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Emissions Devices: Everything You Need To Know

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Explosions The Year Of Fiery Bent Rods And

Carnage

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DIESEL WORLD MAGAZINE

JULY 2022

VOLUME 17

NUMBER 7

CONTENTS

FEATURES

30 46 ALL BREAK

CARNAGE CLINIC CUMMINS, DURAMAX, POWER STROKE—THEY

SHELL ROTELLA TRUCK OF THE MONTH PAUL NEWMAN’S CUSTOM CUMMINS POWERED CHEVY COE

FLASHBACK FEATURE - UNDER PRESSURE A 1,200 HORSEPOWER 6.0L DRAG TRUCK

TECH & HOW TO

CLEAN DIESEL 101BUYING USED HOW MODERN ERA EMISSIONS SYSTEMS WORK (AND FAIL)

DEFYING THE ODDS HOW 7.3L’S ARE MAKING QUICK AND CONSISTENT 7.70, 6.70, AND 5.90 INDEX PASSES PROJECT MY2K: PART 6 BUYING USED AND GETTING BACK TO BASICS – FUEL SYSTEM UPGRADES

JULY I 2022 • DIESEL WORLD ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- www.dieselworldmag.com

Emissions Devices: Everything You Need To Know

JULY 2022 VOLUME 17, Number 7 DIESELWORLDMAG.COM

EDITORIAL

Explosions The Year Of Fiery Bent Rods And

Carnage

Blown Turbos

Adam Blattenberg Brand Manager

DESIGN Kelly Lee Sr. Art Director

CONTRIBUTORS Jim Allen, Fabian Ortiz, Mike McGlothlin, Natalie Ortiz, Jacob White, Bryon Dorr, Joe Greeves

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ON THE COVER: In honor of our Carnage article on pg 30, here’s Josh McCormack’s Ram with a nasty nitrous backﬁre at Ultimate Callout Challenge 2021

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EDITORIAL, PRODUCTION & SALES OFFICE 2220 Sedwick Road, Durham, NC 27713 (800) 764-6278 • Fax: (919) 516-0950 www.dieselworldmag.com www.facebook.com/dieselworldmag DIESEL WORLD (ISSN 1559-8632) is published monthly, 12 times a year, by Engaged Media LLC, 2220 Sedwick Road, Durham, NC 27713. Periodical postage paid at Durham, NC, and additional mailing offices. POSTMASTER: Send address changes to Diesel World c/o Engaged Media LLC, ColorArt, 101 Workman Court, Eureka, MO 63025. Canadian Post: Publications Mail Agreement #40612608. Return undeliverable Canadian addresses to PITNEY BOWES, INC. P.O. Box 25542, London, ON N6C 6B2, CANADA GST#855050365RT001 © 2022 by Engaged Media LLC. All rights reserved. Reproduction of any material from this issue in whole or in part is strictly prohibited.

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YES, YOU’RE SEEING DOUBLE.

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DIESEL WORLD MAGAZINE

BY ADAM BLATTENBERG

WHAT’S ON YOUR MIND? WE WANT TO KNOW he end of the year is always a busy time for us diesel magazine folks. Show season combined with the normal deadlines associated with creating a magazine have put me, and the rest of the staff, in an almost panic state. This doesn’t leave much room for thinking about the future. With this issue now done and on the stands, I want to know, what do you want to see in the future pages of Diesel World?

This year marks my 8th with Diesel World, and over 13-years doing this magazine stuff. Magazines were definitely not where I got my start though. I’ve been through the automotive industry in just about every area and had a passion for each. From growing up on dieselpowered boats, to turning wrenches at a dealership, to general truck accessory sales and installations, and most recently being heavily involved with all-out diesel racing performance, I feel I’m a fairly well-rounded diesel enthusiast. You may have noticed the magazine has a healthy amount of super high horsepower articles. This is my current passion, high-powered, record-breaking diesel engines. As I said, I’ve had a passion for just about everything diesel at one point or another, and passions tend to change or evolve throughout life. But my 12

passion isn’t necessarily yours. So what’s your passion? Do you want to see more simple performance modifications? Intakes, exhaust mods and simple common fixes? Or is tow performance your thing? Are you only after better fuel mileage? Or are you like me and want more dynodestroying, tire-shredding, sled-pulling monster trucks? Whatever it may be, I want to hear from you. Drop me a line at DWEditor@engaged. media and tell me what your passion is. At the same time, what’s going on with your truck? Need any help with DTCs? Having a problem you can’t figure out? Drop me a

line. The staff of Diesel World and I will put our collective diesel minds together and see if we can’t help out you, along with your fellow readers. Odds are if you’re having a problem, others are too. The most common questions will get published with our suggestions here in the pages of upcoming issues of DW. We’re here for, and because of you. This is your chance to contribute to making DW exactly what you want, and need it to be. Drop me a line, I’m looking forward to hearing from you.

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DWNEWS DRAG RACE HIGHLIGHTS SGMP In The Crosshairs Of City Councilman

Speaking of Sweet 16, South Georgia Motorsports Park owner, Ozzy Moya, seems to have fallen on difﬁcult times. Like many other drag strips across the country, the local community is making it more and more of a chore to operate the track. And the reason? You guessed it, excessive noise in the early morning hours. After being annexed into the city of Adel, Georgia in 2017 with the promise that no curfews would be implemented, Adel’s mayor and city councilman appear to be reneging on the agreement. Then there are the rumored speed traps along the interstate leading to the drag strip… Unfortunately this is a sign of the times, as drag strips become fewer and fewer all across the country. Source: www.competitionplus.com

EMISSIONS Zero Countries Met The Updated WHO PM2.5 Guideline In 2021 According to the World Air Quality Report prepared by iQAir, a Swiss air quality technology company, just 3-percent of all cities and no single country met the World Health Organization’s (WHO) PM2.5 annual air quality guideline last year. In 2021, WHO recommended a reduction in annual PM2.5 concentration by 50-percent, from 10 µg/m3 down to 5 µg/m3. Among the report’s ﬁndings, there were 93 cities with annual PM2.5 concentrations more than 10 times higher than WHO’s PM2.5 guideline, only 3-percent of the 1,588 monitored European cities met it, and of the 2,408 U.S. cities in the study concentrations rose from 9.6 µg/m3 to 10.3 µg/m3 in 2021 compared to 2020. Source: dieselnet.com

EMISSIONS Hino Admits To Falsifying Engine Emissions Data Hino Motors, the commercial vehicle branch of Toyota, has halted sales of various medium and heavy-duty vehicles in Japan after admitting to having submitting fraudulent emission and fuel economy data. While the issue effects A05C, A09C, and E13C model Japanese engines, North American Hino engines may also be high polluters—and the problem, which is SCR-related, was actually discovered in North America through an internal investigation performed on on-road engines right here in the states. Resolution measures, which may include complete recalls, are being weighed by Hino at this time. Source: dieselnet.com

18 18

KEEPING GENERATIONS ® ON THE ROAD . OR OFF IT.

When a truck has been in the family for years, it starts to become a point of connection from one generation to the next. Each step into it, every dirt road and all of the come-off-your-seat bumps become shared experiences that you’ll talk about for years. Because that odometer doesn’t just count miles. It counts memories. And we’ll be here to make sure they never stop.

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DW NEWS ››

HIGHLIGHTS Van with trap door steals over 1000 gallons of diesel

NEWS John Robinson’s Cummins-

Just outside Houston Texas a gas station was robbed of around 1000 gallons by thief’s in a “custom” minivan. The manager of Fuqua Express gas station, Jerry Thayil, caught the Mad Max-esque robbers red handed as the vehicle pulled up for the third time and simply parked over the stations tank fill doors: “At first we were like, ‘I wonder what he’s doing there,’ because we didn’t see anyone get out of the vehicle. But then, we realized there’s probably a trap door inside the vehicle and he’s pumping like that,” Thayil told Houston’s KPRC news. In the end the crew stole fuel on three different occasions at roughly 350 gallons each time. That equals a little over 2400lbs worth of fuel alone, per trip... www.click2houston.com

Powered Rail Makes 2022 Debut Out and about for the first time in 2022, John Robinson (driver of the Stud-RX sponsored dragster) piloted his Scheid-built, Cummins-powered rail to a 4.27-second eighth-mile while competing at the Funny Car Chaos event in Ennis, Texas. With this inaugural low 4 in the books at Texas Motorplex, many are wondering how much further Robinson will dip into the 4’s this year. After all, at one time his dragster was a smidge quicker than the Scheid rail and seemed poised to go 3’s. Will 2022 be a history-making year for Robinson and his team? Only time will tell, and he certainly believes a record-setting pass is in his current parts combination. Source: funnycarchaos.com

HIGHLIGHTS Was The Felicity Ace Sinking Caused By BEV Fires? Within a report titled “ClosMuch has been reported about Felicity Ace, the cargo ship that burned for six days before sinking to the bottom of the Atlantic ocean. But the real burning questions are: what started the fire? Was it the electric vehicles onboard? And is that why the fire raged for nearly a week? BEV fires are some of the hardest blazes to fully extinguish, so it stands to reason that a possible problem with one or more of the Volkswagen ID.4 electric crossovers onboard could’ve led to the carnage. However, with the ship and its contents now 30,000 feet under, we may never know the true cause…

OEM NEWS Virtual Reality Entertainment Option in New Audi’s According to Newspress USA: “Audi is the first automobile manufacturer in the world to bring virtual-reality entertainment from holoride into series production. Beginning this summer, back seat passengers can put on virtual reality glasses (VR glasses) and immerse themselves in various media formats including games, films and interactive content.” One thing that really amazed us, the virtual reality will adapt to the vehicle’s movements. So essentially, your new Audi could also be a very realistic simulator. newspressusa.com

Source: www.providencejournal.com

WANT TO KNOW MORE? Head to DieselWorldMag.com/News for the latest diesel news developments. 20

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HOTPRODUCTS PRODUCTS 01

Duramax Performance Edge Products Pulsar LT – New Applications Pulsar LT has taken the market by storm and is extremely popular in the 2019-2021 GM 1500 market, so good in fact Edge’s engineering team has been diligently working to expand coverage and is now announcing three new sku’s for the 2015-2019 GM 2500HD/3500HD models. Including 6.0L Gas and 6.6L Duramax Diesel. Pulsar LT is unlike anything else on the market today for GM truck owners, with the control over their driving experience they’ve been begging for. Wrapped up in an easy plug-n-play device, and no ECM programming or ‘tuning’ required, Pulsar LT is a safe easy way to access GM truck features through the factory steering wheel controls. EdgeProducts EdgeProducts.com

03 Better Cooling Driven Diesel Fan Clutch Accelerator Switch - 6.0L Powerstroke

02 Slow The Go BD Diesel 6.7L Cummins Exhaust Brake It has been almost 30 years since BD Diesel first started making exhaust brakes. With that many hill and mountain roads experienced, BD used the knowledge gained to continue to deliver the best designed exhaust brake for the 2007.5-2017 Dodge 6.7L Cummins. Incorporating BD’s exclusive Variable Orifice Technology, BD’s solid, offset butterfly, spring loaded cylinder and pressure regulation provides up to 150 retarding horsepower throughout the engine’s RPM range - not just at high rpm like some designs that use holes or additional parts.

