of more than a dozen ’94-’02 Dodges in his time—but none of them have been like this. After obtaining a straight bodied ’02 Quad Cab as a roller from Jake Schlosser of SloshFab, Kenneth did something most second-gen owners

Wnever do: he treated his pride and joy to a show-quality, $20,000 paintjob. Then he broke the mold again, this time in ditching all thoughts of a P-pumped 24-valve for a common-rail 6.7L. “I wanted to have the nicest second-gen out there,” he told us. “Something that you can’t just go buy.” After a year of being under the knife at Fleece Performance

$100K

2ND-GEN

6.8L CUMMINS

With the truck being purchased as a roller, there was no 5.9L to pull. However, a new power plant had to be sourced. Turning things over to Freedom Racing Engines, a Stage 2 6.7L-based Cummins was put together. The bored, honed, decked, and blue-printed block is furnished with a factory crankshaft, 9/16-inch main studs, Carrillo connecting rods, and Mahle replacement pistons. Freedom’s fireringed performance series 6.7L cylinder head, fitted with oversized valve seats, Manley Performance stainless steel valves and 103-lb Hamilton valve springs, anchors to the block via 14mm ARP head studs.

Leaving his VP44 and P-pump knowledge in the past, Kenneth Donkersgoed had Freedom Racing Engines piece together a stout 6.7L Cummins common-rail for his ’02 Dodge. The balanced and blueprinted power plant is graced with 9/16-inch main studs, Carrillo rods, Freedom’s fire-ringed Performance series head, 14mm head studs, and was topped off with the ’03-’05 marine valve cover that’s visible here. Along with overseeing the entirety of the truck’s build, Fleece Performance Engineering’s Jake Richards executed the common-rail swap to perfection.

Ironically enough, dropping a common-rail Cummins into the old Dodge required Kenneth to run one of Fleece’s second-gen turbo swap kits to achieve the kind of power he was after. The charger spec’d out for his build is an S400 with a 63mm compressor wheel, an 83mm turbine wheel, and a .90 A/R exhaust housing. The S400 breathes through Fleece’s 5-inch ManTake cold air system and is efficiently driven thanks to a T4 exhaust manifold from Steed Speed.

Engineering, Kenneth’s $100,000 common-rail second-gen is alive—and it’s unlike any other ’94-’02 Cummins you’ll come across.

Making use of some of the most proven fuel system parts in the industry, a Fleece PowerFlo 750 CP3 supports a set of 100-percent over injectors from S&S Diesel Motorsport. While the single 10mm CP3 stands no chance of supporting an all-out effort from the 100-percent over injectors, by running an injector that’s larger than what’s needed, stock-like injector duration can be commanded. This means the truck’s 750-800hp is achieved without the engine having to endure excessive EGT or stress to make it happen.

One of Fleece’s PowerFlo in-tank lift pumps is tasked with supplying fuel to the stroker CP3, but before diesel ever makes it to the high-pressure pump it’s filtered through this fuel filter and line kit (also from Fleece). The auxiliary filter system revolves around the use of a 3-micron Donaldson fuel filter and water separator.

$100K2ND-GEN

STROKER CP3 & 100-PERCENT OVER STICKS

To keep EGT in check and boost loss to a minimum, an On 3 Performance intercooler was bolted in place of the stocker. Other cooling upgrades include a Derale Performance stack plate transmission cooler, Flex-a-Lite dual electric fans, and a coolant bypass kit from Fleece.

Polished, 20x10 Fuel Forged FF29’s set the truck’s appearance off in a subtle way, while 305/55R20 Toyo Open Country A/T’s work to find traction. Also notice that the factory unit bearing setup has been ditched in favor of a Dynatrac freespin hub conversion, complete with Dynoloc manual locking hubs.

To make the truck fun to drive, Fleece and S&S Diesel Motorsport teamed up on the fuel system. Things get started with a PowerFlo lift pump in the factory tank, with one of Fleece’s auxiliary fuel filter and line kits mounted between the lift pump and a single PowerFlo 750 CP3. To take advantage of their quick injection rate and also to provide room for future horsepower growth, a set of 5.9L-derived, 100-percent over injectors were obtained from S&S. Fine-tuning of the engine is made possible through the use of a 5.9L ECM.

