DIESELWORLDMAG.COM ENGAGED MEDIA LLC 11 7 25274012909 NOVEMBER 2022 • VOLUME 17, NUMBER 11 $6.99 US • DISPLAY UNTIL 10/04/22 Inside: The Best in Diesel Performance Reveal Their Secrets INDUSTRY NEWS BEHIND THE SCENES AT UCC VINTAGE DIESEL’S PLUS+ Record Breakers MOD700HPVINTAGERESTO-FUMMINS AND MORE… New Turbos For Your Ride!
FEATURES 24 SHELL MONTHTRUCKROTELLAOFTHE CRAIG GUERRA’S F350 SEMA BUILD 56 GREEN ENVY CHRIS DYNO-SLAYING,PATTERSON’SDRAG RACING, AND DIRT-DOMINATING 3,000HP CUMMINS TECH & HOW TO 82 PROJECT MY2K: PART 9 BUYING USED AND GETTING BACK TO BASICSTURBOCHARGING 40 UPPING THE ANTE INSIDE THE CUTTINGEDGE TECHNOLOGY ON DISPLAY AT U.C.C. 2022 70 HOMEGROWN HIGH BOY A BARN-BUILT, BODYSWAPPED ’78 FORD PACKING A 700HP CUMMINS CONTENTS NOVEMBER 2022 VOLUME 17 NUMBER 11DIESEL WORLD MAGAZINE 4 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
DIESEL WORLD (ISSN 1559-8632) is published monthly, 12 times a year, by Engaged Media LLC, 2222 Sedwick Road, Durham, NC 27713. Periodical postage paid at Durham, NC, and additional mailing offices.
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DEPARTMENTS 12 EDITOR’S NOTE PNW TRUCKFEST 18 DIESEL NEWS THE LATEST FROM AROUND THE DIESEL WORLD 106 VINTAGE SMOKE TWO MUST-HAVE BOOKS FOR ENGINE HEADS 116 TRACTOR TALK 1955 MASSEY-HARRIS 33D ON THE COVER: Chris Patterson’s 3,000 Horsepower Cummins Dragging The Sled at Ultimate Callout Challenge 2022 DIESELWORLDMAG.COM 11 7 25274012909 Inside: The Best in Diesel Performance Reveal Their Secrets INDUSTRY NEWS BEHIND THE SCENES AT UCC VINTAGE DIESEL’S PLUS+ Record Breakers MOD700HPVINTAGERESTO-FUMMINS AND MORE… New Turbos For Your Ride! 5www.dieselworldmag.com ------------------------------------------------------------------------------------------------------------------------------ NOVEMBER I 2022 • DIESEL WORLD
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YES, SEEINGYOU’REDOUBLE.
DOUBLE OILDISTANCETHEBETWEENCHANGES * . Shell Rotella® T5 offers extended drain intervals. That means less maintenance and more time on the road. No wonder it’s the #1 heavy duty engine oil in North America* . Learn more at rotella.com *According to Kline Opportunities in Lubricants 2021. Average oil drain interval in the US is 25,000 miles. Source: https://machinerylubrication.com/ Read/29117/oilchangeintervals. Average OEM recommended oil drain interval for modern engines using an API CK-4 diesel engine oil is 50,000 miles.
If your goal over the weekend is to make it, and not break it or roll it, then you need the right gear. WARN winches and accessories are designed, engineered, and tested to make it in and make it out. Go prepared. BUMPERS • WINCHES • RIGGING ACCESSORIES • TRAIL GEAR Go to warn.com to see our full line of products. Check out the new line of WARN merchandise: shopwarngear.com ALL TERRAIN, ALL THE TIME.
A QUICK BACKSTORY ON THIS NEW EVENT:
A bunch of years ago I started coming up to Northern Idaho for Alligator Performance’s Hunting 4 Horsepower (H4H) event. Dyno, dirt drags and sled pulls. I ended up falling in love with the area, came back for a few years on vacation and eventually moved here (luckily before the massive population boom). Three years ago H4H ceased to exist. Alligator didn’t want to do it anymore. So two years ago I approached Chad and JK at Alligator asking if I could help bring it back. They declined so I asked if they would mind if I essentially copied it. “Go for it” was the answer. So I started looking for a venue. After getting a “no” from several venues I ended up calling the local dragstrip and got a date set in stone. That is until the county sold the track… When the track was sold all contracts were voided and they shut down for a year. Nothing would end up happening that year. This year I got another date set in stone with the new owners. But after several months, I ended up getting the feeling that the track wouldn’t actually open in time for the event, so the search for a backup began. 60-days from the event day and the track is still closed. The new location is the Spokane County Fairgrounds. At the Fairgrounds we’ve got a parking lot at the back of the facility, backed up next to the local rail yard. Really cool industrial setting with building of trains being done next to it all day long. Without the dragstrip we of course lost the ability to hold a drag race, so we focused on other attractions. We focused on making sure attendees would have plenty to do during the day. So we’ve got the Northwest Dyno Circuit dyno on the grounds. That’s the chassis dyno with the current record for highest hp ever recorded (3336 at the wheels), the same one used at UCC. I have already been told by several truck owners that they’ll be bringing trucks with close to (and one or two beyond) 2000 horsepower. We’ve teamed up with the local 4Wheel Parts and got an RTI ramp coming. An RTI ramp is something off road vehicles drive up to flex their suspension. They drive up until one other wheel lifts off the ground, the distance up the ramp is recorded, and then everyone else has to try and beat that record. Rollovers while rare, are entirely possible. We’ll be prepped for that. We’ve also got a massive truck show happening with hopes of a couple hundred vehicles in attendance. On top of that we’ll have training seminars, food vendors, local vendors, national parts manufacturers and more! I enjoy putting these things together. After more than a decade doing magazine stuff, it’s a nice change of pace. And in all honesty, we’re really holding back on this first year. If I get the chance to do it again next year, look for sled pulls, car crushing and who knows what else we’ll conjure up in the winter! See you
W hat are you up to 1st?OctoberthisWell if you’re anywhere near the Pacific Northwest, more precisely Spokane Washington, you should come check out our next event!
Truckfest PNW will be coming to the Spokane County Fairgrounds this October 1st.
there!!! BY ADAM BLATTENBERGDIESEL WORLD MAGAZINEEDITOR'S NOTE | TRUCKFEST IS COMING TO THE PNW! TRUCKFEST PNW Spokane County Fairgrounds October 1st, 2022 NEWEVENT!!! 12 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
You don’t say… When the world reopened and the global economy restarted its engines in 2021, energy demand went right back to 2019 levels, and then some.
Source: https://dieselnet.com/news/2022/07mazda.php
18 FEBRUARY I 2019 • DIESEL WORLD NEWS DIESEL WORLD MAGAZINE COMPILED BY DW STAFF DWNEWS
While the rest of the automotive world apparently goes all-in on EV’s, Mazda is adding an all-new e-Skyactiv D inline-six diesel engine to its European CX-60 lineup. The new common-rail power plant is part of the automaker’s “Multi-Solution Approach,” which boasts more efficient internal combustion engines along with a diverse range of electric powertrains. The 3.3L e-Skyactiv D features Distribution-Controlled Partially Premixed Compression Ignition (DCPCI), an advanced combustion technology that allows the I-6 diesel to achieve a thermal efficiency higher than 40-percent. In Mazda i-Activ AWD the 3.3L produces 254 hp, while rear-wheel drive output is limited to 200 hp.
18 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
EMISSIONS BP Statistical Review: Sharp Rebound In Energy Demand In 2021
OEM NEWS Mazda Announces I-6 Diesel For CX-60
According to BP’s statistical review of world energy, primary energy use increased by 1.3-percent in 2021 vs. 2019 levels. The report goes on to state that fossil fuels accounted for 82-percent of primary energy use last year, which was down from 83-percent in 2019 and 85-percent five years ago. As for oil consumption, its use increased by 5.3 million barrels per day in 2021, but remained 3.7 million barrels per day below 2019 levels. For more on the statistical review, follow the link below.
OEM NEWS Ford Outperforms Auto Industry In June
configurations,
With sales up 31.5-percent in June over where they were a year ago, Ford bested the automotive industry last month. Despite ongoing semiconductor chip and supply chain shortages, the automaker’s numbers totaled 152,262 units, 79,823 of which were trucks. In particular, F-series sales were up 26.3-percent over a year ago, an increase that represents 37.9-percent of Ford’s overall sales mix. According to Ford, demand for new vehicles remains exceptionally strong, with the number of retail sales coming from previously placed orders continuing at a record pace of about 50-percent in June.
Source: june2022ford.pdffordmedia/North%20America/US/2022/07/05/sales-https://media.ford.com/content/dam/
Source: https://dieselnet.com/news/2022/07bp.php
Get your FREE CATALOG at LMCTruck.com 800.562.8782LMCTruck.com 1947-13 Chevy/GMC 1948-16 Ford 1972-15 Dodge “KEEPING GENERATIONS ON THE ROAD”® Different Truck ... Different Boys But Generation To Generation The Story Stays The Same
HIGHLIGHTS
Source: https://www.strictlydiesel.com/
DW NEWS ›› TECHNOLOGY
Strictly Diesel has been busy testing a host of lift pumps for hotrod 7.3L and 6.0L Power Stroke applications. And while the results haven’t yet been revealed, the folks at Strictly have admitted that some of their findings were surprising. Despite nothing being made public, we have a hunch we know which pump tested performed extremely well. This is the kind of research that aids a fuel system company like Strictly to better serve its customers. After all, when you have first-hand, in-house test data for each pump and you know which setup does what and just how much injector each setup will handle, you’re way ahead of the guessing game many others are playing.
Leave it to former U.C.C. champ, Derek Rose, to propose what could possibly be the most exciting change to diesel’s ultimate competition. What if a hub dyno challenge could be arranged, along with a 10-truck buy-in and a field that’s open to all takers, Pro Mods, Super Stock pullers and the like… Taking the traction (or lack thereof for some competitors) factor out of the chassis dyno equation alone makes this highly appealing to many. After posing the question and tagging Dynomite Diesel Products’ Lenny Reed (the new owner of a state-of-the-art Dynocom hub dyno) on Facebook, Dynocom Industries even chimed in—offering to sponsor it…
Source: https://www.youtube.com/watch?v=-e55Vued028
WANT MORE?KNOWTO Head developments.latestcom/NewsDieselWorldMag.toforthedieselnews
20 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
Fuel Pump Testing
OEM NEWS Electric F-150 Tow-Test Ends In Disaster
A recent towing exhibition between an electric F-150 and a gaspowered GMC Sierra 1500 did not end well for the Ford. The test, put together by Fast Lane Truck, entailed both trucks toting an identical toy hauler, each weighing roughly 3 tons, from north of Denver to Pueblo, Colorado. Immediately, the F-150’s range was questionable, and it soon had testers scrambling to find a fastcharging station only halfway through the trip. Long story short, the F-150 never even came close to making it the 147 miles to Pueblo. The other truck, the GMC powered by the thirsty 6.2L V-8, not only made it to Pueblo, but also back to the original starting point on the same tank of gas.