The Driven Diesel Fan Clutch Accelerator Switch for the 6.0L Powerstroke will give you some manual control of your electronic engine fan clutch. When enabled, the Fan Clutch Accelerator will cause your ECM to think that your Engine Coolant Temperature has increased, thereby causing your ECM to command more fan speed from the clutch. When disabled, the ECM will see the correct temperature from the coolant temperature sensor, and operate the fan normally. If you have experienced situations where your coolant and oil temperatures rise but you aren’t hearing your fan engage to aid in cooling, this is your answer. Driven Diesel StrictlyDiesel.com

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04 New HD Rubber Toyo Tires M325 Toyo Tires introduces the Toyo M325, an on/off-road heavy-duty all position tire that delivers durability, retreadability and a high return on investment. The newest edition to the Toyo Tires M-Line of commercial tires, this is the cornerstone of the company’s construction line providing full coverage for mixed service fleets serving the construction, mining, energy and logging industries. Through several years of real-world testing in severe duty applications, Toyo Tires developed a sturdy casing with e-balance technology that minimizes service growth of the tread profile and maintains a uniform and flatter tread radius for the entire life of the casing. The M325 also features a wide footprint with specially designed stone ejectors in every groove and a cut-and-chip resistant tread compound. For fleets that demand an even tougher tire, there is the M325 CR in size 11R24.5 with an extra tough cut-and-chip resistant compound and rugged sidewall protector for the most severe duty jobs. Toyo Tires USA ToyoTires.com

05 Big Brakes Wilwood 2019-2022 Ram 1500 Front Big Brake Kits Wilwood’s Rigid six piston TX6R Tactical Xtreme calipers and 16-inch rotors provide an added margin of safety and increased conﬁdence and control for towing, hauling, high speeds, desert pre-running, and mountain driving. The high friction 16-inch diameter GT60 curved vane rotors are Spec37 iron, an alloy developed for military use, and an inch larger than stock for increased brake torque and thermal capacity. Forged aluminum TX6R Tactical Xtreme calipers with reinforced end bridges for rigidity, paired with fade-free SmartPad BP-20 compound brake pads, deliver tremendous clamping forces to positively and consistently stop trucks and heavy loads. Engineered to work with the factory master cylinder and ABS computer system. Wilwood Disc Brakes Wilwood.com

06 Boost Tubes BD Diesel Ford 2011-2016 6.7L Charge Air Cooler Pipe Kit Factory plastic intercooler pipes are fragile and can burst due to temperature and pressure cycling. The Charge Air Cooler Pipe (CAC) Kit from BD is made of steel piping and high-pressure multi-layer silicone hose boots to prevent cracking and pipe failure. BD Diesel DieselPerformance.com

TECH |

DIESEL WORLD MAGAZINE

TEXT AND PHOTOS BY MIKE MCGLOTHLIN

CARNAGE CLINIC A

CUMMINS, DURAMAX, POWER STROKE —THEY ALL BREAK

s much as some of us hate to admit it, diesel engines do fail. Pushed too far, there is only so much stress an OEM rotating assembly or valvetrain will tolerate. And sometimes even balanced, blueprinted, and beefed up

power plants succumb to excessive boost, cylinder pressure, or even a ﬂuke hard-part failure. Whatever the case may be, no engine is immune to catastrophic damage if it’s leaned on hard enough. This month, you’ll ﬁnd a full-on carnage clinic, with various failures—from all

three brands—on full display. Bent and broken rods, dropped valves, cracked pistons, grenaded blocks, exploded CP4’s, smoked rod bearings, snapped crankshafts, and sheared transmission shafts. It’s all here for your viewing pleasure.

First-generation 6.7L Power Stroke rods are known to bend around the 650-rwhp mark, but in the early days of tuning the 6.7L it was common for it to happen sooner than that. This rod was pulled from an ’11-’16 Ford with an S400 and added fuel that came into LinCo Diesel Performance with a loss in compression… Thanks to better tuning, factory 6.7L Power Stroke rod failure isn’t very common at this point, and the larger OEM rods that entered production beginning with Job 2 ’17 model engines certainly helped, too.

If the big ends of these rod caps look like they got a little toasty (notice the bluing), it’s because they did. Lack of sufficient oil pressure at full load and high rpm thanks to an inconsistent oil pressure regulator smoked this 6.7L Power Stroke’s rod bearings. Low oil pressure is a common problem in the 6.7L Power Stroke, and it has the potential to become a huge problem once you double the factory horsepower.

The twin-piston Bosch CP4.2 high-pressure fuel pump has been used on the 6.7L Power Stroke since it debuted in ’11 and is a fairly neat, cost-effective piece. However, its tendency to self-destruct and contaminate the engine’s high-pressure, return, and low-pressure fuel circuits (usually due to air infiltration, believe it or not) is worrisome. A typical failure entails the roller tappet present in the bottom of the piston (shown) rotating within its bore, where its relationship with the camshaft it’s supposed to ride on changes drastically. From there, the roller tappet begins digging into the cam lobe, sending metal shavings through the rails, injectors, and even back to the tank. Here you can see the result of the CP4.2’s roller tappet digging into the camshaft. Although this type of failure occurs on 6.7L Power Strokes (and every engine equipped with a CP4.2, for that matter), it’s noticeably more common in the LML Duramax. More on that and why it’s so much more frequent on GM’s ’11’16 6.6L workhorse later. www.dieselworldmag.com -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- JULY I 2022 • DIESEL WORLD

TECH ›› CARNAGE CLINIC

Occasionally, a CP4.2 failure yields a few fireworks. This pump exploded and made a huge mess of fuel in the valley before killing the engine and getting towed in to Zeigler Diesel Performance. As previously mentioned, air infiltration is the biggest cause of CP4.2 failure (many times due to an improperly installed fuel filter, not priming the low-pressure fuel system after a fuel filter change, or running the fuel tank empty), but contaminated fuel or a lack of fuel system maintenance can do the trick just the same.

On the 6.4L Power Stroke, cracked pistons are a major concern. The failure is common in both high-horsepower and completely stock engines, but is most frequent in higher mileage candidates. It’s believed that the thin lip on the piston’s fuel bowl is to blame, as pistons employed in Navistar’s MaxxForce 7 engine (the commercial 6.4L), which feature a thicker lip, seem to hold up better to excessive heat and cylinder pressure. 32

Slipping the crank gear is a problem that surfaces when the 6.7L Power Stroke’s factory rotating assembly is tasked with handling hundreds of extra horsepower. And because the camshaft and CP4.2 are both driven off of the crankshaft, for obvious reasons this can spell disaster. To avoid it, many pull the front cover and TIG weld the crank gear to the crankshaft. For added insurance, some even weld the cam gear to the camshaft while they’re in here.

Eventually, the fatigued, heat-abused castaluminum 6.4L piston cracks, and the crack almost always spreads along the center line of the wrist pin from there. In nearly every scenario, the crack also begins at the lip of the fuel bowl. While the 6.4L can make nearly 600-rwhp in tune-only form, this particularly common failure understandably makes many ’08-’10 Ford owners nervous. It doesn’t help that the 6.4L is one of the most expensive diesel engines to rebuild.

TECH ›› CARNAGE CLINIC

This problem doesn’t result from horsepower, but it can happen in any engine that’s neglected. Active EGR, an active DPF and regen system, plus extended and possibly forgotten oil changes ended up bringing this 6.4L into JH Diesel and 4x4 with a major sludge problem. It’s said to be more prevalent in service or fleet trucks that spend inordinate amounts of time idling. To that we say remember this: idling is equivalent to traveling 25 mph…so make sure to factor that into your service intervals.

The 5R110W TorqShift enjoys a mostly positive reputation for being tough as nails in factory form, especially in the version used behind the 6.4L Power Stroke. However, RCD Performance was quick to show us what an aggressive 3-to-5 shift can do to the factory intermediate shaft. The splined end of the shaft was completely snapped off when the harsh gear change took place.

In the 7.3L world, stacking power on top of a powdered metal rod bottom end is a big no-no. The PMR’s (as they’re commonly referred) were phased into the 7.3L in late 2000 (which means ’01 model year trucks) and eventually replaced the forged-steel units, which came standard in all ’94.5-’00 engines. When this ’02 PMR-equipped 7.3L was saddled with larger injectors and tuning that called for aggressive low-rpm fueling (i.e. big torque), one of its eight powdered metal rods failed, breaking along the lower portion of the beam. The general consensus in the 7.3L aftermarket is to draw the line for a PMR engine at 400 to 450-rwhp, or 800 to 850 lb-ft of torque.

Depending on how much abuse they see, the 7.3L’s factory forged-steel connecting rods can handle 500 to 600-rwhp reliably, and sometimes even 650-rwhp. Eventually however, they will buckle under the strain of high boost and elevated cylinder pressure. Fortunately, forged-steel rods typically bend rather than break like the powdered metal units do, meaning you’re not searching for a fresh block when one fails. Here, a bent forged-steel factory rod out of a 700-rwhp 7.3L is pictured next to an aftermarket 4340 forged, I-beam rod from Manley.

TECH ›› CARNAGE CLINIC

Built engines break, too. In this case, a forged R&R rod residing in Unlimited Diesel Performance’s P-pumped 7.3L buckled while making more than 2,000 hp on the engine dyno. Admittedly, after two full seasons of truck pulling and dozens of dyno pulls, they knew the R&R units owed them nothing. Prior to the failure, UDP’s wild mechanical 7.3L—equipped with a 15mm Pump Doctor injection pump, Scheid billet triple-feed injectors, and a 4.4-inch Wimer turbo—produced an incredible 2,180 hp and 2,821 lb-ft of torque on Marlatt Competition Engines’ dyno.

The easiest way to identify a forged-steel rod from a powdered metal unit is by the rod cap fastener. Forged-steel rods secure the cap via studs, while PMR’s utilize bolts. Neat tidbit courtesy of Hypermax Engineering: the cut-off from 7.3L’s with forged-steel rods starts from beginning of production through engine serial number 1425746, and then 1440713 through 1498318 (when Ford/ Navistar reverted back to the forged-steel units in order to deplete its remaining inventory). Powdered metal rods infiltrated the 7.3L beginning with serial number 1425747, through 1440712. Following the reversion back to forged-steel rods, serial number 1498319 to final production were assembled with powdered metal rods. Twice the factory boost, stock valve springs, and a tachometer that read more than 4,000 rpm culminated in some pretty destructive valve float in this 7.3L. What’s left of one of the valves is embedded in the cylinder head. Further down the line, the powdered metal connecting rod also gave way during the melee. It’s proof that stacking even mild power adders on top of a mostly stock engine, combined with aggressive driving, can kill any reputable engine.

TECH ›› CARNAGE CLINIC

Cummins

There is abusive driving, excessive stress for stock parts to have to cope with, and then there are fluke failures that happen once in a blue moon. When this bone-stock 6.7L Cummins dropped a valve seat at 17,000 miles all hell broke loose in the cylinder. Of course, the failure was covered under warranty, but the Ram’s owner was out his workhorse—and a means to make a living—for nearly a month.

If an engine has a weak link, a shop like Hardway Performance can find it. An OEM 6.7L Cummins rod enters the danger zone around the 1,800 lb-ft of torque mark (roughly 900 hp), but of course any hard part can fail under a heavy right foot—and at any power level.

While we all love the quality of the products in the diesel aftermarket, there are certain areas where OEM parts should be adhered to. This is especially true in the maintenance department. Believe it or not, an off-brand oil filter came apart on this low-mile Ram 2500, clogged a couple piston cooling nozzles, and starved the pistons of oil in two cylinders. 38

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TECH ›› CARNAGE CLINIC

The right horsepower combination, good tuning, and a bit of luck kept Steven Giordano’s 5.9L common-rail alive for countless dyno pulls and bottom 7-second eighthmiles. Then a factory rod called it quits and exited the block in spectacular fashion. Prior to the ’06 Cummins’ abrupt end of life, Steven was able to squeeze as much as 1,370rwhp and 1,900 lb-ft out of it. Impressive to say the least.

Although you can get away with making fourdigit horsepower and (more importantly) 2,000 lb-ft on a stock bottom end common-rail Cummins for a little while, the factory rotating assembly won’t last forever—especially if it’s abused. Such was the case for this engine, the recipient of a windowed block. The owner was running big compounds, dual stroker CP3’s and sizable injectors, but also had a built backup power plant in the works. Needless to say he was fully prepared when this day arrived.

Don’t worry, plenty of Power Stroke and Duramax mills chuck rods, too, but being that the Cummins is the most commonly modified engine in the diesel segment lends itself to the majority of the crankcase failures we see. Here, another catastrophic connecting rod failure is on display, courtesy of Redline Diesel Power.

Duramax In the Duramax camp, it doesn’t get any more serious than a broken crankshaft. Even though the advent of billet cranks and alternate firing order camshafts has reduced the amount of high-horsepower 6.6L’s that experience this fatal failure, it does still occur. Typically, the factory crankshaft will break at the number one rod journal, usually as a result of excessive rpm and the large external counterweight. A standard firing order camshaft is also believed to do a number on the front portion of the factory crank as well. 40

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CP4.2 failure on LML Duramax’s is nothing new, but occasionally we come across a cataclysmic case where the pump literally blows apart. This casualty was discovered and dealt with at Lead Foot Diesel Performance. After the cam seized, the CP4.2’s aluminum case exploded. Air entering the fuel system, maintenance neglect, lack of a factory low-pressure fuel supply pump, and contaminated fuel are the primary culprits behind CP4.2 failure on the LML.

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As proof that the previous two CP4.2 explosions in this article aren’t flukes, here is yet another example. This one is brought to you courtesy of Isaac Griffith, owner of Peak Combustion in Home, Pennsylvania. It’s no wonder CP3 conversions are so popular.

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Each generation Duramax has its share of shortcomings. On the LB7 and LLY, the connecting rods were the weak link. On the LBZ and LMM engines the rods are stronger, but the pistons are on borrowed time around the 650-rwhp mark. Like most piston failures, the cast-aluminum factory units found in the LBZ and LMM crack along the center line of the wrist pin. A word of advice: if you’re pursing 600-plus horsepower with your ’06-’10 Duramax, stick with a single turbo. The added drive pressure that compounds add can kill stock pistons in very short order. 42

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As far as turbo trouble is concerned, only the IHI unit—the fixed geometry turbo employed on the LB7 Duramax—is known to fail catastrophically. Most failures come courtesy of an overspeed scenario after the wastegate has been disabled. Show an RHG6 IHI more than 30-psi of boost (and who knows how much drive pressure) and you find out the hard way that squeezing more than 500-rwhp out of the factory turbo wasn’t such a good idea.