SECOND-GEN TURBO SWAP

With the finished product destined to live in Kenneth’s native Wyoming, adequate airflow without sacrificing drivability was a key stipulation in the build. Sizing a turbocharger for a single turbo application that needs to be responsive at 7,500-feet of elevation but that can also support more than 700-rwhp can be a tall order. However, Fleece met Kenneth’s needs with an S463 that makes use of an 83mm turbine wheel and a non-wastegated .90 A/R exhaust housing. Accommodating the BorgWarner charger is Fleece’s popular second-gen turbo swap system, which (in addition to facilitating the use of an S400 on a 6.7L common-rail) includes a T4 Steed Speed exhaust manifold, 4-inch stainless downpipe, and the company’s 5-inch ManTake.

If you thought the engine was overkill, Kenneth’s transmission of choice will seem

boasts a laundry list of top-of-the-line parts from Sun Coast—including

is a 27-spline triple-disc Sun Coast converter with a billet stator and 2,200-rpm stall speed, and

are also present. The bigger output shaft called for sourcing an NP271 transfer case.

$100K2ND-GEN

MANUAL VALVEBODY 48RE

The 48RE that’s forced to absorb the common-rail’s abuse is always up to the challenge thanks to being prepped with the baddest Sun Coast parts you can find. The top-shelf components list includes the infamous 1-3/16-inch diameter OM3GA input shaft, larger 300M intermediate and output shafts (along with an NP271 transfer case), a 27-spline, billet stator 2,200-rpm stall converter, and a manual valve body. Shifts are handled by way of a Precision Performance Products shifter. Downwind of the lively Cummins and the full-billet four-speed sits the front Dana 60 with Dynatrac Free-Spin hubs and a rear Dana 80 with 35-spline axleshafts and a spool to ensure all power makes it to the ground.

ONE OF A KIND COMMON-RAIL

As a pipeline welder by trade, Kenneth is around hundred-thousand dollar trucks on a daily basis. However, his diesel addiction begins and ends with secondgens. He may have sunk a six-digit figure into his ’02, but between its perfect body panels, metallic red paint, and the

A Dana 80 resides in the rear, and it’s been beefed up courtesy of Yukon 35-spline axle shafts and a spool. Both the Dana 80 and front Dana 60 are equipped with a 3.73 ring and pinion from Yukon as well.

downright bombproof. The 48RE pieced together at Fleece

the infamous OM3GA input shaft. Accommodating the larger input shaft

larger diameter intermediate and output shafts

$100K2ND-GEN

common-rail Cummins under the hood it’s one of the cleanest and rarest secondgens you’ll ever see. For most old-school Dodges, the words drivability and 750hp don’t belong in the same sentence. For Kenneth’s seven-red special, it’s all in a day’s work.

2002DODGERAM 2500

OWNER: Kenneth Donkersgoed

HOMETOWN: Pinedale,Wyoming

ODOMETER: 88,250 miles

ENGINE: Freedom Racing Engines Stage 2 Cummins

SHORT-BLOCK: 6.7L crankshaft, 9/16-inch main studs, Carrillo rods, Mahle stock compression castaluminum pistons

HEAD & VALVETRAIN: Freedom Racing Engines Performance Series fire-ringed 6.7L head with Manley Performance stainless steel valves, hardened and oversized valve seats, Hamilton Cams 103-lb valve springs with tool steel retainers, 14mm ARP head studs, OEM camshaft, Trend Performance tappets and Stage 2 pushrods, ’03-’05 marine valve cover

FUEL: S&S Diesel Motorsport 100-percent over 5.9L injectors, Fleece Performance Engineering PowerFlo 750 (10mm) CP3, PowerFlo in-tank lift pump, auxiliary fuel filter and line kit

AIR: Fleece Performance Engineering 2nd Gen Swap Kit with T4 S463, ManTake 5-inch cold air intake, GDP intake elbow

EXHAUST: Steed Speed T4 second-gen manifold, 4-inch stainless steel downpipe, 5-inch stainless steel Flo-Pro system with muffler

COOLING: Fleece Performance Engineering coolant bypass system, Flex-a-Lite dual electric fans, On 3 Performance intercooler, Derale Performance stack plate transmission cooler

ELECTRONICS: 5.9L ECM, Edge Insight CTS2 monitor

TRANSMISSION: 48RE with Sun Coast 1-3/16inch OM3GA billet input shaft, custom pump gears, stator support,billet stator and 2,200-rpm stall speed converter, larger 300M intermediate and output shafts, Sun Coast manual valvebody, GPZ clutches, NP271 transfer case

HORSEPOWER: 750-800-rwhp (est.)