Derek Rose’s Million-Dollar Idea For U.C.C. 2023
Source: https://ucc2022.com/
PPEpower.com 725.238.2002
FEATURE 2021 FORD F-250 SUPER DUTY PLATINUM
Now a daily driver and show truck, this custom 2021 Ford F-250 Super Duty Limited was built by John Rodriguez and his shop, Diesels of Dallas, in just 8-weeks. Of course, that was because it was to be shown at the big show, SEMA. It ended up debuting in the new West Hall at the Las Vegas Convention Center representing Fusion Bumpers. It was the first time building and showing a SEMA truck for Rodriguez and Diesels of Dallas, but we’re pretty sure not the last. The truck was purchased January 1, 2021 as a local show truck for the shop, but those dreams quickly got bigger after a call to Johnny at Fusion Bumpers about showing at SEMA. In the end, the base BY BRYON DORR DIESEL WORLD MAGAZINE truck cost about $90,000, and nearly that much, over $60,000, was put into building it. DIESELS OF DALLAS Rodriguez was raised in a family of automotive entrepreneurs and has worked in the industry most of his life. About sevenyears ago he started specializing in diesel engines and builds, and started Diesels of Dallas alongside his business partner and brother Frank. The family business now involves spouses, cousins, parents, and kids. Located in downtown Dallas, Texas, the shop focuses on full engine rebuilds, used engine sales, parts sales, and diesel repairs of all kinds. It also buys and sells trucks, and does full custom builds, like this one, for clients.
24 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
SHOW TIME DIESELS OF DALLAS F-250 SEMA TRUCK 25www.dieselworldmag.com ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- NOVEMBER I 2022 • DIESEL WORLD
The Any Level Lift makes the stance adjustable via hydraulics, to suite any need. 2021FORDF-250 SUPERDUTYPLATINUM BUILD SHEET: 2021 Ford F-250 Super Duty Platinum WHEELS: Torque 30” American Force Wheels w/ Kap King Spinning Wheel Caps TIRES: Fury Offroad M/T Tires SUSPENSION: Any Level Lift; King Shocks BUMPERS: Fusion Bumpers Front & Back with Monster Hooks EXTERIOR: RK Sport Hoods Fiberglass Ram Air Hood, Overkill Fab Grille w/Custom Logoed Insert, Morimoto XB LED Headlights, Mid South LED Mirrors, Amp Research Powered Side-Steps w/ Custom Logoed Next Level Mats, Backflip Bed Cover, HornBlasters Train Horn, STG Wraps Graphics, OLB Lighting Throughout, Twisted Pros Rock Lights, DRIVETRAIN: S&B Air Intake, TSO 8” Black Exhaust Tip w/Chrome Overlays, Mag Hytec Oil Pan, G4 rear differential cover BRAKES: EBC slotted brake rotors w/Oracle LEDs INTERIOR: Focal Sound System 26 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
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SHOWTIME SEMA CRUNCH
Only 8-weeks out from having to ship a completed show truck to The SEMA Show Rodriguez reached out to suppliers to round up parts to create this work of art. That’s a tall order in normal times, but supply chain issues in the middle of the pandemic made it near impossible. Rodriguez, his team, and some top suppliers in the industry were able to meet that challenge, however. First up was the full suspension makeover. Rodriguez reached out to Aaron at Any Level Lift about an estimate on getting a lift quickly. He was told a month, but Aaron put a rush on the order and got it put together and installed in just 3 weeks.
28 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
The Any Level Lift makes the stance infinitely adjustable.
Fusion Bumpers look right at home on this build and really add the tough, finished loot the front and rear corners needed. The Overkill Fab grille and Fusion Bumpers are filled with LED’s from OLB Lighting. Also check out the Morimoto XB LED Headlights.
ROLLING PROPER
NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------
Next thing to address was dialing in the front end of the truck. Of course the grille, lighting, and bumper all needed to be upgraded. An Overkill Fab grille was 30 www.dieselworldmag.com are filled with LED’s from OLB
SHOWTIME
Once the truck was back in Dallas a set of 30x16 Torque American Force Wheels were installed. Before install, the back and highlights of the chrome wheels were powdercoated Illusion Red to match the suspension by Da Drop Shop in Midland, MassiveTexas. 42x16.50R30 Fury Offroad M/T tires were wrapped around the custom American Force Wheels. The cherry on top of the wheel and tire package is a set of Kap King custom spinning wheel caps, with embossed Diesels of Dallas logos.
The Any Level Lift setup included new billet arms, and was done completely in Illusion Red and Chrome. The setup includes King coilovers at all four corners and a hydraulic actuation system that allows the truck to raise and lower independently front to back, with 14-inches of height adjustment. Once the suspension setup was done at Any Level Lift in New York, Rodriguez talked one of his Dallas friends into hot shot trucking it back to Diesels of Dallas in just two days. The clock was ticking and The SEMA Show deadline never moves.
SHINY ENDS
Torque 30” American Force Wheels w/Kap King Spinning Wheel Caps all wrapped in Fury Offroad M/T Tires installed with a custom Diesels of Dallas “DD” logo insert. To help highlight that shiny new grille are Morimoto XB LED Headlights. Under the grille is a front Super Duty Fusion Bumper outfitted with four 6-inch OLB SR staggered LED lights and a set of Monster Hooks. To top it off a RK Sport Hoods Fiberglass Ram Air Hood was installed, with lightbar fitted in the ram air scoop. At the other end of the truck a rear Fusion Bumpers Super Duty bumper was installed, along with more OLB lights. A chrome tow hitch and painted tail-lamps complete the look. A Backflip bed cover keeps the dust out of the truck bed and cargo secure.
FINISHING TOUCHES
SHOW
32 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
With the heavy lifting mods done it was time to dial in all the little details to take this show truck up a notch. Under the truck a Mag Hytec oil pan and G4 rear differential cover add even more chrome. An 8-inch black exhaust tip from TSO, with chrome overlays looks mean. EBC slotted brake rotors ensure this big truck can stop quickly, while Oracle LEDs ensure they look good doing it. Twisted Pros rock lights finish off the underside of the truck with some additional nighttime bling. TIME
THE 9115 INVADER AVAILABLE IN BRUSHED W/ MILLED SPOKES GLOSS BLACK W/ MILLEDCHROMESPOKES 20x10 | 22x12 | 24x14 | 26x14 | 28x12 CALIOFFROADWHEELS.COM | @CALIOFFROAD
The sound of the beast wasn’t forgotten either. Outside a HornBlasters train horn lets everyone know when this truck is in the area. Inside a four 8-inch speaker Focal sound system keeps the tunes pumping. The final elements to bring this truck together are things like the custom painted Mid South LED side mirrors. Also Amp Research powered side-steps with custom Diesels of Dallas logoed Next Level Mats on the step. The finishing touch is the matching chrome logos down the side of the truck by STG Wraps in Lancaster, Texas.
34 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
SHOWTIME
SEMA CRUNCH Of course everything came down to the wire and the Diesels of Dallas team was wrenching on this truck even after it was loaded on the trailer headed to Vegas. Once in Vegas it rolled into The SEMA Show and placed inside the brand new West Hall, representing Fusion Bumpers. Keeping this black, chrome, and shiny red truck clean and looking right for the entire show was also a project, but Rodriguez had a solid team behind him. “SEMA is fun and stressful but worth it in the end when you see your truck finished and on display,” said Rodriguez. He also wants to send out a special thanks to his wife Adriana
SHOWTIME for being by his side through all the hectic hustles of small business ownership.
LIFE AFTER SEMA
“SEMA IS FUN AND STRESSFUL BUT WORTH IT IN THE END WHEN YOU SEE YOUR TRUCK FINISHED AND DISPLAY.”ON 36 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- www.dieselworldmag.com
You’ll see this truck rolling around the Dallas Fort Worth area regularly these days. You’ll recognize the mods and big Diesels of Dallas logos, but not the color. The Shiny black paint has been replaced with a shiny chalk gray wrap.
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SCode:2211DW ï Prices subject to change without notice. Visit SummitRacing.com for current pricing. Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. © 2022 AUTOSALES, INC Orderby10 PM EST: In-Stock Parts Shipped That Day! 1.800.230.3030 ï Int'l:1.330.630.0230 UNBEATABLE SERVICE, TECH ADVICE, SATISFACTION, AND SELECTION. Make an Impact Off-Road LED Back-Up Lights AGI LED Clear Strip from $5599 Revolver X2 Tonneau Covers BAK X2 Each from $1,09088 Geolandar X-AT Tires YOK X-AT Q from $28299 Cyclone D683 Matte-Black Machined DDT Wheels FLW D683 from $32200 High-Intensity LED Truck Bed Light Kits RBP Intensity from $29 99 Tonneau Covers LED Wheels
THEUPPINGANTE INSIDE THE CUTTING-EDGE TECHNOLOGY ON DISPLAY AT U.C.C. 2022 40 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com TECH | DIESEL WORLD MAGAZINE TEXT AND PHOTOS BY MIKE MCGLOTHLIN
At this year’s affair, we saw billet blocks enter the fray, common-rail injection (and the role of electronics) continue to rule the roost, supremely well-executed diesel conversions, and massive single, compound, and triple-turbo arrangements make otherworldly horsepower numbers. We also witnessed a Duramax legitimately challenge the Cummins dominance that has been part of U.C.C. since its inception. Even a pair of 6.0L Power Strokes helped to shake up the field. This time, we’re shining a spotlight on the technology that makes an event of this magnitude possible—and how engines, turbochargers, transmissions, and chassis’ survive it.
Above all else, the biggest news from U.C.C. 2022 was Justin Zeigler’s 3,000hp dyno performance. To be more specific, his ’06 Dodge laid down 3,336 hp—the most power ever recorded on a chassis dyno, gas or diesel. With a massive, 5.3-inch inducer Wimer atmosphere turbo in place for the occasion (and an 88mm GT55 on the manifold), boost had to be built using the truck’s brakes in addition to the load the SuperFlow dyno provided. In a 1.19-second sweep from 3,100 rpm to 5,725 rpm— during which converter slip measured as much as 48-percent—nearly 6 pounds of nitrous was used, 189-psi of boost was produced, and 3,336 hp and 3,642 lb-ft of torque was registered.