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DIESEL WORLD MAGAZINE

he key to every memorable build is always a higher level of originality. When you create something that someone hasn’t seen before, your work automatically stands out from the crowd. One approach is to begin with an already unique vehicle, then ﬁnd a way to subtly rearrange all its dimensions. If you can pull it off, you will soon be pulling into the Winner’s Circle! That’s the approach that Paul Newman used when creating his latest full custom pickup. As the owner of Classic Muscle Motor Company in Daytona Beach, Florida, Paul has created dozens of automotive works of art over the years, each enjoyed for a while and then sold to fund the next shop project. While his business specializes in American-made muscle car creations and restorations, these specialty builds are a great way to showcase the talents of the team. It’s a way to give potential customers an opportunity to see their imagination and fabrication skills ﬁrsthand. “We always like to have a big, unique, show vehicle at the shop,” Paul told us and his latest project certainly meets that goal. His last two custom builds, a bagged 1951 Metro van and 1948 Chevrolet COE,

JUST A SIMPL 46

PLE BUILD… www.dieselworldmag.com -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- JULY I 2022 • DIESEL WORLD

12 Valve Cummins, nicely shoe-horned between the fenders.

JUST A SIMPLE BUILD… also on air, were over-the-top with a heavy dose of modern electronics and stereo. This time around, he opted for a simpler approach, aiming for something less complex yet distinctive in its own way. Here’s how it began. The ﬁrst step is always ﬁnding something genuinely unique, then formulating a plan to take it to the next level. Sometimes it begins with an idea and other times it’s a target of opportunity. That was the case when Paul came upon this rare 1942 ton-and-a-half Chevrolet pickup truck in North Dakota. Because of World War II restrictions, very few commercial vehicles were built during those years unless they were for the military. The potential of this old red farm truck was immediately apparent. It was in wonderful shape for its age and the original plan was to remove a few dents, add a few custom touches, and keep its patina. Obviously, a few things changed along the way. 48

Bumper were sectioned and stretched to match the new dimensions.

JUST A SIMPLE BUILD… Turning an 80-year-old truck into something that’s able to handle the demands of modern interstate trafﬁc means incorporating modern underpinnings. That began with a complete disassembly. The cab and the front end were removed to give the team the parameters necessary to lock in a modern chassis. It was important to include a number of essentials like power steering, power disc brakes, and just for fun, there was an idea about a diesel power plant. The team located a 1987 Chevy 3500 1-ton dually chassis, the perfect starting point.

Builds of this style just can’t be complete without a visor. 50

When the high volume of work at the shop began to divert attention from the project however, Paul’s buddy, Rich Romack from Purple Monkey Customs in Umatilla, Florida stepped in, adding dozens of details. While everything was apart, the frame was upgraded with a full air suspension, using Airmaxx bags, a pair of Viair compressors, and a 5-gallon reserve tank. Drop spindles brought the independent front end closer to the ground while the four link installed by Paul’s team established modern handling. It was also the

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JUST A SIMPLE BUILD… perfect time to power up the ride with Rich using a 12V Cummins turbo diesel from a late model Dodge. An adapter plate connected the motor to a heavy duty, 4L80 GM automatic trans with overdrive, managed by a Holley TCM controller. In stock form, the Second Gen Cummins sports a “p-pump” fuel injection pump, new injectors, a larger intercooler, and an upgraded Holset HX35W turbocharger. The exhaust was split, making both chrome stacks behind the cab functional. The combination revitalized the old truck although more power tweaks and engine detailing are already on the short list.

The interior is just as nice, if not nicer, than the exterior.

Although the new frame and powertrain established several fundamentals, it also created several more problems. With the front end and cab temporarily in place, Rich realized that major modifications to the length and width were needed. In order to have a bed that fit the new longer wheelbase, four aftermarket bed sides designed for ’47 to ’54 Chevrolets were needed to create one long bed. Two tailgates were also required to bridge the gap, carefully cut to retain the Chevrolet logo in the center. The next step was incorporating a set of aftermarket ’47 -’54 Chevy rear fenders, widening each by eight inches to accommodate the dual 22.5-inch Alcoa tractor trailer wheels. To allow the rims to use modern low-profile tires, they were trimmed to 22-inches. The front fenders were also sectioned, with the cut following the peak created by the art deco headlight fairings. Four-inch wide sheet metal panels extended them to match the wider wheelbase. Custom running boards, complete with external battery boxes, joined front and rear with a set of period-correct Chevy taillights adding to the mix. The final effort was stretching the old bumpers to match the new dimensions. The front bumper was cut in half and a second piece added to the middle. Bumper guards covered the welds. The rear bumper was also cut with the gap in the middle used as an opening for a trailer hitch. Rich raised the bed floor six inches, then added those eye-catching Cypress planks, accenting them with an epoxy pour and tiny LED lights between each plank. As the truck drew closer to completion, some elements of the plan took a detour. The well worn red truck was originally scheduled to be a rat rod, retaining its original patina. The recently fabricated bed however, was bright and shiny new metal. Rather than

JUST A SIMPLE BUILD… attempt to create a matching patina for the bed, the decision was made to transform the old Bowtie with a custom mixed shade of maroon. Lots of original parts remain that emphasize the vintage character of the truck like the grille, hood sides, door handles, and headlight buckets. The custom visor, cab running lights, stacks, and those wicked Ben Hur wheel spikes create an aggressive look. The final phase was the interior with the major revision being a relocated firewall to compensate for the new power plant. The dash was outfitted with modern Dolphin gauges along with an ididit tilt column and billet wheel as well as a Lokar shifter to control the 4L80. Bucket seats came from a late-model Chevrolet and leather and carpeting completed the upgrade. Stereo was omitted since driver and passenger probably couldn’t hear it anyway over the roar of the motor. The build took approximately nine months from start to finish and the truck has become an enjoyable weekend ride. Paul says, “It’s great fun to drive and it already has a Best of Show trophy to its credit. You will never see another one like it.”

Wheel spikes create an aggressive look. 54

What are Paul’s ﬁnal thoughts on this latest build? “We didn’t go crazy with the sound system or the interior. Our previous builds featured wild interiors, custom-made door panels, unique center consoles, navigation, elaborate stereos, backup cameras, and more. This was a much simpler build.” Sometimes less is more!

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TECH |

DIESEL WORLD MAGAZINE

TEXT AND PHOTOS BY MIKE MCGLOTHLIN

CLEAN DIESEL 101

HOW MODERN ERA EMISSIONS SYSTEMS WORK (AND FAIL)

f you’ve owned a diesel truck over the course of the last 15 years, chances are you’re well aware of the emissions systems that the latest oil-burners leave the factory with. You’re likely also familiar with how problematic some of these emissionsfighting components can be. If you’re new to the diesel game, intermittent emissions system-related failures are an unfortunate part of life for the owner of any modern diesel. But while emissions-quelling devices have added immense complexity to the present day diesel engine, they’ve also made it possible for them to burn cleaner, run quieter, and produce more power than ever before. For instance, the introduction of selective catalytic reduction (SCR), also known as urea injection, was often internally referred to as “horsepower juice” by GM engineers when the technology was introduced with the LML Duramax back in 2011.

Because one of the first emissions-curbing systems implemented on modern diesel engines was exhaust gas recirculation (EGR), we’ll begin by establishing which pollutant(s) EGR is designed to abate: NOx. NOx stands for nitrogen oxides, a chemical compound of nitrogen and oxygen that’s produced during the combustion of fuels, and in particular at high temperatures. NOx emissions are known to contribute to smog and have also been linked to respiratory diseases.

Particulate matter (PM) is also viewed as a considerable public health risk. It too is produced during combustion, and is made up of both solid particles and liquid droplets. The chemical makeup of PM is highly complex and particle sizes range from viewable to the naked eye to so small a high-powered microscope is required to see them. Although larger particles (known as PM10) often end up on the ground, fine particles (referred to as PM 2.5) can remain airborne indefinitely, making them inhalable.

With emissions regulations here to stay, it’s time to familiarize yourself with the parts and pieces that handle the dirty work on a late-model diesel. From exhaust gas recirculation (EGR) to the diesel particulate filter (DPF), and diesel oxidation catalysts (DOC) to SCR, each system has a specific job to do. Whether it’s eliminating particulate matter (PM) or converting nitrogen oxides (NOx) into harmless nitrogen, water, and carbon dioxide, a modern diesel’s multiplex of pollution controls all work together for what amounts to near-zero emissions leaving the tailpipe. Here, we’ll not only get you acquainted with all the acronyms you’ll come across in the emissions alphabet, but we’ll also highlight the key failure points in all of these systems.

Hydrocarbons, which are comprised of hydrogen and carbon, are believed to be a major contributor to global warming. However, it’s important to remember that hydrocarbons are the reason fuels combust. That said, without the perfect amount of oxygen involved in the combustion process some hydrocarbons escape the cylinder. The more incomplete an engine’s combustion is, the more hydrocarbons enter the exhaust system. Insufficient combustion produces carbon monoxide (among other byproducts), a greenhouse gas. www.dieselworldmag.com -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- JULY I 2022 • DIESEL WORLD

TECH ›› CLEAN DIESEL 101

Other than the turbocharger (yes, believe it or not a turbo is part of a diesel’s emissions system), not much existed in the way of diesel emissions equipment back in the 1990s. This emissions label pulled from a 1997 model year 7.3L Power Stroke lists its emissions equipment as the ECM (electronically controlled injection cleaned up combustion considerably), TC (turbo charger), DI (direct injection), and OC (oxidation catalyst).

In recent years, greenhouse gas emissions have been the primary target of regulations passed by the Environmental Protection Agency (EPA). The biggest contributor to greenhouse gases, among human activities, is carbon dioxide (CO2). And although CO2 is naturally present in what’s known as the Earth’s carbon cycle, CO2 emissions from fossil fuel consumption is said to be altering this natural carbon cycle by adding excessive amounts into the atmosphere. This, we’re told, is a major factor in climate change.

Oxidation catalysts have been employed on diesels for more than 25 years. However, there are two different styles, which are oftentimes confused. The older versions are often even referred to as catalytic converters, likely due to these early versions of oxidation catalysts appearing similar to the catalytic converters found on gasoline vehicles. Old-school oxidation catalysts, thanks to their lack of precious metal makeup, were only minimally effective in reducing emissions. More on modern day oxidation catalysts like the one shown here, and that are technically called diesel oxidation catalysts (DOC), in a bit.

Beyond what had already been implemented in the 1990s, NOx emission regulations tightened up considerably after the turn of the century. By January 1, 2004, all engine manufacturers had to meet the new NOx standard of 2.0 g/bhp-hr, although a handful of them had to adhere to the new NOx levels 15 months ahead of time. Navistar (as well as six other diesel engine manufacturers) settled a 1998 NOx emissions cheating scandal by way of consent decree, which helps explain why the EGRequipped 6.0L Power Stroke debuted in the fall of 2002 (’03 model year), one year ahead of the deadline, and met the 2.0 g/ bhp-hr NOx standard right out of the gate. 60

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Similar in function to what you’ll find on a modern gasoline engine, exhaust gas recirculation routes a portion of exhaust gases back into the intake tract. EGR’s primary mission is to reduce NOx emissions, and it accomplishes this by helping to cool in-cylinder combustion temperatures. By being almost completely void of any oxygen, exhaust gases deny the engine the O2 atoms that are required to develop NOx.

Because EGR systems reuse hot exhaust gases, cooling of the system is paramount. Prior to reentering the engine’s intake tract, exhaust gases are routed through an EGR cooler (or coolers). The EGR cooler(s) drops exhaust gas temperature by as much as 800 to 1,000 degrees, but needs engine coolant in order to pull off the feat.

As you can imagine, an EGR system is very hard on engine coolant. Any time coolant supply to the EGR cooler is restricted or stopped big problems can arise. In the case of the 6.0L Power Stroke, where the oil cooler is notorious for blocking coolant flow, the EGR cooler becomes super-heated and the welds are known to rupture. Over time, EGR coolers are also infamous for becoming restricted due to internal carbon and soot buildup.

EGR gases are metered either on the hot side (before entering the EGR cooler) or cold side (after leaving the EGR cooler). Pneumatic, hydraulic, and electric actuation have all been tried, but electric actuation is the preferred method today. Like the EGR cooler, the EGR valve is susceptible to carbon and soot buildup, which can eventually cause the valve to “stick” or stop functioning altogether. Because the EGR valve lives in such a dirty environment, the more powerful the electric motor that actuates it the better.