TORQUE: 1,500 lb-ft (est.)

TIRES: 305/55R20 Toyo Open Country A/T

WHEELS: 20x10 Fuel Forged FF29

AXLES: Dana 60 (front) with Dynatrac Free-Spin hubs, Dana 80 (rear) with Yukon spool and 35-spline axleshafts, 3.73 Yukon gears

SUSPENSION: Factory with Bilstein 5100 series shocks

Full control over the built 48RE’s shift points is available courtesy of a Sun Coast manual valve body and this KwikShifter I shifter from Precision Performance Products. Fleece whipped up the shifter mount and handled the clean installation.

The truck’s exterior might’ve been treated to the works, but inside the cab you’ll find a completely untouched original interior, aside from the aforementioned manual shifter install. Only on a low-mile, garage-kept secondgen will you see an interior this immaculate. The fact that the Laramie trim leather driver seat has just 88,250 miles on it has certainly helped in its preservation.

Use of an Edge Insight CTS2 monitor and its corresponding add-ons allows Kenneth to keep an eye on EGT, boost, rail pressure, and anything else the ECM sees. Speaking of the ECM, it’s off of a 5.9L common-rail, chosen for calibration purposes.

HILLTWO

1940SHILL2RGENERATOR

Back in 2019, we published a story about the Hill Diesel and it’s connection to Ransom E. Olds, the founder of Oldsmobile. You can see that story online at https://www.dieselworldmag.com/dieselengines/over-the-hill/ . Hill Diesel was formed after Olds bought the controlling shares of Bates and Edmonds Motor Company in 1924, renaming it Hill Diesel Engine Company after the man he placed in charge, Harry Hill.

Gary Nau’s Hill 2R 10 KW generator set is of unknown age and lineage. Based on serial number and other details, we think the engine is mid to late ‘40s. As a generator set, it doesn’t appear to be the type sold by Hill, nor does it appear to be of a military origin. It mounts a Century generator, while Hill commonly used GE units. Most likely, the engine was purchased as a power unit and converted by an outside vendor. The 2R engine was rated for a maximum of 23 horsepower at 1800 rpm, but this generator produces 60 cycles at 1200 rpm and at that speed, the engine was rated for 18 horses max and 13.5 continuous. Doesn’t seem like a lot but look at the nearby torque graph and note that 82 lbs-ft of maximum torque (60 lbs-ft continuous). At 1200 rpm at the continuous duty power level, the engine used about 0.85 gallons per hour.

Bates and Edmonds had a good line of oil engines so the transition to full diesel was a natural progression as the technology became more easily implemented. By 1928, Hill’s A and B-Series oil engines had been adapted into indirect injected diesels and the more compact Model C soon emerged. Olds pushed the Hill sales amd engineering teams to put the Model C into motor trucks and even did a long distance run in a Hill repowered truck, but the market was small for diesel

trucks in the ‘30s was uphill and the Model C remained primarily a stationary and marine powerplant.

THE BIG R

The Model C had a long market life but when it got long in the tooth, Hill engineers worked over the basics to make the Model R. It was similar to the Type C but destroked to 5.5 inches and used individual, camshaft-driven Bosch APF injection pumps for each cylinder rather than the very imprecise inline

In power unit form (engine base, radiator and sometimes a bellhousing), the 2R was 1380 pounds heavy. The generator would about double that weight. The fuel tank is a small temporary piece. In actual service, the engine would likely be fed from a larger tank or even a 55-gallon drum.

Hill pump. The Model R was offered in two (2R), four (4R) and six (6R) cylinder configurations and all had the same 3.50 x 5.50-inch bore and stroke. The first Models Rs were sold alongside Model Cs but the older engines soon faded away.

The two-cylinder displaced 106 cubic inches from a 3.5 x 5.5-inch bore and stroke. It delivered a maximum of 23 horsepower at 1800 rpm, with the continuous rating a more modest 17.5 hp at 1600. The 4R displaced 212 cubes, made 51.5 hp at 1800 max (34 @ 1600 continuous). The 6R was 318 cubic inches and made 78 hp at 1800 max (52 @ 1600 continuous). The continuous torque lines of all engines were virtual straight lines from 600 to 1500 rpm, delivering 60, 108 and 175 lbs-ft respectively. All had a 15.5:1 compression ratio. Some engines were equipped with individual compression releases for each cylinder so they could be hand started.