Without a doubt, new ground was broken at the 2022 Ultimate Callout Challenge. Three trucks ran 4-second eighth-miles, seven more put up mid 5’s, and seven competitors cleared 2,300 hp or more on the dyno—including Justin Zeigler’s industrychanging 3,336hp show on the rollers. Then came the sled pull which, for the first time, permitted purpose-built pulling trucks to compete. And all of that took place with the DPI Expo, boasting the biggest names in the business, fully open to the public. With so much cutting-edge technology present in one place, it’s no wonder the atmosphere was electric at U.C.C. 2022.
41www.dieselworldmag.com NOVEMBER I 2022 • DIESEL WORLD
At the heart of Justin Zeigler’s 3,336hp effort on the rollers lies a D&J Precision Machine Cummins. As an Enforcer, the 6.7L sports a deck plate, cylinder sleeves, a crank girdle, fire-rings, X-beam rods, and billet FSR pistons (among other things). However, the fact that it’s an Enforcer engine means it’s still rocking the cast-iron block and factory-based cylinder head. On the dyno, and in the words of Zeigler himself: “This cast-iron block and factory-based head did things a billet engine ain’t done yet!” A hungry fuel system consists of two 14mm CP3’s and 400-percent over injectors from Exergy Performance, with a stand-alone Bosch ECM controlling everything. Credit goes to Firepunk Diesel’s Cody Fisher for the stunning fab work under the hood.
Out on the drag strip, Zeigler and his 4,430-pound Dodge immediately made their presence known. The truck’s first full A-to-B pass ended with a 4.99 on the scoreboard, even though Zeigler had to pedal it twice. On the track, nitrous backfires (which occurred when he was forced to lift off the throttle) introduced slight valve damage—which was before the truck made its earth-moving 3,336 hp on the dyno. In our opinion, the TH400 deserves the MVP award in Zeigler’s setup though. The Rossler-built three-speed makes use of a Neal Chance converter and routes power through an SCS transfer case.
TECH ›› UPPING THE ANTE 42 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
When Chris Patterson installed his triple-turbo arrangement prior to the dyno day festivities, we got a glimpse at the whizz-bang hot-pipe that links his atmosphere chargers together. The wild-looking piece is a computer-designed and simulated component developed specifically for these TDI S476 turbochargers. The hot-pipe assembly features Schedule 10 stainless steel, with its .120-inch wall thickness perfect for retaining heat to help better drive the low-pressure turbos. If you recall, this triple arrangement allowed Patterson’s third-gen Cummins to make 2,614 hp and 3,611 lb-ft on the dyno. While it’s always fun to showcase what makes some of these 3,000hp engines make the power they do, it’s equally interesting to discover the parts that allow them to live at such insane power levels. Along the driver side frame rail of Chris Patterson’s ’07 Dodge dually, you’ll find two remote-mounted coolers—and they’re not for transmission fluid. Because Patterson’s block is filled he knew he wouldn’t be able to adequately cool off the bottom of the engine without doing something. These heat exchangers, equipped with fans that operate at 215,000 BTU per hour, serve to keep the 5.5 gallons of 15W40 engine oil cool. It’s no wonder Patterson never turned his engine off between making six back-to-back hits on the dyno—EOT never went higher than 168 degrees F!
It doesn’t get much sweeter than triple Precisions, and that’s exactly what the DHD team put to work on the dyno. The two-stage arrangement, which was designed and built in-house, positions a pair of identical Precision turbos above the hood of the ’06 Silverado (and reportedly can be installed inside of an hour). So how did the trio perform? DHD took Fifth Place on the dyno while simultaneously setting a new Duramax record with 2,486 hp. The day before, team DHD broke into the 4’s for the first time.
Isn’t it a shame a front clip covers up the exotic Cummins in Derek Rose’s record-setting third-gen? Shown here in triple-turbo trim, Rose’s allaluminum Freedom Racing Engines power plant is ready to take on the dyno. Rose has wasted no time putting Freedom’s billet Cummins block through its paces, running a 4.44-second eighth-mile at 4,100 pounds in April and then making 3,084 hp aboard the hub dyno in May. A few weeks later, and even with the engine slightly hurt following a nitrous backfire while tethered to the aforementioned hub dyno, Rose’s Dodge still went 4.73 through the eighth (at 4,400 pounds), which was followed by making 2,621 hp on the dyno.
TECH ›› UPPING THE ANTE
In the past, Chris Patterson had experienced chassis issues while sled pulling his dually. At U.C.C., he and his team decided to reinforce the frame significantly. They welded tubes in place that spanned from the hitch past the transmission crossmember. The rigid additions ended up working exactly as intended, with the previous frame-twist eliminated and the noticeable gap between the cab and bed no longer developing. Cutting-edge technology of the highest order was on display in Jesse Warren’s Super Stock puller. Warren was asked to compete in Charlie Fish’s stead on both the dyno and during the truck pull. U.C.C. marked the debut of Warren’s billet-aluminum block 6.0L Power Stroke, an engine program born out of necessity (he was splitting cast-iron blocks). Fastened on top of the block sat a pair of Warren’s billet cylinder heads. Making use of some of the largest hybrid HEUI injectors Warren ever assembled, along with a 5.3-inch and 4.1-inch compound turbo arrangement, this is a 6.0L like you’ve never seen before. Although electronic gremlins hindered the truck’s dyno performance, at full health we fully expect this setup to produce somewhere in the neighborhood of 2,500 hp. After all, that’s what it takes to keep pace in the Cummins-dominated Super Stock diesel truck class.
44 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
…they’d dare you to go buck wild. Because when you’re on your next adventure, you want a tire that will challenge you to push your boundaries. The Atturo Trail Blade ATS stylishly delivers superior performance off road or on asphalt. So, if you want a tire that will have you testing new waters, Go with Atturo.
WHAT WILL YOUR TIRES SAY ABOUT YOU?
ATTURO.COM/ATS TRAIL BLADE ATS ALL-TERRAIN SPORT
For a tire that’s been out of production for a short while now, Nitto’s NT420S all season remains the tread of choice for most competitors on dyno day. Obviously, this tire was never developed to distribute 4,000 lb-ft of torque to a set of massive rollers (nor was it engineered to be run on heavy diesel trucks), but that’s exactly what Derek Rose uses them for. For whatever reason, their unique sidewall construction seems to survive the stresses imposed on them, and the tread pattern rarely fails to grip the dyno. In 2022, Rose’s 305/50R20 NT420S’s held their ground once again, even with 2,621 hp and 3,677 lb-ft coursing through them. It might be equipped with parachutes, a fuel cell, a roll cage, and be capable of mid 8-second quarter-miles, but Chris Buhidar’s 2000 model year F-350 still has leaf springs out back. Granted, the number in each leaf spring pack has shrunk, but they’re there nonetheless. Buhidar’s Super Duty, coined “The Mick,” is now 5,200 pounds, the lightest it’s ever been. Fittingly it went 5.56 in the eighth-mile at U.C.C., with Nathaniel Oku behind the wheel. The truck’s mid 5 was good enough for Eighth Place in the drag race. Not bad for what was likely one of the heaviest vehicles competing.
Gone are the triple turbos once employed on Chris Buhidar’s Cumminspowered Ford. Instead, the proven Garrett GT55 (this being a 94mm version) is combined with nitrous to achieve the same power. Buhidar also controls his Freedom-built common-rail with a MoTeC M142 ECM from S&S Diesel Motorsport. A BTS 4R100 continues to handle the shifts and absorb all the Cummins’ punishment. On the dyno, Buhidar’s Super Duty cleared 2,368 hp and 3,146 lb-ft of torque, a combined total that earned him a Sixth Place finish on the rollers. While cut tires certainly don’t represent a new form of technology in diesel truck pulling, they were new to Brian Shew’s 3.0 smooth bore truck at U.C.C. A regular front-runner in the Limited Pro Stock field, the Quality Diesel Performance Dodge known as “Iron Maiden” took its maiden voyage on cuts during the sled pull. With nothing else changed (we’re told that not even the gears in the quick change transfer case were altered), Shew drove the cut-tire second-gen out to a 308.9foot finish—a distance that wouldn’t be beaten.
46 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
TECH ›› UPPING THE ANTE
Squeezed tightly between the frame rails of Keith Porter’s ’52 Chevy 3100 sits an L5P Duramax. In order to get the late-model common-rail to play nice in the old truck, the project spent considerable time at S&S Diesel Motorsport in the care of Andre Dusek. In his care Dusek was able to get both the L5P and 10L1000 Allison to perform flawlessly by designing his own Allison control package (of which is not yet available for the general public). Trust us, this is one of the more cutting-edge conversions you’ll come across. KC Turbos’ Charlie Fish is basically the comeback kid of the diesel world. While traveling to U.C.C. from Arizona in 2021, his race trailer was rear-ended in Texas (causing damage to his race truck), but he still managed to make it to the event. During testing a week before U.C.C. 2022, a nasty nitrous backfire literally blew up his 6.0L Super Duty. Days before he had to be on the road and bound for Indy, the front clip, windshield, turbo piping, dash, and intercooler were all replaced. On top of that, with the engine ingesting pieces of intercooler shrapnel it was completely rebuilt before leaving. Once at U.C.C., Fish struggled to put it all together at the drag strip, but kept at it and eventually pulled off an impressive 5.56-second pass at 126 mph.
It doesn’t get much better than a muscle car with a modern diesel stuffed in the engine bay, and fans of this type of swap were in for a treat at the Exergy Performance booth. There they were greeted with a Duramaxconverted ’69 Camaro Z/28, a car that’d had much of its work done at Firepunk Diesel (yes, for custom fabrication jobs they will even work on the Duramax!).Howabout a classic Chevy pickup with modern diesel propulsion?
TECH ›› UPPING THE ANTE
Keith Porter’s ’52 barn find of a Chevrolet 3100 is the perfect mix of old and new. The chopped Chevy sits on front and rear independent suspension systems out of a C4 Corvette, benefits from full air-ride, and houses an L5P Duramax under the hood. Keen eyes will notice that the truck’s box has been shortened (roughly 6-inches) and that the doors have actually been stretched (again, 6-inches).
Under the hood, a Duramax controlled by a stand-alone Bosch ECM is graced with twin turbos that blow through a No Corners Cut Fabrication intercooler. The packaging alone will make working on the V-8 a much easier task than it would be with a more common compound arrangement in the mix—but we’re sure the parallel setup will perform. In fact, it’s rumored that the goal for the build was 1,100 to 1,200 hp.