As was previously alluded to, there are cold-side EGR and hot-side EGR valves. It’s believed that hot-side EGR valve locations, such as is the case on the 6.7L Power Stroke, are less prone to gumming up with carbon thanks to the higher heat they see. By comparison, the cold-side EGR valve employed on the 6.0L Power Stroke (shown) has a reputation for “sticking” within 20,000 miles. 62

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Regardless of EGR valve location, it will likely fail to properly function eventually. Regular EGR system maintenance or cleanings (such is recommended for the 6.7L Cummins) can help cut down on EGR valve failure rates. Full disclosure: cleaning up an EGR valve isn’t a quick process. The carbon mix of soot, unburned fuel, and oil-laced blow by gases can be laborious to remove, and special care should be taken not to damage the EGR valve. As we steer the emissions conversation toward particulate matter, it can’t be overstated how important a turbocharger is in minimizing PM. Keeping an engine in the meat of its torque curve is a big reason why variable geometry turbocharging technology debuted on diesel trucks. Not only do you get tremendous drivability over a fixed geometry unit, but when instances of being “under the turbo” are eliminated, so is excess PM. This intake manifold off of an EGR-equipped Volkswagen Jetta TDI shows that carbon buildup can also restrict your engine’s ability to breathe. The diameter of these ports was reduced by more than 50-percent, which explained the car’s drop in fuel economy and lack of power. This is the dark side of diesel emissions—where your engine gradually loses power and efficiency over time. The EPA’s first notable push to reduce particulate matter emissions came on January 1, 1991, when the standard became 0.25 g/ bhp-hr. Cummins fans will note that this is when the VE-pumped 5.9L became the recipient of revised piston bowls and an intercooler (i.e. ’91.5 models). Just three years later, PM standards dropped to 0.10 g/bhp-hr and Cummins responded with redesigned pistons and the higher pressure P7100. By 2007, the standard allowance for PM was reduced by a whopping 96-percent from the 1991 standard, to 0.01 g/bhp-hr. This is the reason the diesel particulate filter (DPF) came into the fold. 64

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Located downstream in the exhaust system, the DPF’s job is to trap particulate matter (soot) in order to keep it from leaving the tailpipe. Precision use of high-pressure common-rail injection systems and variable geometry turbo technology help keep the DPF from quickly filling up with soot, but there is more to it than that. Every DPF must be periodically cleaned, and most (if not all) will require eventual replacement should the engine have a lengthy service life.

Speaking of cleaning the DPF, it’s performed through a process called regeneration. There are two general types of regeneration: active and passive. Active regeneration occurs when the ECM detects a pressure differential between the inlet and outlet of the DPF and calls for more fuel, retards injection timing, and builds higher exhaust gas temps, effectively incinerating the soot accumulate in the DPF and turning it into ash. Passive regeneration takes place when the engine is being loaded hard (such as in a heavy tow situation) and EGT remains elevated above a certain threshold. A third form of regeneration, called service regeneration (or manual regen), can be performed electronically while the truck is being serviced.

While the service life of a DPF varies, at some point regeneration cycles will no longer be able to sufficiently clean the filter. In these instances, the DPF either has to be replaced or removed and cleaned. This is a cost, especially since it’s one that’s incurred as the truck begins to show its age, that many diesel owners dislike footing the bill for. Another type of failure, where the factory DPF develops a leak, is less common but not unheard of. But where does the additional fuel that’s required to perform a regeneration cycle come from? Depending on the specific engine you have, additional fuel can either be injected on the exhaust stroke, thereby sending excessive heat toward the DPF (6.4L Power Stroke), or through what’s known as a ninth injector (shown), positioned before the diesel oxidation catalyst but before the DPF (LML Duramax). The major drawback of the former method causes cylinder washing and leads to inevitable dilution of engine oil. With either regen method, fuel economy is reduced.

TECH ›› CLEAN DIESEL 101

Perhaps the biggest headache surrounding the modern diesel exhaust aftertreatment system isn’t the DPF, or any of the major components, but rather the sensors they rely on. EGT sensors, DPF pressure differential sensors, and NOx sensors are all notorious for failure, setting off CEL’s, killing fuel economy, and hindering performance when they do. In fact, the primary pieces of late-model diesels’ exhaust systems are fairly proven and robust. It’s the sensors that nickel and dime many truck owners.

Beginning on January 1, 2010, engine manufacturers had to adhere to the new, more stringent NOx limit of 0.20/bhp-hr, which was phased in between January 1, 2007 and January 1, 2010. While most OEM’s held out until 2010 to make drastic engine changes, at the 2010 deadline more than EGR was required to bring NOx output down to the new limit. Enter selective catalytic reduction (SCR), the aftertreatment fix for in-cylinder NOx emissions.

To meet the more stringent NOx standard, both Ford and GM added selective catalytic reduction to their engines (the 6.7L Power Stroke and the LML Duramax) for the ’11 model year. And because SCR is so effective at lowering NOx emissions, it allowed both Ford and GM to add more heat in-cylinder without having to introduce more EGR. This led to higher horsepower, more torque, and vastly improved fuel economy over the previous 6.4L Power Stroke and LMM Duramax models. Thanks to living off of accumulated emission credits, it wasn’t until the ’13 Rams were introduced that Cummins added SCR technology to the 6.7L.

So how exactly does SCR work? It calls for diesel exhaust fluid (DEF) being injected, via a doser valve, after the diesel oxidation catalyst but before the SCR catalyst (which is packaged in front of the DPF). DEF creates a chemical reaction whereby NOx is converted into nitrogen, water and a small amount of carbon dioxide before it leaves the tailpipe. Like the problematic sensors associated with aftertreatment systems, DEF doser valves are a common failure item, too. 68

TECH ›› CLEAN DIESEL 101

Similar to the way diesel in the fuel tank keeps the engine running, DEF in the DEF tank keeps the emissions system functioning properly. DEF refill intervals vary depending on how you use your truck and work your engine, but as fuel usage increases so does DEF. And as the majority makeup of DEF is water, it will freeze in colder climates. This isn’t an issue when the factory DEF heater functions—but unfortunately they do fail, which can cause the DEF in a full (or nearly full) tank to expand as much as 7 percent, damaging it. The freeze point for DEF is said to be 11 degrees F. Surprisingly simple, DEF is made up of a mix of 67.5-percent deionized water and 32.5-percent urea. A compound in nitrogen, urea transforms into ammonia when it’s heated, and when it joins forces with oxygen converts nitrogen oxides into the aforementioned nitrogen, water and carbon dioxide—the levels of which are nearzero at the tailpipe. Unknown to some, DEF is highly corrosive, even to copper, brass, and metal. Handle it with care (although it’s not toxic to bare skin) and promptly clean up any spills. In addition, DEF has a shelf life. In ideal conditions that shelf life is roughly two years, but in order to achieve that it must be stored at the right temperature (this ranges from brand-tobrand and can be anywhere from 12 degrees to 86 degrees F) and purchased near its manufacture date.

It would be negligent to talk about how far diesel emissions have come over the last 30 years without covering common-rail injection. Having precise electronic control over an ultra-high-pressure fuel injection system was the game-changer, and it’s why the Duramax debuted with the technology in ’01, Ram/Cummins switched to it in ’03, and Ford/Navistar got with the program in ’08. 70

In addition to the main injection event, quick-firing piezo or advanced solenoid style injectors are capable of performing pilot injections (for noise) and post-injection events for PM control. With roughly 30,000 psi to play with (36,000 psi in some applications), it’s no wonder modern diesel engines are the most powerful and the cleanestburning they’ve ever been.

TECH |

DIESEL WORLD MAGAZINE

TEXT AND PHOTOS BY MIKE MCGLOTHLIN

DEFYING THE ODDS

HOW 7.3L’S ARE MAKING QUICK AND CONSISTENT 7.70, 6.70, AND 5.90 INDEX PASSES

As horsepower increases and drag racing goals become more serious, the 7.3L Power Stroke inevitably requires a built bottom end. Upgraded rods, thermal and dry-film coated pistons, crankcase girdles or bed plates, ARP main studs, half-filled water jackets, and fire-ring grooves are all employed to ready a 7.3L for elevated boost and cylinder pressure.

veryone loves an underdog. And in the world of diesel drag racing it doesn’t get much more “long-shot” status than it does with the 7.3L Power Stroke. Still, there are a select few that continue to choose to campaign these early electronically-controlled relics in modern times. It’s a race program that’s built on some of the most cuttingedge 7.3L parts you’ll find anywhere, but believe it or not the horsepower recipes are simpler than one might initially think. Big hybrid injectors, increased high-pressure oil volume, ample low-pressure fuel supply, and sound PCM tuning all allow the factory HEUI injection system to be retained while making north of 1,000 hp. And taking cues from the Cummins crowd, big single turbochargers and nitrous are the norm as well.

While built engines are typical (as well as advised) for index racing 7.3L’s, it isn’t completely necessary. Take Matt Maier’s 7.70 Index OBS Ford for example. He competed on a stock forged-rod bottom end for years before the engine dropped compression (due to bent rods), forcing him to break the seal and make some upgrades.

This month, we’re showcasing several examples of 7.3L owners who race in the Outlaw Diesel Super Series’ 7.70 Index, 6.70 Index, and even its 5.90 Index classes. In the eighth-mile, two of them have even dipped deep into the 5’s, including a 5.46-second blast and a 5.72-second effort. The 7.70 Index candidate has been as quick as 7.0 in the ‘660, 11.0 in the quarter, still gets daily-driven, tows, hauls, and regularly partakes in cross-country camping trips. To watch these trucks continue to defy the odds in diesel drag racing, look for them at an ODSS event near you this summer.

While there are many weak links within the 7.3L’s factory long block, the primary reason for reinforcing one for coping with higher horsepower is due to the stock connecting rods’ propensity to fail. High-quality, proven aftermarket replacements include the forged Ultimax rods from Hypermax, Carrillo’s H-beam units, the ProHD series from Brian Crower, and the Pro I-beam rods offered by Manley (shown here). www.dieselworldmag.com -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- JULY I 2022 • DIESEL WORLD

TECH ›› DEFYING THE ODDS

OEM-derived, cast-aluminum pistons are par for the course in most built 7.3L engines in index racing, albeit with a few key tweaks. De-lipping (removing the sharp edge from the factory fuel bowl), valve relieving (typically for high-rpm valve clearance), and special coatings are all common here, the latter usually consisting of a ceramic, thermal barrier up top to hold up to extreme EGT and a dry-film lubricant for reduced friction on the skirts. We’ll note that low-friction, DLC coatings are used on 7.3L wrist pins in many circumstances, too.

In the same arena as a factory 12-valve Cummins head, the 7.3L’s cast-iron heads flow terribly in stock form. This produces a fuel-only horsepower wall of roughly 650rwhp on most trucks. Shops like Carson Stauffer, Swamps, and Crutchfield Machine have seen tremendous results from porting 7.3L heads, the latter company having sponsored a set that unlocked an additional 100hp in Brian Jelich’s ’00 Super Duty—a 1,000hp truck that was both streetable and running 6’s in the eighth-mile at the time.

Although it took years to get manufacturers to bring an aftermarket camshaft for the 7.3L to market, the results—especially when combined with the aforementioned ported heads—have been impressive. With a cam like what’s offered by Colt Cams or Gearhead Sales you have the ability to both introduce fresh air quicker and rid the cylinders of heat faster, which means quicker spool up, added high-rpm power, and reduced EGT. A cam upgrade isn’t a prerequisite for a highhorsepower 7.3L, but it certainly makes one more drivable on the street and user-friendly at the track.

For their ability to hold down the fort, even in non-fire-ring applications that see 75-psi of boost, ARP head studs are up to the task. In fire-ringed engines, upward of 75-psi (along with triple-digit drive pressure) remains a non-issue for these time-tested fasteners. 76

TECH ›› DEFYING THE ODDS

In nearly every high-horsepower 7.3L build these days, you’ll find a dual highpressure oil pump combination lurking at the front of the lifter valley. Whether it’s a dual HPOP kit from Full Force Diesel or a Swamps Gen3 residing over a stock HPOP, either combination can support the high-pressure oil needs of virtually any 7.3L injector ever offered. Supported by a higher volume low-pressure oil pump such as a Melling LPOP or especially DieselSite’s LPOP, there is no stopping a dual HPOP 7.3L from feeding all the oil in the world to a set of massive injectors.