OVER THE HILL

The history of Hill Diesel Engine Company is a fairly short read and not much documentation remains to mark it’s passage. World War II started out as a sales booster for Hill but the

company was not big enough to fight it’s way anywhere near to the top of the burgeoning diesel engine marketplace. In a wartime technical manual listing the generators available for the Signal Corps, of the 100 models listed, three Hill sets are there; the PE-85-L, PE-205-A and PE-207-A, the first being a big 25KW unit with a 6R and the other 15KW units with 4R power.

With the R-Series engines, Hill adopted Bosch APF injection pumps. They were camshaft driven via rollers and each cylinder had a separate pump. The injectors are listed as being from Ex-Cell-O, which was one of the big diesel fuel injection manufacturers of the day.

The generator set is mounted on a skid but some time in the past, an owner put a pair of axles under the skid. Before he got it, Gary said the Hill was used to power a remote homebuilding site.

In April of 1942, Hill Diesel was folded into the Edwards Company of New York, which soon changed

name. Drake America Corporation acquired Hill Diesel in 1948 as one of it’s first corporate acquisitions and Hill continued in Lansing, Michigan, until October of 1952, when Drake shut it down for reasons that remain unclear. The Model R would be Hill’s last engine design.

it’s name to the Rogers Diesel and Aircraft Corporation, though Hill retained it’s plant location and

Here the swept back front axle is more apparent. It pivoted in the same place as the straight axle but the axle beams swept back nearly five inches. Beyond this unit is a gas 1010R, with the typical two-wheel narrow front.

John Deere transformed itself on August 30, 1960, when it unveiled a completely redesigned line of tractors and a new focus. They called it the “New Generation of Power” and gone were most of the long running “Poppin’ Johnny” two-cylinders that had been the mainstream for decades. A few of the old generation stayed in production briefly but the new tractors featured inline engines and the larger units were new from head to toe. This event heralded a heyday for Deere and a jump-start towards the head of the American tractor manufac turing pack.

Fred and Marilyn Haber’s 1962 1010RU Rowcrop Utility is picture perfect. It’s pretty standard except that it was ordered with the swept-back front axle typically found on the 1010W industrial units. The swept back axle shortened the wheelbase by almost five inches, reducing the turning radius considerably. Standard 1010RU had a straight axle. By most reports, a variety of front axle configurations among the rowcrops is not unusual. When the 1010 debuted, the narrow front tractor was just starting its popularity decline. It also has the power adjust rear wheels for easily changing rear wheel track.

Four tractors were introduced, the 1010, 2010, 3010 and 4010, and they ran the range of size and output. At the bottom end of the line was the 1010, which was a compact unit suitable for a smaller farmer or as a utility tractor on a large farm. It was offered in an impressive array of configurations that made it highly versatile in the ag and commercial markets.

Where the 3010 and 4010 were very much clean-sheet-of-paper designs, the 1010 and 2010 were less so. While they had new engines, the final drive and many components were very much based on the ‘59-60 Deere 435. That wasn’t a bad thing, the 435 having been a good small tractor.

MANY MODELS

The 1010R (R for “Rowcrop”) was the base ag model. The base version had a narrow (two-wheel) front and adjustable rear track, along with a 3-point hitch, drawbar, two-speed PTO (1000 and 540 rpm) and

The 1010RU was typically fitted with the deluxe seat, though was optional for all 1010 units. Note the gear shift for the 5-speed on the dash. This was changed in ‘63 to a direct shifter on the final drive housing.

The working end shows the Cat 1 3-point hitch, (missing the upper link), drawbar and dual PTO. To change from 540 to 1000 rpm, you switched the stub shaft from one side to the other. The dual speed PTO was live as well.

clamshell fenders. A single front wheel version is also rarely seen. Many 1010R (the letter designations are seen on the serial tag) are also seen with wide front axles. The 1010RU (RU for “Rowcrop Utility” ) was the do-it-all tractor, with a wide front axle but otherwise like the 1010R. The 1010U was a straight utility but had some features of a rowcrop. The 1010RS was called a single rowcrop and came with an especially narrow track and unique halfclamshell rear fenders. The 1010O was an orchard variant built with a low stance and full fenders over the rear tires. The 101RUS was an economy special, with a few deleted features (540 non-live PTO only) and a metal pan seat. The 1010W was a wheeled industrial (painted yellow) and was often missing the 3-point hitch. Typically it had a set back wide front axle

(shorter wheelbase for tighter turns) and shorter tires. There was a turf variant of the 1010W that came with special wheels and tires and a “T” on the serial tag. Finally, the 1010C was the crawler version, fully tracked, and it came in ag (green) and commercial (yellow) variants. Reportedly there was a special loader variant of the 1010W.