48 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
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When Jim Rose’s son was ready to get his Jr. dragster back on the track but parts shortages made it impossible, he decided to put the twocylinder Kubota Z482 diesel engine sitting in the corner of his shop to good use. A bit of head scratching, welding, and custom-machined parts later his son’s dragster is diesel-powered. Better yet, it’s turbocharged and looks like it belongs in the ’99 Spitzer Jr chassis. It’s proof yet again that thinking outside the box and having access to a machine shop can make virtually anything possible.
TECH ›› UPPING THE ANTE
As far as performance goes, the dragster got started with an rpmlimited 16.00-second eighth-mile, but with a little more engine speed the dragster turned in a 13.00 in no time. One last tweak resulted in a 12.60, which is closing in on the 11.90 they’re after (the limit for the class). Perhaps the best part is that after a full night of racing at the track, Jim reported the Kubota had consumed “maybe a coffee cup’s worth of fuel.”
Nearby Jim Rose’s booth (i.e. Rosewood Diesel Shop), sat the folks at Firewire LED’s with their 7.3L showpiece. In 2021, owner Brian Rogers decided to transform his family-owned 1948 Ford 8N tractor into a 7.3L-powered masterpiece (it’s called “Stroked-N”). And if the fact that a 7.3L Power Stroke sitting in a tractor isn’t enough of an attention-getter, the twin-turbo configuration should definitely do the trick (twins are a real rarity in the 7.3L camp). Rogers topped off his creation with Super Swamper TSL tread out back, too. Predictably, it’s already earned several trophies at various truck and tractor shows.
The night of the world’s worst nitrous backfire, this is what one of the end tanks on Charlie Fish’s intercooler looked like. At U.C.C., his fresh Kill Devil Diesel 6.0L Power Stroke never skipped a beat—even when converter issues were allowing the engine to see 6,000 rpm, nitrous backfires were still on the menu, and all kinds of horsepower were being thrown at it. By the end of U.C.C. weekend, Fish and his Ford reclaimed the 6.0L Power Stroke eighth-mile record, going 5.39 at 127 mph.
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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
The 6.7L Cummins that powers Chris’s green monster is neither sleeved nor sporting a deck-plate, but is based on a hitest alloy block from Hamilton Cams. The crankcase, which boasts more than double the tensile strength of a factory Cummins block, has had its water jackets filled and
HIGH CALIBER CUMMINS
FEATURE 2007 DODGE DUALLY SPUN THE DYNO If you’ve ever felt like all the world’s eyes were upon you, you know the feeling Unrivaled Diesel’s Chris Patterson has experienced over the past year. At the 2021 All Truck Challenge, his ’07 Dodge dually spun the dyno to the tune of 3,089 hp—becoming the first diesel truck to make 3,000 hp on a chassis dyno. In doing so, he set the diesel industry ablaze with both supporters and naysayers, all of which came out of the woodwork to offer their two cents on the feat. But instead of zeroing in on the negative, Chris kept his head down and continued to improve the truck. He broke into the 5.40s in the eighth-mile (at 6,400 pounds, no less) and made the adjustments he knew would be necessary to make it a more BY MIKE MCGLOTHLIN
CHRIS PATTERSON’S DYNOSLAYING, DRAG RACING, AND DIRT-DOMINATINGCUMMINS3,000HP 56 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
DIESEL WORLD MAGAZINE formidable contender at the truck pulls. When Ultimate Callout Challenge 2022 rolled around, Chris crushed it, finishing fourth overall out of 15 built-to-the-hilt trucks. It was here where we caught up with Chris for the full scoop on his 3,000hp, jack-of-all-trades third-gen.
GREENENVY 57www.dieselworldmag.com NOVEMBER I 2022 • DIESEL WORLD
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If you’re going to pursue 3,000-plus horsepower, your engine better have a hell of a foundation. For that, Chris Patterson turned to Hamilton Cams for one of the company’s hi-test alloy 6.7L blocks. D&J Precision Machine X-beam rods, stock compression pistons, and a proprietary grind No Limit Manufacturing cam reside in the short-block. A Stage 3 D&J cylinder head—complete with 1.500-inch super alloy intake valves, 1.450-inch super alloy exhaust valves, high-rev valvesprings, and 5-axis CNC porting—anchors to the high-strength block via 14mm ARP Custom Age 625+ head studs. Hamilton Cam’s hi-test alloy block (also known as its Comp Block) was cast with a deck and cylinder base that’s 1-inch thicker than a factory 6.7L Cummins block, and it also features much more main webbing material. Its tensile strength is also 390 MPA (vs. 160 MPA stock). Inside the deep-skirt crankcase, an OEM 6.7L Cummins crankshaft is anchored in place via 14mm ARP main studs, and a gridlock girdle from Bean Machine ties all of the main cap together. The block was also machined (along with the head) to accept fire-rings, and its water jackets have been filled with concrete.
STAGE 3 HEAD Imagine a Cummins that produces 110-psi of boost despite having a cylinder head that flows 330 cfm… That helps sum up just how serious Chris’s fire-breathing engine setup is. The Stage 3 D&J head has been CNC ported to flow twice as much as a factory 24-valve head (on the intake
GREENENVY been machined to accept both 14mm main studs and head studs, along with fire-rings for optimal combustion sealing. A factory 6.7L crank spins six X-beam connecting rods from D&J Precision Machine, which are attached to stock compression pistons. Bottom end strength is further maximized thanks to a gridlock girdle from Bean Machine that links all main caps together. The valvetrain takes its cues from a No Limit Manufacturing camshaft, designed with a proprietary grind Chris came up with.
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Dual FASS Titanium Signature series low-pressure fuel supply systems feed the 14mm CP3’s. Each system is rated to flow a whopping 290-gph and provides the engine 18-psi worth of pressure at idle. The fuel cell in the middle holds up to 16 gallons of VP Racing Torq DX race fuel, which Chris tells us is enough capacity for the truck to drive 180 miles. Feel free to ask Chris how he knows that…It entails middle-of-the-night, middle-of-nowhere racing where trailered-in vehicles aren’t allowed to compete.
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GREENENVY
Chris made his record-setting 3,089hp with a set of compounds from VS Racing under the hood of his Dodge. The dual ball bearing S483/96/1.15 on the 3-piece T6 BD exhaust manifold helped bring its big brother to life, a triple ball bearing 106mm snail with a 113mm turbine wheel and a 1.45 A/R exhaust housing. Here, you’re looking at the triple-turbo arrangement Chris switched to for the dyno portion of U.C.C 2022. It still makes use of the VS Racing S483 on the manifold (which is externally wastegated), but a pair of S476 TDI units with 87mm turbine wheels effectively combine to serve as one atmosphere unit.
A pair of 14mm CP3’s from Exergy Performance handle the job of pressurizing fuel and provide proper support for a set of competition hybrid injectors from Flux Diesel Injection. The hybrids, which feature solid bodies to eliminate cracking, entail extensive internal work and 450-percent over nozzles. The high-flow, high-pressure common-rail injection system is fine-tuned courtesy of Starlight Diesel’s Dominic Ferrante via a factory CM849 ECM, the commonly used Bosch unit from ’06-’07 5.9L’s.
Of course, Chris uses a spool stage of nitrous to help get his massive turbos turning, but there’s much more than that. In total, he can call on four kits to help him get the job done, be it on the drag strip, the dyno, or even the pulling track. On the dyno, roughly 3 pounds of N2O are consumed per run. side), but it’s also been machined to accept fire-rings, is fitted with 1.500-inch super alloy intake valves, 1.450-inch super alloy exhaust valves, and hardened seats. Highrev valve springs rule out valve float and creep at high rpm and excessive boost, and ½-inch diameter Manton pushrods complete the race-ready valvetrain. ARP Custom Age 625+ head studs measuring 14mm in diameter fasten the head to the hi-test block.
FLUX FUELING In the world of 3,000hp common-rails, it takes a set of high-flow, fast-firing injectors to get the job done. The solid body, competition hybrid units in Chris’s engine come from Flux Diesel Injection, and they’re topped off with 450-percent over nozzles. Fine-tuning of the injection system, by way of a Cummins CM849 ECM, comes courtesy of Dominic Ferrante from Starlight Diesel. A pair of 14mm stroker CP3’s from Exergy Performance support the big injectors while dual 290-gph FASS systems ensure plenty of low-pressure fuel supply is always headed their way. The FASS pumps pull fuel from a 16-gallon cell mounted between the rear frame rails.
Both the AAM 1150 out back and the AAM 925 up front have been treated to a host of upgrades from Yukon Gear & Axle. Chromoly axle shafts, a Grizzly locker, and 4.10 ring and pinion sets have been added. In conjunction with select yet extensive frame reinforcement measures, the stronger axle components have aided Chris’s sled pulling efforts tremendously. In fact, dragging the sled through the dirt is now his favorite thing to do.
For the most part, Chris has competed using a two-turbo compound arrangement. However, for U.C.C. 2022 he changed over to a triple-turbo compound system (also two stages) for the dyno and sled pull events. The conversion takes roughly an hour to complete and leaves the VS Racing S483 on the BD T6 manifold while a pair of S476 TDI chargers replace a massive VS Racing 106mm unit. The primary charger benefits from a single, 46mm external wastegate helping to bleed off excess drive pressure, but it is quickly overwhelmed in an all-out race effort, where nitrous is introduced and 110psi of peak boost is produced. While the verdict is still technically out on the triples, Chris believes the two-turbo compound system—the VS Racing S483 combined with the 106mm—makes more power.
GREENENVY
A transmission builder by trade, Chris knows the ins and outs of the 48RE—and at this point he even knows how to avoid cracking the case—something that’s fairly common at power levels beyond 2,000 hp. His parts recipe for surviving the nearly 4,000 lb-ft of torque that’s been shoved through it is a triple-disc, billet stator DPC converter, a 37-spline Santjer input shaft, Sonnax extreme duty 300M intermediate shaft, a 29-spline output shaft, a TCS billet drum, GPZ frictions, and Kolene steels. A 6.0L transmission cooler from Mishimoto keeps ATF temp in check.
A 48RE THAT’S BUILT FOR ABUSE
COMPOUNDS AND TRIPLES
To keep the rear AAM 1150 from wrapping, a four-link suspension with QA1 double-adjustable coil-over shocks is present, and it does a fine job ensuring the truck remains settled while continuing to dig forward. Up front, a four-link system with coil-overs is onboard as well, along with a track bar and a rack and pinion conversion.