A key piece in the power-making puzzle is a sufficient low-pressure fuel supply system. A minimum of 65-psi needs to be delivered to the 7.3L’s injectors at all times, along with ample volume. Most aftermarket or homemade competition fuel systems entail at least ½-inch diameter feed lines, larger supply fittings in the heads (typically -6 AN), and a reputable lift pump along the frame rail. Fuelab or Aeromotive pumps usually get the nod in competition applications.

Competition level injectors used in the 7.3L realm range from 350cc hybrids equipped with 200-percent larger nozzles to 400cc, 400-percent over nozzle hybrids, to 455cc hybrids with 400-percent larger nozzles. In each instance, and with the right amount of low-pressure fuel supply (lift pump) and injection control pressure (ICP, or high-pressure oil) on tap, either size injector can support well north of 1,000 hp with the right amount of air (i.e. turbo and nitrous).

To keep fuel flow consistent to each cylinder, regulated return systems have not only become standard on competition 7.3L engines, but on modified 7.3L’s in general. Both fuel rails are tied in together via a bypass adjustable fuel pressure regulator, where the aforementioned (and optimum) 65-psi or higher pressure is set.

Be it due to avoided complexity, 444 cubic inches generally not having a problem with spooling a big single, or the fact that a single charger is easier on an engine, compound turbos aren’t common in the big power realm of the 7.3L segment. After all, a moderately-sized S400 frame turbo can be brought to life fairly quick during staging (such as in Matt Maier’s 7.70 Index case with an S467.7), and a small spool jet can help spin up a larger S400 if needed (such as in Brian Jelich’s 5.90 Index case with an S480). Here, the T4 turbo mounting system from Irate Diesel Performance aboard Matt Maier’s OBS is on display. For comparison sake, Brian Jelich’s higher-flowing T6 system was custom-fabricated by Paul’s Custom Fabrication and Machine for his one-off, front-mount-type turbo application. 78

TECH ›› DEFYING THE ODDS

While we could see more GT55 Garrett stuff creep into the 7.3L index racing world at some point, for now the BorgWarner S400 seems to be the snail of choice. But that doesn’t mean that all S400’s are created equal. In Matt Maier’s aforementioned 7.70 setup, a box T4 S467.7 FMW does the trick. However, in Brian Jelich’s 5.90 application—where elapsed times occasionally push into Pro Street territory—a T6 flange S480 from KC Turbos is employed. Jelich’s S480 is shown here, with the 80/96/1.32 A/R charger’s billet 13-blade compressor wheel exposed.

To be sure, all 7.3L’s are fuel-limited thanks to the HEUI system. This is why nitrous plays a role in making them competitive. And even though Matt Maier’s OBS Ford can run 7.70 Index on fuel, his 7.0 (eighth-mile) and 11.0 (quarter-mile) passes were only possible on spray (and equates to about 900-rwhp on spray, vs. 650-rwhp on fuel). As for Zack Pierce’s 6.70 and potentially soon-to-be 5.90 Index crew cab Super Duty, a fair amount of N20 is on tap to get his behemoth turning in the ET’s and trap speeds it does. As for Brian Jelich’s 5.90 setup, a surprisingly mild, two-stage setup is all he campaigns.

A whole other rabbit hole within the top ranks of 7.3L racers is tuning, and how tuners go about getting the most out of the giant hybrid injectors they’re forced to tame. Some tune their own while others rely on time-tested, track-proven calibrators to write their race-winning files for them. Regardless who is hitting the keystrokes, by and large most PCM’s are tuned using Power Hungry Performance’s Minotaur software—and most of those run a PHP Hydra Chip. 5.90 racer Brian Jelich tunes his own truck (and does so under the Jelibuilt Performance nameplate) while 7.70 driver Matt Maier prefers Gearhead Sales handles his.

Two-stage nitrous arrangements gets most index racing 7.3L’s where they need to be, but Matt Maier’s setup, which has been pushed north of 1,000 hp several times on the chassis dyno, holds a third stage (and a .157 jet) in reserve. Believe it or not, to make consistent 5.90 passes Brian Jelich’s nitrous arrangement only entails the use of a 0.30 spool jet and a .070 jet to get the job done.

TECH ›› DEFYING THE ODDS

Obviously most 7.3L die-hards are dyed-in-the-wool Ford fans also, which helps explain why the E4OD or 4R100 transmission usually remains in the mix when they take things to the next level. Brian’s Truck Shop, John Wood Automotive, Wyse Auto Repair, and Twisted Diesel-built transmissions have all been tried behind high-horsepower 7.3L’s with great success. The former builder was responsible for this one, a Level 4 version mounted in Brian Jelich’s 5.90 Super Duty. It conceals an Aermet input shaft, an oversized 300M intermediate, and a 300M output, along with a billet-steel forward drum and overdrive planetary, and a spragless, 1,900-rpm stall Precision Industries converter. Shift points and converter lockup are commanded via a TCM-2800 from Powertrain Control Solutions.

To get around the intermittent shifting issues caused by the OBS Ford factory electronics (in short, they can freak out when the transmission requires an upshift five times sooner than stock), Matt Maier built his own shift box. By having full control over both his shift points and when he locks the torque converter, Matt’s consistency at the drag strip improved considerably.

Matt Maier’s racing days go way back with his ’97 F-250, a truck he’s owned for 15 years now. With a solid 7.70 Index program, Matt went rounds at nearly all the national events he attended, and even won the 11.90 Index class two years in a row at the former Diesel Thunder race in Mississippi. When leaned on, his OBS has been as quick as 7.0 in the eighth and 11.0 in the quarter—not bad for a daily driver that still tows a 40-foot gooseneck!

Zack Pierce has been a regular 6.70 Index competitor on the ODSS scene over the years and claimed Third in points in 2021. Now, after having shown what his ’02 F-250 was truly capable of at Diesel Truck Wars last fall, he appears to be setting his sights on running 5.90 Index. With a 5.72-second pass at 122 mph under his belt at that event, his crew cab Super Duty definitely has what it takes to go rounds in a quicker racing category.

Though Zack will have to slow things down to run 5.90, it’s always easier to pull fuel and back things off than it is to have to engage in an all-out effort each pass. But even detuned, the big red Ford will have to apply roughly 1,300 hp to the track in order to turn in consistent 5.9-second passes. Based on what we’ve seen in the past, somehow we think his equipment will be up to the challenge…

TECH ›› DEFYING THE ODDS

Back in 2018, this was the 6.70 Index recipe Zack Pierce was running, but all of it is different now. Instead of the big single being mounted in the traditional location at the back of the lifter valley, the turbo (a larger, Garrett GTX5020R) is front-mounted. A 100-psi, Petersonsourced wet sump oil system is in play now, too, along with a set of big-valve, worked-over Crutchfield Machine heads.

At 5,900 pounds, Zack Pierce’s first-generation Super Duty is about as stripped down as it gets—just look at the interior. More than 1,400 to 1,600 pounds has likely been removed from the crew cab short bed’s original heft.

David Beach’s super cab long bed OBS is yet to officially enter the ranks of ODSS, but under a previous owner it went 6.68 at 107 mph. In all likelihood that means David will be gunning for 6.70 Index. At approximately 6,600 pounds, running the class will call for roughly 1,100 hp each pass, not a big deal with a bit of spray. Already having a 7.70-second (low 12-second) Super Duty in his stable, making the jump to a quicker racing category is well within David’s (and his truck’s) capabilities.

With a race weight of 4,300 pounds, the built 7.3L engine in Brian Jelich’s fiberglass ’00 Super Duty barely breaks a sweat when it makes passes in 5.90 Index. In fact, Brian’s quickest pass in the truck so far, a 5.46 at 127 mph, required somewhere in the neighborhood of 1,250 hp at the wheels—which is far from leaning on the engine. With a brand-new 7.3L fitted with the latest and greatest parts in the works, expect more spray to be used during the course of his next “hero” pass—and a trip noticeably deeper into the 5’s. 84

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April 9th Sacramento CA April 24th Siskiyou Diesel OR May 7th Randy’s Transmission UT May 14-15 Music City Showdown Nashville June 3-5 UCC Indiana July 30th Pure Addiction OR August 6th Colorado August 27th Daily Driven ID Sept 10th DPS WY Sept 17th Edge UT Sept 24th Flog UT Oct 1st Spokane WA

April 9th Sacramento CA April 24th Siskiyou Diesel OR July 30th Pure Addiction OR August 6th Colorado Oct 1st Spokane WA

TECH |

DIESEL WORLD MAGAZINE

TEXT AND PHOTOS BY JACOB WHITE

PROJECT MY2K: PART 6 BUYING USED AND GETTING BACK TO BASICS ver the course of it’s nine year run of production, International produced almost 2-million 7.3L Power Stroke engines for Ford. Yeah, 2-million engines for the 1994-2003 Ford trucks, most of which we’d dare bet are still out there chugging along. That big cubic inch diesel engine was a workhorse in it’s day and was of

O 88

the big reasons the Ford Super Duty introduced in 1999 was so successful. We picked up this 2000 F350 this past year from the original owner with the intentions of building a solid daily driver, capable of doing just about anything we asked of it and so far, it’s headed right down that path. With what is not considered ‘low-mileage’ for a 7.3L truck, at only 165,000 miles

she runs great but still needs some work in places. Most recently, we finished up the installation of new rotors and pads, upgraded the high pressure oil system and have even done the basic power adding package with an intake, exhaust and tuning from Edge Products. But even more recently than that, that

After 20+ years on the road, it’s not surprising to have a few random leaks pop up on you every now and then. In the 1999-2003 7.3L applications, the factory fuel bowl is prone to leaking from time to time, especially around the rear drain valve. Riff Raff Diesel offers a complete Fuel Bowl Reseal kit that will give you every little O-ring you’ll need to completely seal this setup back up.

Obviously there is going to be some fuel lines you’ll need to disconnect, like this main return line right here in easy view/ access. But be prepared to fight a little to get to the lower main feed fitting and the smaller cylinder head feed lines located on the lower passenger side of the bowl.

diesel motor has done what the 7.3L was most likely best know for, leaking. While it’s common to leak some oil from a few places, this time the truck developed a fuel leak that took a little bit of time to chance down, but some diagnostics and the trail of diesel led us right to the engine valley where a steady stream of fuel dripped off the fuel filter housing. Because the 7.3L Power Stroke uses a higher pressure fuel pump down on the frame rail, to pressurize the fuel system up to around 55-57psi, after 20 years of service, it wasn’t too surprising to find some of the fittings and O-ring seals losing their ability to seal. Since this is a fairly common issue on this truck, and there are still so many of them out on the road, Riff Raff Diesel took the time to develop a complete fuel filter bowl rebuild kit that includes every O-ring and seal you’d need to completely go through that filter housing. New sealant for a couple of the threaded fittings, new O-rings for the fuel bowl heater element and drain valve and all

The fuel bowl is mounted to the engine with two 13mm bolts that run through the front of the timing cover, but with the four fuel lines disconnected and the electrical connections undone (like the water in fuel sensor), removing those two bolts allows you to take the bowl right out of the engine valley to service on the bench.

With the fuel bowl lid removed, we could discard the dirty used fuel filter and start removing the factory fittings and hardware to be resealed. The kit from Riff Raff is as complete as they come and will replace everything on the fuel bowl, they also include new fuel line fitting seals.

TECH ›› PROJECT MY2K: PART 6

The most common place for leaks on the fuel bowl is this drain valve located on the back side of the filter housing. The O-rings can harden and lose their ability to seal, so the Riff Raff kit uses a fluorosilicone O-ring here that ensures an excellent leak free seal for probably longer than the truck will last.

The sensor located next to the drain valve is the water in fuel sensor and the fuel heater, the kit includes replacement O-rings for both as well.

With everything removed from the fuel bowl, we decided now would be a great time to give it a full cleaning. The years of gunk and build up that had settled in the bottom of the bowl was rather disgusting and while some brake clean and a rag would probably do the trick, this was the perfect opportunity to use our new ultrasonic cleaner.

new seals for the flared hardlines that feed fuel in and out of the bowl itself. The Riff Raff Fuel Bowl Seal kit includes a total of 11 O-rings, including two fluor silicone O-rings developed specifically to replace the original yellow O-rings found on the fuel bowl drain valve, one of the most common places to leak on the filter bowl. The factory O-rings get hard over time and lose their ability to keep a solid sealing surface, so this inexpensive kit ensures no leaks, with a seal that will probably outlive the rest of the truck. The fuel bowl can be removed from the engine in 45-minutes to an hour with some simple hand tools and is simple to rebuild on the bench, just be sure to take your time and be patient as some of the fuel lines can be a challenge to reach with your combination wrench. We found that unbolting our air intake heater and glow plug relay bracket from the cylinder head really helped gain some access to the lower cylinder head feed lines.

After only 15-seconds in the ultrasonic cleaner and a simple soapy water solution, the fuel bowl came out looking like brand new both inside and out and we could start re-assembly with the new O-ring and sealant kit.