All the above gives the impression of nice, clear designations and model divisions. The reality was less clear. You saw a fair bit of mixing and matching of features in the tractors actually produced. Was that due to special orders, dealer request or just the Dubuque, Iowa, factory mixing and matching features ... we don’t know.

IFFY ENGINE

The 1010 and 2010 engines were a unique design. An innovative. “Unique” is a word that cuts both ways. What they did is almost unique in the industry and that usually means the idea wasn’t so hot. The four-cylinder engines in the 1010 and 2010, gas and diesel, were wet sleeved but a variation called a sleeve and deck. All four cylinder liners were brazed (really!) to a 5/16-inch piece of plate steel and that plate was sandwiched between the block and the head. The sleeves were sealed at the bottom with single o-rings and a gasket sealed the block to the bottom edge of the sleeve deck. A conventional head gasket, with fire rings, seal the combustion chamber.

The advantages of this setup were stated by John Deere engineering as being mostly from the manufacturing side. The base architecture of the engine came from a recently developed parent bore 3.625 x 3.50-inch bore and stroke engine family, a 145 cubic inch four and 217cubic inch six. These were compact engines with very tight bore spacing so could not be enlarged much down the road. Conceived by Perfect Circle back about 1955, the sleeve and deck idea allowed John Deere to offer a variety of displacements in the same basic block. This certainly offered a lot of flexibility to John Deere.

In practice, the same four-cylinder engine was easily configured to deliver 145 and 165 cubic inches (3.50, 3,625, and 3.875-

The Symbol of

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The 1010 diesel was a five-main bearing, wet sleeved, indirect injected engine with a Ricardo Comet combustion chamber. It started production in early 1960s and was an innovation in having a sleeve and deck design (see text). If you look hard, you can see the liner plate sandwiched between the head and the block. The 1010 gas engine, at least the standard short-stroke 115 ci unit, is listed as having only three main bearings. The 1010 diesel used a Roosa-Master rotary injection pump and, reportedly, this is the first time John Deere used a Roosa pump on it’s own engine.

inch bores respectively) and the sixes were 217 and 248 cubic inches. The 1010 gas engine was built at 115 cubic inches and had a shorter 3.0-inch stroke. The diesels were built at 145 cubes. The 2010 started off with a 145 cubic inch gasser and a 165 cubic inch diesel. The sixes were used mostly in combines and for stationary plants. On paper, it seemed like a good idea and delivered a good deal of manufacturing flexibility to the Dubuque engine plant. In 1960, John Deere was crowing about it like a rooster waking up to appreciate his flock of hens just waiting for service. Then the reality set in.

The earliest issue was coolant leakage past that single lower o-ring. By most reports, those issues had a lot to do with infrequent cooling system service and hard work, but that’s something for which a manufacturer should build a safety factor and most sources thing that is a double or triple o-ring setup were used, the vast majority of trouble could have been avoided. Much of the bad rap came after the 1010 and 2010 became old tractors. Pitting, corrosion, age and other factors made these engines tougher to rebuild properly resulting in a lot of chuffed gearheads condemning sleeve and deck engines as POS. And they weren’t all wrong. Nor were they all right, with plenty of good service reports from people who better understood how to deal with the inherent frailties of the engines.

1010 LEGACY

The 1010 had but five years of service, though a fair number were built Deere lists list 44,377 as the total but by serial numbers, 47,312 is the number. In both cases, that includes all types (including

crawlers). We could not find a full breakdown of production by model, though the 1010RU as shown here was one of the more popular models. From the resources we could find, gassers outnumbered diesel by 10-20 percent.

The 1010 were replaced by the 1020, which truly was a new design with a new engine (the 300 series) and then the small Deere line was up and running, hitting on all cylinders. The 1010 is left somewhat tainted by the so-so engine reputation but that has not blunted the impact the 10-Series New Generation small tractors had on the American faming landscape.