If you thought a 3500 series dual rear wheel Ram applying more than 2,000hp to the track would be hard on a transmission, you’re right. Luckily Chris knows the 48RE four-speed like the back of his hand and also has plenty of breakage experience under his belt—which is to say he knows how to keep one alive at this power level. His recipe begins with a BD 12-bolt flex plate and a 2,600-rpm stall DPC triple-disc converter sitting on a 37-spline solid input shaft from Santjer Performance Development. Other hardto-kill parts include a Sonnax extreme duty 300M intermediate shaft, a 29-spline output shaft, and a billet drum from TCS. Chris handles all shifting himself via a full manual valve body from Muldoon’s Performance Transmissions.
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A DO-EVERYTHING, 3,000HP TRUCK? Believe it or not, the original plans for the third-gen were to make it a 1,000hp allpurpose truck that could handle just about any job Chris threw at it: towing, racing, pulling, and of (course) daily driving. Oddly enough, the truck still does most of those things. It’s fuel efficient enough to travel 180 miles with the fuel cell topped off, can run low 5’s in the eighth-mile, rock any set of rollers it’s strapped to, put in a strong effort in the dirt with a sled attached and, as you read this, it will be toting a small trailer behind it for this
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Although some primarily think of Chris and his green dually as dyno contenders, it’s worth noting that the truck has been 5.40s in the eighth-mile on several occasions. Its quickest E.T. to date is a 5.46 and its fastest trap speed of 136.95 mph came during its 5.48-second trip through the ‘660 at U.C.C. Factor in a low 1.3-second 60-foot and you can imagine how fun it is to pilot this 3-ton rocket. Future quarter-mile plans include securing the quickest E.T. record for a dually yet also showcasing how versatile and streetable the truck can be. year’s Rocky Mountain Raceweek 2.0. While Chris plans to return to U.C.C. in 2023, above all else he plans to make his infamous green dually more streetable in the months ahead, along with continuing to showcase how versatile the build is.
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GREENENVY
For a truck and owner that seemingly came out of nowhere in 2021, virtually every diesel fan knows Chris Patterson’s name now. His barrier-breaking 3,089hp dyno effort last fall instantly made him a heavyweight in the diesel industry, and his subsequent (and repeatable) 2,600plus horsepower performances at U.C.C. 2022 earned him respect from some of the biggest names in the business. What’s more is that his 3,000hp, 5-second sled-pulling creation was born in a small shop just outside of Dallas, with loads of support from local, Texas-based companies. Keep your eyes peeled for Chris’s homegrown monster to challenge, reset and shatter other records in the months and years to come.
A stripped interior helped get the big dually down to a trim 5,540 pounds for U.C.C., but something tells us Chris won’t leave things this bare for long—especially with events like Rocky Mountain Raceweek on his radar. And don’t let the Precision Performance Products air shifter fool you, Chris handles all of the shifting himself thanks to a full manual valvebody from Muldoon’s Performance Transmissions.
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As a longtime drag racer, Chris quickly realized truck pulling was a similar sport—it’s just a race to 300 feet. As a result, he’s almost become addicted to it. In fact, he’s invested quite a bit of time into making sure the truck not only survives a pull, but thrives during it. To quell the stresses that’d tweaked the frame in the past, Chris and his crew ran two 10-foot sticks of tubing from the hitch to the transmission cross member between the dyno and truck pull at U.C.C. The alteration added 300 pounds to the truck, but Chris assured us the welded-in reinforcement is completely removable—with a plasma cutter. It just goes to show you how far die-hard competitors like Chris will go in order to win, and we can’t wait to see the changes he makes before U.C.C. 2023. At All Truck Challenge 2021, Chris and his Dodge shocked the world with a 3,089hp effort on the Pearce’s Diesel Doctor dyno, making him the first to break the 3,000hp chassis dyno barrier. In an attempt to repeat that performance at U.C.C., Chris duked it out with the Northwest Dyno Circuit’s SuperFlow. But after having just witnessed fellow competitor Ben Francis explode his engine, Chris and team decided to pull a nitrous kit out of the equation to play things safe—only to bring it back in after the first run yielded 2,400 hp.
Unfortunately, Chris’s plans to utilize VHT at U.C.C. backfired and traction proved hard to come by, smoking the driver side rear tire and having the passenger tire spin on the rim. By the time his 30-minute dyno session was up, Chris had cleared a highly respectable 2,614 hp and 3,611 lb-ft. But he’d also done something even more impressive. Throughout his truck’s torture test on the rollers, the engine was never turned off, no attempts were made to cool it down, and it made an incredible six full-power passes without so much as a hiccup.
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GREENENVY
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SINISTERDIESEL AMERICAN BORN BRED& ® PITBULL TURBOS COOLANT FILTER AIRKITSINTAKESFORD 1999.5 2021 FORD 1999 2021 DODGE/RAM 2003–2018 DODGE/RAM 2003 2020 DODGE/RAM 1994 2021 2016 CHEVY/GMC 2001 2016 CHEVY/GMC 2001 2016 INTAKE ELBOWS FORD 1999.5 2007 DODGE/RAM 1994 2007 SINISTERSINISTERDIESEL.COM
FEATURE 1978 FORD F-100 70 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
HOMEGROWN HIGHBOY A PACKINGBODY-SWAPPEDBARN-BUILT,’78FORDA700HPCUMMINS 71www.dieselworldmag.com NOVEMBER I 2022 • DIESEL WORLD
The original engine’s 160hp P7100 was worked over and benched at Scheid Diesel. It sports 5,000-rpm governor springs, 191 delivery valves, and flows 470cc’s of fuel. It also features 22 degrees of timing advance and forces fuel through .093 lines. A set of SAC style, 5x0.013 Scheid injectors handle in-cylinder fuel delivery while a stock lift pump—equipped with a stiffer, Comp Cams inner valve spring— feeds ample fuel to the low pressure side of the P7100 at any rpm. Also notice the Scheid billet front cover here. Through the passenger side fender well you can spot the atmosphere turbo in Jared’s setup. The BorgWarner S400 sports a cast 75mm compressor wheel, a 96mm turbine, and a T6 inlet, 1.10 A/R exhaust housing. After converting to an HX40 flange, which reduced the turbo’s outlet to 4-inches, drivability improved tremendously. In fact, Jared reports that despite the engine’s healthy fueling the S300/S400 combination makes for a very responsive and clean-burning truck. o, it’s not a High Boy. It just happens to look like one—and we’ll dare say it’s better than any alloriginal dentside. It’s a ’78 Ford body fastened to a second-gen Dodge frame, suspension and axles, and it’s got a well-fueled and compound turbocharged 12-valve Cummins under the hood. It also happens to belong to Jared Jones, driver of one of the fastest oil burners in existence, the Scheid Diesel dragster. As a diesel technician at Scheid, you could say Jared knows a thing or two about a B-series Cummins, along with how well the ’94-’02 Dodge chassis holds up to high horsepower. In combining his ’94 Ram with his uncle’s old F-100, he built a vehicle any truck guy would envy. MIKE MCGLOTHLIN
Far from the 330,000-mile Cummins that once powered the truck, Jared Jones sourced a 24-valve block and built this 5.9L from the ground up. Not only was the block machined to accept larger 14mm main studs and head studs, but it was fire-ringed as well. A stock crank swings a set of factory forged-steel 12-valve rods that’ve been shot-peened and fitted with ARP rod bolts. Other additions include a Scheid Diesel street cam, along with the company’s billet tappet cover, front cover, and intake plate. A set of 4130 chromoly push tubes from Trend Performance and 165-lb Hamilton valve springs complete the 5.9L’s valvetrain upgrades.
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HOMEGROWNHIGHBOY
Following a lengthy period of spirited street driving, boosted four-wheel drive launches and beating up on Corvettes and Camaros in his 500hp regular cab ’94 Dodge, Jared snapped the input shaft in the truck’s 47RH. With the Ram out of commission, he grabbed the keys to his uncle’s two-wheel drive ’78 F-100. Then, after the Ford’s C4 automatic gave up a year or so later, Jared had a “wait a minute” moment one night. With the two broken down trucks parked side by side, he noticed the wheelbase of the second-gen was close to the F-100’s. After measuring, the wheels started turning and Jared began to kick around the idea of swapping the Ford body onto the Dodge chassis. Despite the truck being finished and made road-worthy more than 12 years ago, Jared still adds something new each winter, when—in an effort to keep it as far away from road salt as possible—its daily driving duties are brought to a halt. In the future, Jared plans to buy another Dodge frame and completely redo the build, and he’s even thinking about trading in its Patina for fresh paint.
AN IDEA IS BORN
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A set of quick-lighting compounds begins with a 57mm S300 positioned on the engine’s T3 Steed Speed exhaust manifold and on top of an S475 atmosphere charger. Jared fabbed up all intercooler piping using sections of exhaust that were originally intended for a Power Stroke. The 3.5-inch diameter hot and cold-side tubing connects to a flipped ’94 intercooler. Turbo drain tube kits (for both the S300 and S400) and low profile shock mounts from Fleece Performance Engineering helped make installation of the compound arrangement as seamless as possible. As a way of tying the B-series Cummins in with the Ford it powers, Jared tracked down the valve cover you see here and installed it above cylinder number 1. Finding this Ford badge usually means you’re looking at a 5.9L under the hood of a ’92-’98 Ford school bus. With the wheelbase of the second-gen and F-100 being so close in length, the frame isn’t cut or shortened in any way. However, the boxed ¾-ton Dodge frame is considerably stronger in every way. As can be seen here, the ’94 Ram 2500’s front coil springs were retained, as were the factory leaf springs in the rear.
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Putting his days of drag racing the truck behind him, Jared traded his 47RH automatic for this ’05 model year NV5600 manual. The six-speed benefits from a McLeod Racing street twin clutch and, thanks to changing out the input hub, mates to the ’94 Ram’s NP241 transfer case. With the rugged and reliable hand-shaker in the mix, a lot less transmission-related breakage has been experienced, and Jared tells us the truck returns a very respectable 21-22 mpg on the highway.
HOMEGROWNHIGHBOY
Two years after Jared’s creation became road-worthy, the 330,000-mile 12-valve that’d been raced, beaten, and regularly exposed to 2,000-degree EGT in its previous life split the block. Its replacement would be based on a 24-valve crankcase, which Jared had machined to accept fire-rings, 14mm main studs and 14mm head studs
What followed was the piecing together of a one-of-a-kind Fummins using the parts he had available to him, and sourcing everything else either from the junkyard or the aftermarket. “I didn’t start out with a High Boy, I just used what I had,” he told us. “I didn’t have a lift so I bought an A-frame at the scrap yard, and me and the wife got started pulling the body off the Dodge.” Due to the difference in frames, mounting the cab and dog house on the second-gen chassis called for 2.5-inches of body lift. Aside from that, the process of swapping the body over proved pretty straightforward.