Since the factory fuel return parts were going to be removed, we also opted to upgrade the fuel system with Riff Raff’s simple Fuel Rail Crossover (FRx) kit, which replace the factory return fitting on the side of the bowl and allows the installation of two new fuel return lines to be added, eliminating the factory ‘dead head’ fuel system. The 7.3L Power Stroke uses

First up, resealing that factory drain valve. We had to use a small pick tool to get the hardened original yellow O-rings removed from their seat. The new O-rings fit perfectly in place and should ensure thousands of trouble free miles.

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TECH ›› PROJECT MY2K: PART 6

Notice the difference in the two used seals on the left and the brand new seals on the right? The years and the miles have taken their toll on those originals, and if they weren’t already leaking it’s apparent, they weren’t far from it.

A seal often overlooked, but that can also leak easily if not replaced is the rubber seal found on the ends of each hard fuel line. These seals will be found inside the brass fittings, and you’ll have to fish around for a minute with a pick tool to slide them out from within the brass nut. Once the two are separated, you can remove the seal from the end of the flared fuel line and slip on the new seals from the Riff Raff kit. one fuel line to feed each cylinder heads fuel rail that feeds the injectors. But these rails just come to a dead so unused fuel just stops when it reaches the end of the head until the next injection series can use it. This isn’t the most efficient setup, and the FRx kit allows you to replace the plugs found at the end of the fuel rails and install two fuel lines that return to the fuel bowl. This in effect completes the system so that fuel can cycle endlessly as needed, improving efficiency within the fuel system which equates to happier injectors, and a smoother quieter idle. The kit also includes three different return springs for you to choose from, so you can change the fuel pressure, Riff Raff has found that upping the pressure from the factory 57psi to 65-psi offers better performance and efficiency all the way around. This is an inexpensive kit that can really offer some solid benefits in engine run quality you’ll notice the first time you fire it up. Upon final installation of freshly rebuilt fuel bowl, we also made sure to install a brand new fuel filter and top it all off with one of Riff Raff’s billet fuel filter caps. This trick cap replaces the factory plastic style cap that 92

While the fuel system was torn apart, this seemed like the perfect opportunity to also do some upgrades like the Fuel Rail Crossover (FRx) also from Riff Raff Diesel. This simple kit allows the cylinder heads, which dead head from the factory, to return fuel to the fuel bowl to help quite down the engine idle and allow full circulation of any unused fuel in the system. They also include a couple different springs to allow you to adjust your fuel pressure from stock.

The FRx block installs right in place of the factory return fitting located on the driver side of the fuel bowl. The factory return line will thread right in place, and two new fuel lines will be added to the system. One running from the back of the driver cylinder head and one from the front of the passenger head.

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TECH ›› PROJECT MY2K: PART 6

This shows where the new Riff Raff FRx fuel line is routed into the driver side cylinder head. The factory fuel rail within the head normally just dead ended here, but removing the factor plug and threading in a new AN style fitting allows that fuel to now return to the bowl. This offers better injector performance and a quitter, smoother idle from the engine.

With the fuel bowl reinstalled and the FRx added to the system, we finished it all off with the billet fuel cap that Riff Raff produces as well. The factory bowl uses a cheap plastic style cap that can be prone to cracking or stripping when trying to service the fuel filter. With the billet cap, we not only have a sturdier reusable lid, but it looks good under the hood too.

is prone to cracking and stripping when trying to service the fuel filter, plus it adds a nice look under the hood. With our fuel leaks taken care of, we also spent some time this month upgrading the exterior of the truck with some new headlights and turn signals to replace the faded and foggy factory units. The original amber cab lights were replaced with some smoked lenses and LED bulbs and finish off the total look, we replaced our faded and cracked mirrors with an upgrade kit from KT Performance. The factory mirrors obviously serve their purpose, but in 2008, Ford updated the styling of their mirrors with some that were slightly larger and offered a much better blind spot mirror that really helps in driving a big school bus like our crew cab long bed around. KT Performance offers this mirror with smoked turn signal lenses that looked great with the other upgrades we had made to the truck, so they are not only functional, but really update the look to. While the new mirrors use a different style wiring connector, KT made that easy by including a simple wiring harness adapter, so this is a complete plug and play install. We should mention however, that while our powered mirror functions still work, because our 94

Moving to the outside of the truck it was time to do something about these faded out mirrors. The glass on one side has a hairline crack in it, they shake while driving, and the plastic just doesn’t clean up anymore after 20-years of sun oxidation.

A very popular upgrade for the 1999-2003 application is replacing with the newer Super Duty square styled mirrors found on the 2008+ models. Ford switch mirror designs that year and the glass offers a much better field of view, in the main mirror, but especially for the lower blind spot mirror. KT Performance offers a complete 99-03 conversion kit that offers a bolt-in mirror that will also plug right into your factory connectors using their supplied adapter harness.

TECH ›› PROJECT MY2K: PART 6

Swapping out the mirrors is quite simple and can be done in less than an hour. You will need to remove the door panel to gain access to the wire connector which is located behind the door speaker. The mirror is attached to the door with four bolts hiding behind the upper plastic trim piece and a couple rubber grommets. truck wasn’t originally equipped with marker and turn signals in the mirrors, we don’t have the wiring in the doors to support that function from the new mirrors. So, if you plan on getting those turn signal to work in a 1999-2003 truck, plan to do some wiring and tapping into your factory turns somewhere. All and all, this is a super simple job that requires door panel removal but can be accomplished in about an hour total for both doors. The new suspension lift we installed from BDS is working out really well and we’ve loved the way these Anthem Wheels pop against the somewhat haggard white paint. The Toyo A/ T3 tires have been extremely impressive in the snow we encounter all winter long and offer no road noise whatsoever on the freeway, at least not that we can hear over that clacking Power Stroke under the hood. Next month we’ll be doing some steering upgrades with a Blue Top gearbox, and we plan to tackle a turbo and exhaust up-pipe job in the near future as well.

SOURCES RIFF RAFF DIESEL WWW.RIFFRAFFDIESEL.COM KT PERFORMANCE WWW.KTPERFORMANCE.NET

With the door panel removed, you can remove the four small bolts holding he speaker to the door and set it aside. Directly behind there you’ll find a round white plug running from the mirror, this harness is what powers the adjustable motors. The new mirror kit from KT will allow the motors to function as stock, but if you want the new mirror lights to work (turn signal/marker) extra wiring will be required as that is not a feature that was originally equipped on the 1999-2003 models.

The top while color connector is the original connector, the black squared connector is what is used on the new mirror, so to adapt these two plugs together, KT Performance includes this short harness that allows this swap to be complete plug and play.

The new 2008 style mirror not only offers better visibility for backing up and checking blind spots in traffic, but they also look really good on this old truck. The smoked lenses also ties in nicely with the smoked cab lights we’d installed just a few months prior.

CHROME BLACK W/ MILLED SPOKES BLACK W/ MACHINED FACE

FEATURE

2006 CHEVROLET SILVERADO 3500 HD

A 1,200 HORSEPOWER 6.0L DRAG TRUCK BY JASON SANDS

friend of ours once said that racing a 6.0L Ford is like competiting in a sporting event with one arm tied behind your back. If that’s the case, then Matt Moroni’s mission of running in the ultra-competitive NHRDA Super Street class is like having both arms and one leg immobilized. Want to hear the crazy part? He’s got the goods to do it. With a fuelonly shakedown pass of 10.89 seconds in the quarter mile without tapping into his 300hp nitrous system, it’s clear that Matt and his Powerstroke aren’t playing games. In fact, the truck’s awesome 1,211rwhp dyno number is a record for 6.0L Fords. How did he build such a monster? We talked to him to ﬁnd out.

As it turns out, Matt’s obsession with making the “wrong” truck go fast didn’t start here. Before the truck you see on these pages, Matt raced a four-door Ford street truck,

DIESEL WORLD MAGAZINE

which again was powered by a 6.0L Power Stroke engine. Matt went through the normal progression of turbo and injector upgrades, before going into the big time with twins and some nitrous. Despite weighing in at nearly 4 tons, Matt’s bright orange 6.0L was able to lay down some serious quarter mile times, eventually running 11.30’s at more than 120mph on a healthy dose of squeeze. The nitrous-heavy passes were enough to get track ofﬁcials to give him the boot for lack of safety equipment, so it was then that he decided to build a dedicated race effort. Since Matt did diesel work for a healthy group of buddies, he soon ran across the perfect candidate for a race truck via a friend--a well-worn regular cab 4x4, with a hydro-locked engine and a beat-up body. Once Matt got the forlorn Ford

UNDER

FLASHBACK FEATURE

It should be no surprise that building a 6.0L Powerstroke into a 1,200-hp monster, takes a bit of doing. While the crankshaft and block is stock, almost everything else has been modified. The connecting rods are from Hypermax, the pistons are from Elite Diesel and have been modified by Matt, and the camshaft and valvetrain is all experimental and prototype stuff from Elite Diesel. Plenty of fuel and air are needed, and oh yeah, there’s nitrous too, although the engine alone still propels the truck into the 10-second zone.

UNDER PRESSURE

towed home, he quickly set about working on turning his new ride from farm truck to drag truck. The rear of the F-250 was so beat up that one of his ﬁrst moved was to secure a new bed for the rig. After that, he went with a basic clean-up, including chiseling about 10 years worth of mud from the frame. Matt estimated that just cleaning up the truck must have taken about 50 pounds off of it. Since the motor in it was hydro-locked, the engine and transmission from the orange rig was jammed in placed, and he was ready to race. Or so he thought. Unfortunately, the engine Matt had just put in from the orange truck had a cracked block, which necessitated a full rebuild. It was then when the project really started to get out of hand. Although a new factory block was sourced, that’s about all that remained stock 100

From the back of the truck on up, the fuel system is all serious race stuff. First, a 5 gallon fuel cell leads up to a Holley Dominator fuel pump, which pushes and impressive 200 gallons per hour worth of fuel and is regulated at about 60psi. Next, the fuel is sent to TWO high pressure oil pumps (HPOP’s for short) which then fires the enormous 410cc injectors. With the power numbers that Matt’s F-250 produces, being conservative is not an option.

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With the front clip removed, one of the more impressive engine pieces is the mammoth water-to-air intercooler, which was built by Chiseled Performance, and is rated to flow up to 3,000hp worth of air. If you’re wondering why it looks kind of mad-max, it’s because the intercooler had to be heavily braced to handle the type of boost pressures that are seen in a diesel application.

Lots of water is needed for a water-to-air intercooler, so Matt had this 7-gallon tank and pump system installed in the driver’s compartment. The setup circulates ice water up to the intercooler and back during a run down the dragstrip, and keeps engine inlet temperatures extremely dense.

UNDER PRESSURE

Try as we might, we couldn’t get the exact turbo specs from Matt. If we had to guess, we’d say that he’s running a GT45-framed Garrett charger as his high pressure turbo, and a GT55-frame turbo as the larger low pressure unit. Both turbos are ball-bearing units, and are regulated to produce 100psi of boost on either fuel alone, or with the assistance of nitrous oxide.

If you’re wondering about all the round objects in the exhaust system, they’re 44mm wastegates from JGS. Large injectors, especially when combined with nitrous, create enormous amounts of drive pressure, and overspeeding a turbocharger can become a very real reality. Since nobody likes compressor shrapnel flying through their intake tract, the exhaust side is wastegated heavily, with two gates on each side leading into the high-pressure turbocharger, and another in between stages. 102

on the truck. On the engine’s crank swings a set of ultra-strong Hypermax connecting rods, which are attached to a set of oversize pistons from Elite Diesel which were modified by Matt himself. The rest of the engine also got a heavy dose of the Elite treatment, with the camshaft, pushrods, and valvesprings all coming from Elite. The heads were ported as well, to insure a clear airflow path throughout the engine. Reliability was also secured via ARP head studs and rod bolts, although the head wasn’t o-ringed or fire-ringed for this application. When we moved on to the power-producing parts, Matt suddenly became pretty tightlipped. Since there aren’t many 6.0L Fords out there that make 946 rear-wheel horsepower on fuel, and 1,211rwhp on nitrous, we can

Spent exhaust gases need as trouble-free of an exit as possible in an engine that moves so much air, so Matt fabricated up his own 5-inch downpipe for the race truck. If you’re wondering why he didn’t just go with a hood stack, it’s because they’re illegal in the Super Street class that he races in.

The transmission has been gone through a few times, and is currently sporting an experimental high-stall converter and a manual valvebody. Since hard launches aren’t easy on shafts, billet input, output, and intermediate shafts are used. The final piece of the puzzle is a PPE deep pan, which holds additional fluid as well as providing much better cooling than the original pan.