FROM A SPLIT-BLOCK TO A BRAND-NEW B-SERIES
After killing the original Dana 70, Jared purchased a replacement with a Yukon Gear & Axle gearset present, and the 3.54-geared rear axle has proven rock-solid thus far. To quell axle wrap, Jared has a set of CalTracs on the shelf waiting to be installed. The truck’s conventional exit exhaust system is void of a tip and measures 4-inches from the turbo back.
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The truck’s B Series emblems are another repurposed factory badging item that just seems to “fit.” Pulled from a ’95 B series Ford school bus, they’re right at home on Jared’s 6BT-powered blue oval.
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BENCHED P7100 AND 5X13’S Long gone are the days of Jared’s P7100 being set up to support a docile 160 hp. With a trip over to Scheid’s pump shop, the ’94 model year P-pump was made to flow 470cc’s of fuel while retaining optimum street manners. It’s been graced with 5,000-rpm governor springs, 191 delivery valves, and is set at 22 degrees of timing. Downwind of the pump are six SAC-style, Scheid-built injectors equipped with 5x0.013-inch nozzles. An OEM Cummins lift pump supports the P-pump, but in order to maintain fuel supply at high rpm its inner valve spring was upgraded with a replacement spring from Comp Cams.
HOMEGROWNHIGHBOY In the cab, a rear bench seat out of a first-generation crew cab Super Duty sits in place of the factory bench. Ford fans well-versed in the dentside era of trucks will also spot the factory radio delete bezel present in the dash, a fairly rare option. The steering column serves as the mounting point for four Auto Meter gauges: a 5,000-rpm tach, a 2,000-degree pyrometer, a 60-psi boost pressure gauge, and a 100-psi boost gauge. Jared keeps tabs on coolant temp, oil pressure, and voltage by way of three Sport Comp II series analog units mounted beneath the ash tray. (which were donated courtesy of the Scheid dragster engine). The fresh 5.9L also features ARP fasteners throughout, including the rod bolts that fasten shotpeened factory rods to the stock crank. A Scheid street cam, Trend Performance push tubes, and 165-lb Hamilton valve springs sum up the valvetrain upgrades.
STREET AND COMPOUNDSTOW-FRIENDLY
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After the first Cummins, a well-fueled single turbo’d 12-valve that’d allowed the truck to make 500 to 550 hp at the wheels, Jared decided to run compounds with the new 5.9L. Now, the truck is considerably more streetable and he spends a lot less time watching the pyrometer. The quick-spooling combo begins with a 57mm S300 mounted on a T3 Steed Speed exhaust manifold. An S475/96/1.10 atmosphere turbo contributes 35 psi of boost at full tilt. Jared fabricated the 3.5-inch diameter intercooler piping that routes boost to and from a factory ’94 Dodge intercooler, and a Scheid billet-aluminum intake plate sits in place of the stock piece. NV5600 SWAP Between the costs and hassle associated with fixing broken 47RH parts and knowing a third-gen owner who was looking to swap an automatic in place of his NV5600, Jared decided to pull the trigger on a manual conversion. A twin disc street clutch from McLeod Racing sits on the input shaft of the ’05 model year six-speed. On the opposite end rests an NP241 transfer case, which was part of the original drivetrain equipment on Jared’s ’94 Dodge. The only change required to accommodate the
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Also helping to complete the look of the old Ford is a dual front steering stabilizer. Sourced from Skyjacker Suspensions, Jared tells us it was installed for cosmetic appeal above all else, although we’re sure it keeps bump steer and wheel vibration at bay.
NP241 was an input hub swap. Cruising in overdrive (sixth gear), Jared’s Ford returns as much as 22-mpg on the highway.
ONE OF ONE It all started with a tape measure, and now Jared always has the coolest truck in the parking lot. Whether it’s from the rattle of the 12-valve Cummins, the sweet whine produced by the well-spec’d compound arrangement, or the simple fact that it’s a High Boy-era Ford out cruising around in the year 2022, Jared’s one-of-one creation has endless attention-grabbing power. When he tossed us the keys, we promptly fired it up, jammed a few gears, and moved it to a more photo-friendly location. Thirty minutes later, we’d already lost count of all the raised thumbs and complements thrown our way. In a world overflowing with brandnew, $80,000 pickups, Jared’s trappedin-time Ford is a welcome change of pace. It combines the iconic, old-school looks of the ’73-’79 F-series line with the ruggedness of a second-gen Dodge chassis—and a 700hp P-pumped Cummins backed by a manual transmission doesn’t hurt matters, either. But most importantly, it can’t be bought.
If you want a High Boy-era Ford to look the part, you install a set of Slots. The 17x10-inch, 8 on 6.5-inch US Mags wheels are wrapped with 305/65R17 Cooper Discoverer S/T tread. The iconic wheels, combined with the 33-inch all-terrains they ride on, fit the bill perfectly—and effectively trap the truck in time.
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HOMEGROWNHIGHBOY
FILLIT CUTIT SENDITJUST SAVE BIG Only $36.95 YES! Sign me up for a subscription to Diesel World and C10 Builder’s Guide for just $36.95. That’s 16 issues for a total savings of $86.89 on the cover price. Or, log on to https://engagedmedia.store/combo_cbgdw and use promo code A723I3H2 or call 800-764-6278 to order your subscription. Allow 6 to 8 weeks for delivery of first issue. Outside U.S., add $56 per year for postage. Payment in U.S. funds only. Fill out the order form below and mail it, along with your payment information, to: Engaged Media LLC, PO Box 88761, Chicago, IL 60680-1761 Buy a 1-year subscription to Diesel World along with a 1-year subscription to C10 Builder’s Guide and get a 70% discount on the combined cover price! Fuel Your Truck Twice A Month Limited-Time Offer: Act Now! Method Of Payment Check Enclosed Credit Card Money Order Bill Me Later Payment Through Credit Card Visa MC AMEX Discover Name On Credit Card Credit Card Number Expiration Date / / Subscriber Name First Middle Last Address City State Phone Email Signature Date / / Addiction Scan QR code & pay online to get additional discount on offer price.
I
MY2K:PROJECTPART9
t’s been a year since this truck was purchased to help generate, what we hope, is good techni cal content around the 7.3L Power Stroke. We’d hoped to be able to share more in-depth in formation on the strengths and weaknesses of this platform, what can be upgraded for better reliability. What parts are worth upgrading and why. Mostly, we just wanted to show the guys out there still driving a twenty year old truck, that while it’s old and outdated compared to the new trucks, they can still be plenty capable when it comes time to work.
KC Turbos Stage One
With the most basic upgrades already taken care of, and a lot of the common failure points resolved, its time to jump into some of the more in-depth installs, like replacing the worn out and undersized stock turbo and replacing the leaking exhaust up-pipes. We’ve done articles on 7.3L turbo upgrades before, and one of our favorites to date was a KC300X that was installed on a 1996 Power Stroke project a few years back. Leaning on that knowledge, we reached out to KC Turbos for their opinion on the best option for our mild daily driver/tow rig build. With plans of a Stage 1 or 1.5 injector down
82 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com TECH | DIESEL WORLD MAGAZINE TEXT AND PHOTOS BY JACOB WHITE
BUYING USED AND GETTING BACK TO BASICS
TECH ›› PROJECT MY2K: PART 9
In speaking with KC Turbos owner, Charlie Fish, he suggested their latest rendition Stage One stock replacement KC300x turbocharger because of its use of their Gen 2 63m compressor wheel, and Borg Warner SX-E based 68mm turbine wheel, they had specifically designed and produced for the 7.3L applications. Since the Super Duty trucks came factory equipped with a wastegated exhaust housing, the tighter .84 housing offers the best of both worlds for both drivability and high RPM EGT/boost control. For our build, their 63mm compressor wheel would move enough air to support a Stage One injector while running great on stockers, should we never get around to upgrading them. The Gen 2 63mm wheel offers great spool-up and a broad power curve thanks to its seven-by-seven extended tip blade design and profile. Paired with their uniquely styled compressor cover, the larger map groove offers excellent surge control while towing.
We knew added airflow would be necessary for this truck, to attain our goals for the built and upon closer inspection, found leaking exhaust up-pipes and had developed a nasty oil leak coming from the turbo pedestal. So, this seemed the opportune time to install the slightly larger 63/68/.84 drop-in turbocharger from KC Turbos. This appears to be the original turbocharger on the truck and at 170,000 miles, we think it’s paid its dues. While there are some less expensive options on the market to upgrade the factory unit to eliminate surge and improve airflow, a complete replacement unit seemed to make the most sense for this truck. the road, we needed the air to support 400hp, but didn’t want to give up low end spooling, so we ordered the Stage One drop-in turbocharger from them, along with their high flow outlet and non-EBPV turbo pedestal kit.
In factory form, the stock turbocharger on the 1999.5-2003 7.3L trucks, wasn’t a bad little setup. But with added fuel from tuning or larger injectors could quickly show its pitfalls. With more than factory power levels, the stock turbo is prone to compressor surge while towing and can run out of air quickly, leading to hot EGT’s, and smoky driving conditions under load.
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Since our factory pedestal has been leaking oil from the warmup valve rod, this was the perfect time to
With the v-band clamps all removed and the joints broken loose, the last step to removing the turbo is removing the two pedestal bolts. The turbo can then be lifted off it’s perch and finagled up and out of the engine bay exposing the exhaust up-pipes back against the firewall and the factory leaking pedestal.
TECH ›› PROJECT MY2K: PART 9
While speaking of exhaust, the factory Ford exhaust up-pipe design leaves a lot to be desired. Our factory up-pipes have been leaking for some time, and now is the perfect time to replace. The stock units use a simple crush donut to seal the pipes to the turbine collector, but after thousands of heat cycles, these crush donuts just simply don’t hold up. Riff Raff Diesel is another great shop that focuses primarily on the Power Stroke platforms and has really put a lot of effort in to making products that not just resolve factory issues but improve performance or efficiency while they’re at it. Their bellowed up-pipe kits for the 7.3L were designed to replace the donut gasket with a better performing design that fits like OEM pieces would. They are built right here in the USA using aircraft grade 321 Stainless Steel, ensuring they’ll never rust or crack. By incorporating a bellow into the pipe, you’ll still get the flex and expansion
The 1999+ trucks made it much easier to swap turbocharger than the previous 1994-1997 trucks, as Ford moved over to v-band style exhaust inlet and outlet. The change in firewall and cowl design also makes it much easier to access everything with your hand tools, including the pedestal bolts.
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Riff Raff Up-Pipes
With the intercooler pipes removed, we needed to remove the ‘spider’, which is the x-shaped unit sitting in the valley of the engine. With the spider out of the way, you have easy access to removing the turbocharger and up-pipes.
eliminate that problematic system from the truck all together. This offers two benefits. First, we’ll eliminate that pesky oil leak. Second, we can remove the restrictive warm up butterfly valve from the exhaust outlet and free up the exhaust to help bring exhaust temperatures down some more. The high flow outlet removes any restrictions on the exhaust side of things, offering the absolute best in EGT control.
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TECH ››
In upcoming issues, we are going to address a few more things on the charge air system, like an intercooler upgrade, intake plenum repair, and diving into a couple of other exhaust related repairs. We also need to spend some time on the interior with some replacement leather seat covers, and address a mild coolant leak we’ve developed recently.
SOURCES KC TURBOS WWW.KCTURBOS.COM RIFFRAFF DIESEL WWW.RIFFRAFFDIESEL.COM 88 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
With the turbocharger out, it was also the perfect time to address the failure prone exhaust up-pipes. These pipes direct exhaust from the exhaust manifolds to the turbine inlet of the turbocharger. The factory design uses a crush style donut, that after time, and thousands of heat cycles will lose its ability to seal. This leads to poor turbocharger performance, excessive EGT’s, and a sooty mess under the hood.
The equippedturbochargerfactoryiswitha warmup valve on the exhaust side, which will close on cold start ups to allow the engine to reach operating temperatures sooner. Downside here, is the actuator used to open/close that butterfly often deteriorates in the pedestal and will create a substantial oil leak. Which you can obviously see is the case here. To eliminate the chances of this happening in the future, we’ve opted to remove the warm-up valve all together. For this change, the turbo must be equipped with the higher flower non-EBPV outlet and you’ll need a non-ebpv pedestal, which we sourced from KC Turbos when we ordered our new 63mm unit.When the pipe will come out of the upper collector removingwithoutthebolts and breaking the seal on the crush donut, you know it’s time to replace the up-pipes.
PROJECT MY2K: PART 9 needed in the up-pipe with continuous heat cycles, while keeping a leak free seal. Results After the install was complete and we were able to use KC Turbos nifty boost leak detector to ensure the system was sealed up tight we made our first drive around town and were blown away at the responsiveness of this 63/68 turbocharger. You’d never know this turbo was larger than stock, aside from the slightly different tone it produces. While it’s quite a bit larger than the stock turbo, with the exhaust leaks sealed up and the .84 a/r exhaust housing, the turbo makes boost effortlessly. Whether we’re leaving a stop light or rolling into the throttle when cruising, boost comes up easy and really limits smoke output of the exhaust. The power band feels wider, and our boost pressures have come up to peak in the 24-25psi range. We’ve seen over a 200-degree drop in our EGT’s at wide open throttle and towing trailers has become effortless.
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The brand new up-pipe and non-EBPV pedestal bolt right back in place of the factory units. Riffraff’s kit includes all new hardware as well, making reinstallation a breeze. Before snugging the up-pipes to the manifold, you’ll want to have everything loose, this will allow the collector to clamp onto the turbine inlet without much fight.
Looking at the outlet of the factory turbo, you can set the large butterfly valve located within the stock exhaust housing. This is the warm-up valve we were referring to earlier. By removing this valve, we can free up some restriction on the exhaust side for better flow, while ensuring we never have to deal with a sticky valve or leaking pedestal in the future.
TECH ›› PROJECT MY2K: PART 9 90 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
Riffraff Diesel uses a completely unique style up-pipe with an integrated bellow to allow some flex and movement with the continuous heat cycles. This style up-pipe offers much better durability and a leak free seal the factory style crush donut up-pipes can’t.The new style up-pipe offers much better sealing to ensure proper turbocharger performance and thousands of trouble free miles. We will note, on our new set, we did need to oblong our upper holes slightly while on the bench, to allow the bolts to easily thread into the collector without being cross threaded.
FILLIT CUTIT SENDITJUST SAVE BIG Only $47.95 YES! Sign me up for a subscription to Diesel World and Tread for just $47.95. That’s 18 issues for a total savings of $89.87 on the cover price. Or, log on to https://engagedmedia.store/combo_dwtrd and use promo code A423ITR1 or call 800-764-6278 to order your subscription. Allow 6 to 8 weeks for delivery of first issue. Outside U.S., add $66 per year for postage. Payment in U.S. funds only. Fill out the order form below and mail it, along with your payment information, to: Engaged Media LLC, PO Box 88761, Chicago, IL 60680-1761 Buy a 1-year subscription to Diesel World along with a 1-year subscription to Tread and get a 65% discount on the combined cover price! Fuel Your Truck Twice A Month Limited-Time Offer: Act Now! Method Of Payment Check Enclosed Credit Card Money Order Bill Me Later Payment Through Credit Card Visa MC AMEX Discover Name On Credit Card Credit Card Number Expiration Date / / Subscriber Name First Middle Last Address City State Phone Email Signature Date / / Addiction Scan QR code & pay online to get additional discount on offer price.
92 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
TECH ›› PROJECT MY2K: PART 9
The latest Gen 2 compressor wheel design used in the KC drop-ins offers incredible spool-up, with a wider map groove for excellent towing performance and higher RPM flow to support 450hp without EGT concerns.Oneother significant difference you’ll see between the stock and the KC turbos is the size of the compressor inlet. KC Turbos ups the ante by using a full 4” intake tube, this offers maximum intake flow to the compressor wheel, without the choke point like a factory compressor inlet would create.
With the high flow outlet installed on the turbocharger, you can look deeper into the turbine housing to see the highly custom turbine wheel KC Turbo’s uses for the 7.3 applications. The original turbo uses an antiquated Garret designed turbine wheel that doesn’t offer much flow, so KC has developed a duplicate version to the better performing Borg Warner SX-E style turbine wheel, built specifically by them as a direct fit piece for the Garrett style reverse rotation turbo. Sitting on the new non-EBPV pedestal, that 63mm unit looks right at home on the old Power Stroke. While we opted to go with the smaller 68mm turbine wheel and tighter .84 exhaust housing, the built-in wastegate will allow us to maintain quick low end response without worrying over excessive boost pressures under wide open throttle pulls.
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DE-STROKED DURAMAX THE INNER WORKINGS OF AN LMM BUILT TO LIVE AT HIGH-RPM 96 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com TECH | DIESEL WORLD MAGAZINE TEXT AND PHOTOS BY MIKE MCGLOTHLIN
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W e see a lot of engines go together here at Diesel World, but occasionally we’re able to sit in on a highhorsepower build that breaks the mold. After playing a key role in keeping as many as seven pulling trucks operational during the summer, Kevin Dermody of Dermody Diesel didn’t settle in for a long winter’s nap once the weather in his native Illinois turned cold. Instead, he found himself busy indoors, piecing together a fairly unique combination of parts for a power-hungry Duramax owner. It wouldn’t be a big bore engine nor a stroker, but rather a de-stroked LMM designed to live at high rpm.
At the heart of the build, you’ll find a Callies Ultra Billet crankshaft with a custom, 3.750-inch stroke (vs. 3.897-inch stock) that was internally balanced at Wagler Competition Products. Callies machines the crank from triple heat-treated 4330v steel before being treated to the company’s Perma-Case nitriding process (for surface hardening). Compared with the factory forged-steel crankshaft from GM, the rod journals are narrower (2.165 inches in width) for improved strength. Designed and intended to be run upstairs, the short-stroke engine is void of a girdle or billet main caps, but does employ ARP main studs. Made from 8740 chromoly steel, ARP’s main studs have a 200,000-psi tensile strength rating. Prior to the engine’s assembly, the entire rotating assembly (complete with an SFI-approved Fluidampr harmonic balancer and Sun Coast zero balance flex plate) was internally balanced at Wagler Competition Products. All of the machining (including line boring of the main bearing bores) took place at Wagler’s Odon, Indiana facility as well.
Having been around big bore and stroker versions of the 6.6L in the past, Dermody was accustomed to sizing turbochargers for stock or increased displacement engines. Needless to say, turbo selection presented a new challenge for a high-rpm screamer. First and foremost, he wanted chargers that wouldn’t run out of steam at 3,500 rpm. However, he needed them to be reasonably responsive at low rpm. Beyond turbo selection, Dermody would enlist the help of some of the biggest names in the industry, with companies like Wagler Competition Products, Diesel
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Valve actuation is controlled via a Dominator series, standard firing order camshaft from Diesel Technology Source. Wagler 4130 chromoly, 3/8 x 0.135inch wall pushrods link the cam to the billet rocker shafts (also sourced from Wagler).
The Ultra Billet crank swings a set of forged-steel connecting rods from Wagler, which accommodate a Trend Performance Hemi-style wrist pin on the small end. Forged from 4340, the I-beam style rods are shot-peened for enhanced strength and utilize 7/16-inch ARP2000 cap bolts. Used in countless truck pulling and drag racing applications, these rods have been proven to handle more than 2,000 hp without issue. A forged-aluminum, 16:1 compression Ross Racing piston resides in each cylinder. The 4.075-inch bore (vs. 4.055 stock) pistons feature Ross’s black skirt coating, much like hard-anodizing, with a Teflon seal for longer skirt life. To safeguard against piston-to-valve contact at high rpm, 0.095-inch deep valve reliefs are present.
With big horsepower comes the need for added oil pressure, and one of Wagler’s pinned oil pumps got the call for this build. The pump’s 0.030-inch shims provide for 25 psi of oil pressure at idle and 90 psi peak. For added peace of mind, the oil pump is pinned to ensure the gear never spins on the shaft.
TECH ›› DE-STROKED DURAMAX Technology Source, S&S Diesel Motorsport, and HSP Diesel all coming onboard. For a look at the complete build sheet behind this short-stroke, 390 ci Duramax’s somewhat unorthodox route to making power, keep reading. For optimum combustion sealing, the block was machined to accept stainless steel O-rings. Wave-Stopper head gaskets from Mahle, which feature a patented design that entails concentric waves around the combustion chamber area to allow each gasket to adapt to varying loads and pressures, accommodate the 0.064-inch thick O-rings.