Out back, the rear suspension is surprisingly stock, except for a set of Cal Tracs traction bars. Both front an rear differentials are also from the factory, but the original 3.73 gears were replaced with 3.31’s for more load and time in each gear.

UNDER PRESSURE relate. What we did get out of him is that both the turbochargers are Garrett ballbearing units, with the smaller (or highpressure) turbo being 70+ millimeters in size, while the larger atmospheric turbo is a whopping 90+ millimeters. When going down the track, the engine produces a crazy 100psi of boost, with the drive pressure and boost pressures being nearly equal thanks to some JGS wastegates. A big honkin 5.5-inch Airaid filter and custom intake, and 5-inch downpipe round out the airflow combination. The fuel system is also just as interesting as air. Eschewing the popular pump setups, Matt settled upon a 200gph Holley Dominator fuel pump, which sends 60psi of fuel up to the engine’s high-pressure fuel system. And what a system it is. One of the most glaring additions to the 6.0L engine is the twin HPOP (high-pressure oil pump) setup that stares onlookers in the face. Designed by Elite Diesel Engineering, Matt was one of the first people to try this setup. Both 7.3L and 6.0L engines use oil pressure to fire the injectors, so having enough pressure is very important. Above about 500 rear-wheel horsepower, the factory pump becomes a hindrance, so this setup with two stock pumps was created. So far, the system has proved very reliable, and has enough Wheaties to keep up well beyond the 4-digit mark. The last piece of the fuel system, the injectors, also have an appropriate amount of voodoo. They are custom 410cc units that Matt build himself with parts from Elite Diesel. The nozzles are a one-off design that Matt says are “around 400%” although he admits they might be bigger. 104

In addition to the compound turbos, Matt’s Ford also has a multi-stage nitrous oxide system to spray past the competition. The system adds about 250-300 horsepower, and provides an additional intercooling effect, as the nitrous enters the intake tract at approximately -127 degrees F.

Right below the stock (surprisingly) heat-wrapped exhaust manifolds the special adapter plate can be seen which mates the Dodge 47RH transmission to the 6.0L Powerstroke engine.

Speaking of boost pressure, hoses, even the strongest ones, have a tendency to blow off, so on all the ultra-high pressure connections, Matt incorporated v-band clamps. These V-bands provide an extremely stable connection that has an almost zero chance of blowing apart.

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UNDER PRESSURE With all that power, we now come to a painful part in the story--trying to keep transmissions together. While Matt initially started with the 4R100 that came in the Ford, it needed some serious help coping with the horsepower, and it still wasn’t holding up. The transmission would either hang a shift (basically, fail to shift at the right rpm) or break a shaft, or burn itself up. After many attempts, Matt went a different route than many might have guessed...a Dodge transmission. That’s right folks, instead of a 4R100, a 47RH that’s normally found in Dodge Rams lies behind the powerful 6.0L engine. The transmission was bolted to the engine with an adapter made by SunCoast Converters, and features a high-stall torque converter, billet input, output, and intermediate shafts, and a manual valvebody so Matt can do his own shifting. With a unique and powerful powertrain, Matt still had to get the rest of the truck ready for competition. This meant a few well-placed modifications for getting the truck down the 1320, as well as a bit of lightening. You see, a lighter vehicle can be faster with less horsepower, and even though the truck was a regular cab, it was still way over the 6,000 pound weight minimum for the Super Street class. So, Matt started getting creative. A universal 5 gallon fuel cell may cut down on the cruises to car shows, but it was a whole lot lighter than the factory tank. A rear roll pan from Sir Michaels was also fitted to the rear of the truck to shed some pounds, and the interior was modified with lightweight buckets replacing the factory seats. Perhaps the biggest weight savings however is the custom fiberglass front end that Matt had made for the truck, which lifts off in one section. The one piece front end also allows for easy access when working on the rig. All told, the weight reduction brought the Ford down to about 6,700 pounds with driver. While Matt has been busy with other projects for the past year or so, he’s already planning on a triumphant return for his fearsome Ford. With the nitrous flowing on a solid pass, the truck should dip into the 9-second zone, at more than 140mph. While many may question Matt’s sanity for building a race truck out of a vehicle most people can’t even get to run right, we have to say kudos to Matt, and his extremely powerful dare-to-be-different Ford. 106

Much of the factory interior has been removed on Matt’s truck, and replaced with a racing seat, pushbutton switches, and the big intercooler tank. If Matt decides to drop even more weight, the power windows and factory dash are the next to go.

A lot is going on in the shifting department. The Dodge transmission is controlled by a B&M Pro Ratchet shifter, which also has buttons on it for locking the torque converter, and also hitting Overdrive.

Matt is presented with a full-on data overload, thanks to a bunch of DiPricol gauges in a custom carbon fiber insert. Boost and drive pressure are monitored, as well as exhaust gas temperatures, transmission temperature, fuel pressure, and oil pressure. Only when everything is in spec does Matt then make a blast down the track.

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RIDES

DIESEL WORLD MAGAZINE

COMPILED BY DW STAFF

READERS RIDES WHO: WARWICK ANDREWS WHAT: 1947 FARGO

What The Owner Had to Say About Their Ride: Chain Smoker is a 1947 Fargo reclaimed from a Canadian ﬁeld with original matching patina on every panel and no body ﬁller. Owner Warwick Andrews sculpted its chain body panels using design cues from Art Deco era cars mixed with modern day Rat Rods. 12v 6BT Cummins diesel crate engine built with only high performance aftermarket parts and machine work. Compound turbo setup, 74mm turbo feeding nasty 96mm. NV4500 manual transmission with stage 6 clutch. Boxed frame with inner tube frame and full interior cage. 14” rear c-notch, four link rear with Watts link. Chain widebody built using 300ft+ of chain from a 1940’s decommissioned elevator (600ft overall). During a burnout, smoke plumes through the rear widebody chains while simultaneously rolling out the exhaust stack into its surrounding chains, which is when the name Chain Smoker truly comes into play.

WHO: DON HESS WHAT: 2002 LB7 What The Owner Had to Say About Their Ride: 2002 2500hd lb7 I bought new, it only has 120000 easy miles on her. I’ve put on 295/60/20 wheels, level kit, banks air cleaner, Jake brake, hypertech programmer, sun pro gauges, 2015 tow mirrors, backup camera, touch screen radio, amp sub woofer, weather-tech ﬂoor mats, roll and lock tonneau, lines and more. I love this truck best truck I have ever owned. I am 62 years old and plan on keeping it till I die.

WHO: TYLER MORGAN WHAT: 2004 RAM What The Owner Had to Say About Their Ride: 2004 Dodge Ram 2500 Cummins 6 speed running a bds 8” long arm lift with custom ladder bars, custom bumpers and grill, ﬁberwerx fenders and box sides. 40x15.5r20 nitto mud grapplers on 20x14 XD hoss 2’s. Backed up by some goodies under the hood like snow performance water/meth injection, industrial injection turbo and injectors with supporting mods, fass lift pump, pac brake exhaust brake. Tinted 5% sides and back with brow on windshield! 108 JULY I 2022 • DIESEL WORLD ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- www.dieselworldmag.com www.dieselworldmag.com 108 FEBRUARY I 2019 • DIESEL WORLD

WHO: COLLIN REESE WHAT: 1986 GMC What The Owner Had to Say About Their Ride: 1986 GMC single wheel one ton with a LML Duramax swap. Engine is a fully built Freedom racing engine running a S366/488 compound turbo setup.

WHO: NATHAN CLEAVE WHAT: 2015 SILVERADO What The Owner Had to Say About Their Ride: 2015 Chevrolet Silverado 2500HD, 6.6L LML Duramax. S369sxe WC Fab kit, 100% over Exergy injectors, Exergy 10mm CP3 pump. Stage 2 Transmission by Randys Transmission. 1074 Suncoast converter. Fully wrapped in 3m satin dark grey vinyl. Traction bars, race brakes, lift pump/sump, with many more supporting mods. Best 1/4 mile ET 11.86 @186KM/H on stock internals. I bought this truck brand new in 2015 and it has slowly turned into my race truck ever since.

WHO: CODY FORDAHL WHAT: 1972 F250 What The Owner Had to Say About Their Ride: 1972 Ford F-250 ranger xlt, 7.3 Powerstroke conversion with zf5 transmission, hydroboost, custom front mount intercooler, 4” exhaust, stand-alone harness with hydra tuned by Brian Jelich, all work done by Fordahl Bilt

WHO: KURT MCLUCAS WHAT: 2012 F250 What The Owner Had to Say About Their Ride: 2012 Ford F250 Lariat, w/21730 miles, Bought new, Tuned, 6” BDS 4-link lift w/FOX 2.5 coilovers, FOX 2.0 shocks, Road Armor bumpers, Specialty Forged 20” custom wheels w/Pit Bull ROCKER XOR 37” tires, ALEA leather interior, FASS fuel system, No Limit Fabriacation/PSP products, AMP steps. Was originally a 2-tone.

109

READERS RIDES ››

WHO: KEVIN BOROUGH WHAT: 3RD GEN RAM What The Owner Had to Say About Their Ride: Self-Built 800hp sleeper that has a full Carli Performance Dominator kit to boogie off-road and an interior sound system to rival the best. One owner, 90k on the odometer and built by my father and I to race at the track, which are some of the best memories of garage time I have!

WHO: DAWSON KOMANT WHAT: 2004.5 GMC What The Owner Had to Say About Their Ride: I’m 22 years old from BC, Canada, and I built this truck by myself in the garage. It’s a 2004.5 GMC Sierra 2500HD. I went frame off on this truck, and powder coated every single piece of the undercarriage in a gold metallic gloss orange, with black accents. It has a 9” McGaughys lift, with 26x14 AF Draco\’s and 40/15.50 Fuel Grippers. There’s a ton of custom touches on this truck, such as the wrap, grille, trac bars and more. The interior is one of a kind with custom blue leather and a ton of other one off touches. I put my heart and soul into creating the truck of my dreams, and also achieved my life goal of attending SEMA with it.

WHO: RODNEY SIEFKE WHAT: 1971 F350 What The Owner Had to Say About Their Ride: 71 f-350.crew cab. Was originally a 2 wheel drive. 4x4 conversion done using suspension from a 97 Dodge 4/4 ton. Engine is out of a 93 Ford bus, transmission is a 700 r4 with a Sunnex Smart drum assembly with a billet input shaft. Transfer case adapter is a slightly modified piece from an nv4500 mated to a 241 dld housing with a 241 c input hub , planetary. And main shaft With the did basket with the Torrington bearings from the c, basket so it would work on the c shaft. Built completely by myself in my garage. Including paint.

SUBMIT YOUR RIDE! 110

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VINTAGE SMOKE

DIESEL WORLD MAGAZINE

BY JIM ALLEN

JIMMY MACK SPECIAL THANKS TO PAUL ANDROVICH, CHRISTOPHER KOUTTRON, MIKE MARTINELLI, THE BIGMACKTRUCKS FIRE APPLIANCE FORUM AND THE DETROIT DIESEL FORUM AT SMOKSTAK

112

IS BACK!

1949 MACK MODEL 75 WITH JIMMY POWER

hile this Vintage Smoke column usually centers around period original diesels, this Mack drew our attention. While it’s technically a “restomod” it’s a resto mod done in a vintage way. Have a look at this 1949 Mack Model 75. It started life as a fire truck but fell into disuse and was rescued from the back of a used car lot in 1982 and given a new life with a historic powerplant. Sit back and we’ll tell you that story.

MACK FIRE TRUCKS Mack started building fully fitted out fire appliances in-house in 1935. They built a wide variety of units based on the Mack trucks of the eras in which they were sold. Sometimes they had different model designations than the equivalent standard trucks they were built upon and sometimes had slightly different styling. From the info from the Mack Museum, it appears that only 5,222 fire trucks of all types and models were built from 1937 to 1969. The majority of those were built between 1937 and 1955.

Only the most Mack-knowledgeable would know this truck was not built as a tractor. Some of the fire truck details would include the bumper style and the lack of horizontal cross bars in the grill, plus a “75” on the radiator shell, under the bulldog. There was a real dog that was the company mascot and his name was “Mack” ... and now you know the rest of that story. The spotlights on the A-pillars are original to the fire truck and a common fire truck item.

THIS OLD MACK This truck is a Model 75, which was built on the bones of the ‘37-50 Mack E-Series. In fact, this one is the last E-Series truck shipped for 1949. The only available engine for the 75 lines was the Mack “Thermodyne” ENF-510A, 510 cubic inch,150 horsepower gasser. Though there were several diesels in the Mack lineup at this time, including the END-510 Mack-Lanova diesel variant of the gas 510, it wasn’t on the options list for the fire trucks. The Thermodyne had dual ignition systems and two spark plugs per cylinder for maximum starting reliability. Gas engines were generally preferred for fire trucks in that era due to the lack of cold starting issues versus diesels. See a Vintage Smoke article on the Mack-Lanova diesel at https:// www.dieselworldmag.com/diesel-engines/

113

VINTAGE SMOKE ›› EVOLUTION OF A HEAVYWEIGHT

Power comes from a turbocharged 1977 Detroit 4-71N that was originally naturally aspirated. It’s an engine Lowell went through, adding a factory style turbo setup. In stock form, the NA engine was rated at about 160 horsepower at 2100 rpm and 400 lbs-ft at 1600 rpm. If he fully configured it as a later model turbo engine, internally and externally, output could be up to 200 horsepower and 525 lbs-ft. Just adding a turbo to an NA engine, won’t gain much. That’s a typical situation with Uniflow two-strokes... they don’t benefit much from more air because most of it blows out the exhaust valves during the scavenging part of the stroke. The intake posts are covered before the exhaust valves close. If he incorporated all the turbo mods, slowing down the blower, a blower bypass (the blower impedes airflow from the turbo), the liners (specifically the inlet ports in the sleeve), exhaust valve timing and injector sizes, he’d get all the bennies of the turbo. Reportedly, performance is adequate, even with a 40,000 pound load behind the truck. Part of that’s obviously due to the gearing flexibility the 13-speed gearbox adds. 114

vintage-smoke-2/. Thanks to Mike Martinelli and the Mack Museum, we know this Model 75 truck was built in 1949 as a pumper for the Schwenksville, Pennsylvania, fire department and shipped December 30, 1949. We don’t know much about the truck from that point but it acquired 18,641 miles in service of the Schwenksville community. By the early ‘80s, it was long out of service and pretty much living the life of a giant paperweight. If you are in the enthusiast world of GM two-strokes, you may know the name Lowell Baker. He has the reputation of being one of the best two-stroke techs in the Midwest and one of the best Great Lakes Diesel in Vermillion, Ohio, ever had on staff. He also worked for Greyhound, helping keep their vast fleet of Jimmy-powered busses on the road. Lowell was a noted collector of vintage diesels, particularly Jimmies, tractors, trucks and many other things that have an engine. Sadly, Lowell passed on in 2017 but this old Mack is one of his many legacies.

Mack was converted to a 5th wheel tractor. Fire appliance collectors may be foaming at the mouth by now but there aren’t many uses for vintage fire trucks other than to be restored and shown, or converted for other forms of useful employment. Baker chose the latter and used the truck extensively. Reportedly, the original Thermodyne engine was seized up but no self respecting Jimmy fanatic would drive a gasser anyway. Lowell shortened the wheelbase and added a stouter, more modern rear axle. He wanted to install a 6-71 but it was too big. Instead, he built a ‘77 4-valve 4-71N (“N” indicating a four-valve engine). It was originally built as an automotive engine and had been

The truck was acquired in 1982 from the back lot of a used car dealer in Allentown, Pennsylvania. It was stored at the Baker shop until a resto mod began in the early ‘90s and it was completed in 1996. Why wasn’t it restored back as a fire truck? Well, Baker needed a 5th wheel truck to haul his various tractors, trucks and equipment to shows more than he needed a restored, essentially useless fire truck so the stylish The interior is mostly original and very utilitarian. An underdash air conditioner was added for those warm hauling days. The AC compressor runs from the rear accessory drive on the engine, along with the alternator.

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VINTAGE SMOKE ›› EVOLUTION OF A HEAVYWEIGHT

The rear axle is a modern unit (make unknown to us) with air brakes. The front end still has the original Mack hydraulic brakes. Lowell set up an air over hydraulic setup to make the dissimilar types of brakes work in concert. The big Tulsa winch is hydraulically operated, driven from a pump powered by a PTO outlet on the transmission.

removed from an International stakebed truck. Lowell added a turbo but we don’t know much more than that. He may have done the other mods needed to take full benefit of the turbo but apparently he took that knowledge with him to Detroit Diesel heaven. The current owner doesn’t know and isn’t likely to do a teardown to find out anytime soon. The Jimmy is backed up by a 13-speed road Ranger gearbox. Also installed was a fifth wheel from another truck and a big Tulsa winch behind the cab for hauling derelict equipment onboard the flatbed trailer.

LOWELL’S LEGACY Paul Androvich is the current owner of the Mack. He was a friend and neighbor of Lowell’s and spent considerable time working with him on the initial build and subsequent maintenance of the truck. In fact, around 2005, Lowell sold him the truck under an agreement where he retained what Paul’s describes as a “life lease.” Both men used the truck when needed and when Lowell passed, full unfettered ownership went to Paul. Paul uses it the same way he and Lowell always did, hauling equipment to shows and sometimes showing the truck on it’s own.

SOURCES BIG MACK TRUCKS FORUMS BIGMACKTRUCKS. COM

MACK MUSEUM WWW.MACKTRUCKSHISTORICALMUSEUM.ORG SMOKSTAK DETROIT DIESEL FORUM WWW.SMOKSTAK. COM

Past glory! Here is this Mack truck as it was originally completed in 1949. Mack had a habit of taking a picture of the fire trucks before they were delivered. Courtesy Mack Historical Museum 116

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TRACTOR TALK

DIESEL WORLD MAGAZINE

BY JIM ALLEN

EVOLUTION OF A 1961 MINNEAPOLIS-MOLINE GVI SPECIAL THANKS TO BRIAN GONYEA

Tall and upright is the stance of the G-Series tractors. That’s typical for a fixed tread, standard tractor built for the amber waves of grain in the northern Midwest USA and southern Canada. At a bit over 8,000 pounds, it was certainly a heavyweight in the era. It could carry another 4,000 pounds of ballast as needed. The two headlights were standard as were two rear-facing work lights. It was quite a while before M-M turned this basic platform into a rowcrop. This tractor belongs to the Bergman family and is one of several Minnie-Mo tractors in their extensive collection. It was shot at the Tri-State Engine and Tractor Show. In fact, for 2022, Minneapolis-Moline will be the featured tractor at the August 24-27, 2022, show in Portland, Indiana, so if you want to see more Prairie Gold tractors, be there or be square. 118

A HEAVYWEIGHT t the dawn of the 1960s, Minneapolis-Moline (M-M) had an aging but well-regarded line of heavyweight tractors that had evolved from a 1938 model. That original model GT was a big wheatland style tractor with a 403 cubic inch four-cylinder gasser and it established itself as a player in the standard-tread tractor market. In 1942, as the United States went into full blown war mode, the GTA emerged with only a few updates. Not many were built as M-M production moved to war priority items. M-M tractors in this era had a military and jeep connection that crossed into agriculture and they relate to this story.

MOLINE IN GREEN In 1938, development of a M-M four-wheel drive artillery prime mover began. It was originally based on the U-Series tractors, which were smaller than the G-Series. The project soon morphed into something bigger and though it was ostensibly still a “U-Series” it was much more. Tests in 1939

showed the U-Series 283 cubic inch fourcylinder didn’t have the suds for an artillery tractor. By 1939, M-M had begun production of a new 425 cubic inch six-cylinder that made 70 horses and it was perfect for the prime mover project. With this new engine mated to the U-Series 4x4, the UTX artillery tractor was born. Six UTX were built for tests, four of which were used in 1940 at Camp Ripley, Minnesota, during tests with the Minnesota National Guard during their annual maneuvers. At this time, the UTX acquired the nickname “Jeep” because like the character Eugene-the-Jeep in the Popeye-the-Sailor comic strip, it could do almost anything. The UTX didn’t go into production and while the rest of this story is fascinating, it doesn’t involve diesels. We have marked the appearance of the 425 engine, so we move on. THE BIG MOLINE EVOLVES Following the war, that 425 six-cylinder needed a home. It found one in the GTB

119

TRACTOR TALK ›› 1961 MINNEAPOLIS-MOLINE GVI

The working end of the GVI showing the standard swinging drawbar and optional PTO. A 3-point lift is not listed on the GVI options list. That is typical of a wheatland tractor by this time, though most manufacturers already had begun offering the option of a 3-point on this class of tractor. On the left, just below the platform, and above the step, is a toolbox. On the right is a rack for an optional hydraulic cylinder for use on various equipment that needed one. When switching implements, you removed the cylinder and hung it, uncoupled, hitched up to the new implement, attached the cylinder and off you go.

The GVI proved to be a good pattern for more evolution. Before it’s run ended in 1962, the G704 debuted... which was the same tractor with a front driving axle. At the end of 1962, the G705 (4x2) and G706 (4x4) took over and this time it was more than a designation change. They were upgraded with a bigger engine. By boring the 425 a whopping 3/8-inch, they created a 504 cubic inch Lanova diesel that could spin up to 1600 rpm and was rated at 101 PTO ponies. For the first time, M-M power went past the century mark. You can read about the G706 model on the Diesel World website at www.dieselworldmag.com/ diesel-tractors/split-personality/. line for 1954, specifically in the GTB-D. The “D” for diesel... go figure! With a Lanova style combustion chamber and a RoosaMaster injection system added, the 425 gas six adapted well to diesel. A Lanova diesel version of the 293 cubic inch four had debuted in 1952 in the smaller UTS-D and marked the first production M-M diesel. The GTB-D evolved into the GBD for 1955 and the GVI replaced it for 1959 as an update. So, yeah, the GVI was not a new tractor, rather it was a new presentation and evolution of the G-Series wheatland. You had the choice of a propane-fueled engine, or a diesel. The diesel and LPG produced almost identical outputs at Nebraska, in the realm of 78 horses on the PTO and 6667 horsepower on the drawbar (without ballast). A PTO and swinging drawbar were standard but power steering was an option.

ALL IN THE NAME Every once in a while, all manufacturers have gone down a model naming rabbithole. The GVI, also seen expressed as G-VI was in that realm. Trying to exude a little class, they adopted the GVI moniker... the “VI” being Roman numerals for “6.” Apparently, it went right over the heads of most buyers and at least one recent tractor column writer who needed to be educated on the topic. THE MOLINE FADE M-M was swept up by White in 1963. Over just a few years in the same timeframe, White had also gobbled up Oliver and Cockshutt. All these companies were struggling for market share and vulnerable to “offers you can’t refuse.” White consolidated the model lines significantly

The D425 was a Lanova cell diesel that went back to 1953. It was based on the gas 425 that debuted in 1938, sharing the same bore and stroke. The cylinders are parent bore, cast in pairs and bolted separately to the crankcase, with a separate head for each pair. There were only four main bearings but they were big bearings (2.91-inch diameter main and rod journals). The diesels had larger rod journals and wrist pins than the gas engines. It was a very big engine, so you could say, “Who needs front weights when you have an engine hanging out up there that weighs nearly 3,000 pounds.” This engine had a very long existence, running from 1938 to 1971, very near the end of the Minneapolis-Moline name. 120

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TRACTOR TALK ›› 1961 MINNEAPOLIS-MOLINE GVI

SPECIFICATIONS 1961 MINNEAPOLIS-MOLINE GVI ENGINE:

M-M D425

DISPLACEMENT:

425 ci

BORE & STROKE:

4.25 x 5.00 in.

FLYWHEEL POWER:

85 hp @ 1500 rpm

*RATED PTO POWER:

78.49 hp @ 1500

rpm *RATED DRAWBAR POWER:

67.02 hp @

1500 rpm Typical of a wheatland style tractor, the operator’s station is entered from the rear and fully protected at the front from chaff and dirt by full fenders and other tin. It has a suspended seat that looks comfortable by 1959 standards. About the only “convenience” listed was a standard cigarette lighter. The GVI came with a hand operated clutch.

but maintained the brands by mixing up the surviving models and rebranding them across the three badges. The progeny of the GVI survived into 1972 as the G1350 and that was that. The Minneapolis-Moline name survived to 1974, when White debuted a whole new line of tractors under their own name and discontinued all the other brands.

SOURCE

TRI-STATE GAS ENGINE AND Tractor Show https://tristategasenginetractor.com/

COMPRESSION RATIO: TRANSMISSION: WEIGHT:

14.9:1

5-speed

8,335 lbs.

WHEELBASE:

96.19 in

FUEL CAPACITY:

38 gal

TIRES:

Front- 7.50-18 Rear- 15-34

TIRES:

11.00-16 (front) 20.8.4-38 (rear x 2)

*FUEL CONSUMPTION: 5.49 GPH @ FULL POWER *DRAWBAR PULL: 9023 LBS @ 14..9% SLIP (MAX BALLAST) *TOP SPEED: 17.1 MPH * AS RATED BY NEBRASKA TRACTOR TEST 792

Power steering was standard on the GVI, driven from a pump attached to the engine directly. Note also the Roosa-Master injection pump. 122

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