FILLIT CUTIT SENDITJUST SAVE BIG Only $29.94 YES! Sign me up for a subscription to Diesel World and OBS Builder’s Guide for just $29.94. That’s 13 issues for a total savings of $63.93 on the cover price. Or, log on to https://engagedmedia.store/combo_dwobs and use promo code A723IOBS or call 800-764-6278 to order your subscription. Allow 6 to 8 weeks for delivery of first issue. Outside U.S., add $52 per year for postage. Payment in U.S. funds only. Fill out the order form below and mail it, along with your payment information, to: Engaged Media LLC, PO Box 88761, Chicago, IL 60680-1761 Buy a 1-year subscription to Diesel World along with a 1-year subscription to OBS Builder’s Guide and get a 68% discount on the combined cover price! Fuel Your Truck Twice A Month Limited-Time Offer: Act Now! Method Of Payment Check Enclosed Credit Card Money Order Bill Me Later Payment Through Credit Card Visa MC AMEX Discover Name On Credit Card Credit Card Number Expiration Date / / Subscriber Name First Middle Last Address City State Phone Email Signature Date / / Addiction Scan QR code & pay online to get additional discount on offer price.
Topping off the heads, Dermody installed a set of these trick upper valve covers from Wagler. They’re machined from billet 6061 aluminum, feature a leak-free O-ring seal, and come with all 28 required mounting bolts. To avoid overspeeding issues that might surface while running a VGT at high rpm, two fixed geometry turbos are used in the engine’s compound arrangement. Sourced from HSP Diesel, the T4 pedestal for the wrappedbothstainlessandflow,routetheexhaustbackturbochargerhigh-pressureutilizesthefactorymountingpointsattheoftheliftervalley.Thegasesusedtodrivehigh-pressureturbothroughPPEhigh-cast-ironmanifolds2-inchdiametersteelup-pipes,ofwhichareheat-toaidspoolup.
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Dual valve springs with Titanium retainers provide the proper spring rate and seat pressure for the kind of elevated rpm and boost levels the engine will see. Also notice the Dirty Hooker Diesel billet-aluminum coolant block-off plate behind the passenger side head, which was installed to rule out the possibility of the common coolant leak occurring at the rear engine cover.
A set of Dominator series race heads from Diesel Technology Source were supplied for the build, and anchor to the block by way of ARP Custom Age 625+ head studs. The stock size intake and exhaust valves were retained (33mm and 31mm, respectively), but the heads underwent extensive CNC porting. As a result, the intake valves flow 225 cfm per cylinder (stock heads max out at roughly 180 cfm).
With the water pump being a common failure point in Duramax mills that see excessive engine speed—and because this engine will often find itself above 4,000 rpm—a welded or pinned factory water pump just wouldn’t suffice. For ultimate peace of mind, a Wagler billet water pump got the nod. It employs a billet impeller (vs. plastic on late-model Duramax’s), a hardened tool steel shaft, ceramic seals, roller bearings, and an anodized hard coat.
TECH ›› DE-STROKED DURAMAX
TECH ››
With the long-block assembled and the CP3, injectors, and turbo pedestal installed, an oil pan from PPE was bolted on, too. The cast-aluminum pan is designed to drain completely, but also adds an extra quart to the engine’s oil capacity.
Picked to serve as the atmosphere turbo, an S480 SX-E based charger sits next to the passenger side battery. It too benefits from compressor and map groove enhancements, as well as flowing approximately 15-percent more air than it did in stock form (135 lbs/min or roughly 1,930 cfm, stock). The big T6 turbo conceals an 88/96mm turbine wheel inside a 1.32 A/R exhaust housing. DE-STROKED DURAMAX
Rather than opt for dual CP3’s, Dermody replaced the factory unit with a 14mm stroker pump from S&S Diesel Motorsport. With 71-percent more displacement than a factory CP3, this LBZ-based unit is known to support more than 1,500 hp (at the crank), and also eliminates the 3,000-plus rpm fuel flow restrictions present in stock CP3’s.The reason behind the 14mm CP3 becomes clear when you realize it has eight 250-percent over injectors to feed. Also built by S&S Diesel Motorsport, the 250-percent over units are capable of supporting between 1,000 and 1,700 hp (at the crank), depending on how much air you have available. A set of Industrial Injection’s billet-steel injector hold-downs (with ARP mounting bolts) fasten the S&S injectors in place in the heads. A high-rpm engine presents a unique challenge in turbo selection. First things first, you want turbos that aren’t out of steam at 3,500 rpm. However, you also need them to be as responsive as possible at low rpm. To perform well in both extremes and last while doing it, Dermody turned to the proven S300 and S400 platforms available from BorgWarner. Starting with a box S366 SX-E (the unit shown), the turbo was treated to compressor wheel, turbine wheel, and map groove work, which culminated in a 15-percent gain in flow. The T4 charger retains its 360-degree thrust bearing assembly for optimum shaft support and makes use of a 73mm (exducer) turbine wheel inside a 0.91 A/R exhaust housing.
102 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
Back in the truck, the freshly-built LMM rests on XD motor mounts from the Dmax Store. An LML-derived upper radiator hose, Mishimoto intercooler, DTS-built Allison six-speed, BD Double-Stack transmission cooler, 260-gph FASS system, and RCD Performance sump would also be installed before all was said and done. For Dermody, the last order of business before handing the keys over to the truck’s owner entailed 100 break-in miles and a trip to the chassis dyno. Aboard the rollers, a little EFI Live magic from the tuning gurus at Custom Tuning Team will be used to get the truck as far into fourdigit horsepower territory as possible. As an extreme example of what a destroked Duramax is capable of, looking no further than Tony Rizzi’s Outcast. The nitrous-huffing short-stroke in his ’37 Chevy pickup spins an insane 7,800 rpm, has carried him through the eighth-mile in as little as 4.5 seconds, and has been as fast as 171 mph. Factoring in the truck’s trap speed with its race weight, more than 2,000 hp is making it to the rear wheels.
104 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
SOURCES ARP 800.826.3045 ARP-BOLTS.COM PERFORMANCECALLIESPRODUCTS 419.435.2711 CALLIES.COM DERMODYDIESEL 217.473.4606 DERMODYDIESEL.COM TECHNOLOGYDIESELSOURCE 770.266.0555 DIESELTECHNOLOGY SOURCE.COM DMAX STORE 877.469.3629 DMAXSTORE.COM FLUIDAMPR 716.592.1000 FLUIDAMPR.COM HSP DIESEL 586.785.3110 HSPDIESEL.COM INDUSTRIALINJECTION 800.836.4207 INDUSTRIALINJECTION. COM MAHLE US.MAHLE.COM PPE 714.985.4825 PPEDIESEL.COM PERFORMANCERCD 309.822.0660 RCDPERFORMANCE.COM ROSSPISTONSRACING 800.392.7677 ROSSPISTONS.COM S&S MOTORSPORTDIESEL SSDIESEL.COM SUN CONVERTERSCOAST 800.868.0053 SUNCOASTDIESEL.COM COMPETITIONWAGLERPRODUCTS 812.636.0391 WAGLERCOMPETITION. COM TECH ›› DE-STROKED DURAMAX To keep both the free-flowing S480 SX-E as responsive as possible while also reducing radiant heat under the hood, a DEI turbo blanket is employed, along with exhaust wrap around the HSP Diesel hotpipe. The Max-Flow Y-bridge, 3-inch hot-side, and 3-inch cold-side intercooler pipes were also sourced from HSP. The S400 routes exhaust out a 4-inch downpipe.
BY JIM ALLENDIESEL WORLD MAGAZINEVINTAGE SMOKE ROCKCRUSHING 1955 HARVESTERINTERNATIONALUD-18A 106 NOVEMBER I 2022 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------ www.dieselworldmag.com
107www.dieselworldmag.com NOVEMBER I 2022 • DIESEL WORLD
By the serial number, this is a 1955 unit. It was in continuous use for nearly 20 years, acquiring over 9,100 operating hours. One of the most amazing parts is that is still has the original side covers, much of that tin being the same as what was used on the TD-18 crawlers of the era. The starting sequence for the gas-start diesels requires the covers to be removed and, very often, operators find some corner to stash the covers and usually they get lost. It’s mounted on the original steel bed, which was once part of the asphalt plant. Note the dual stacks. The engine has two cylinder heads, each covering three cylinders and each with a separate exhaust manifold and stack. Dewey added the axle, wheels, hitch and jack to make the unit more portable.
CRUSHINGPOWER
The diesel side of the engine shows the IH-built two-plunger injection pump that debuted in 1946 with the UD-18A series engines. In the year this UDR-18A was built, the bare engine was rated for a maximum 131.5 horsepower at 1650 rpm. In power unit form, the maximum intermittent rating was 125 horsepower at 1600 rpm. Maximum continuous was 100 horses at 1600. Rated torque was 462 lbs-ft at 850 rpm.
Research shows the first UD-18 power unit being built in January of 1940 and it debuted as the big boy in the lineup. World War II soon overtook IH, as it did with most American industry, but by the end of the war, the IH engineers had worked out enough improvements to bring forth UD-18A in 1946. A good deal of the improvement came from a new twin-plunger injection pump but there were also further improvements on the combustion side and many small durability and serviceability updates.
The 691 cubic inch, six-cylinder IH diesel debuted in July of 1936 as the PD-80. It was a 6-cylinder first cousin to the PD-40, A cutaway of the twin plunger injection pump. Each of the high pressure plungers feeds three cylinders. A similar single plunger pump was used on four cylinder engines. This pump actually predates the engine. By serial number, the pump in Dewey’s engine was built in 1947. Either it sat around before being installed in 1955, or the pump was replaced by a reman at some point in the engine’s life.
VINTAGE SMOKE ›› 1955 INTERNATIONAL HARVESTER UD-18A
nternational Harvester is well known for tractors, crawlers, combines and construction equipment, almost all powered by engines built in-house. For the better part of a century, IH, and it’s corporate descendant Navistar, was a renowned engine builder. Not only did they power their own wheeled equipment, they sold engines all over the world for every conceivable purpose, many tailor-made for specific applications. Because heavyduty engines suitable for tractors and construction equipment are also generally suited to stationary applications, much of the engine line back in the day was seen in several venues. That included the 691 cubic inch UD-18 six-cylinder gas-start diesel.
The gas side of the engine shows the carburetor, divided intake manifold, spark plugs and distributor. Engines used on crawler and other mobile equipment usually had a magneto instead of a distributor and coil so the distributor mounting hole was capped.
I
a four-cylinder that had emerged in 1933 to power America’s first production dieselpowered wheeled tractor, the WD-40. The 100 horsepower PD-80 did not immediately find a home in tractors or crawlers but was sold as the UD-80 for power units and other stationary applications. It began an evolution almost immediately and an updated variant debuted at the end of 1938 in the TD-18 crawler, which became International’s largest. The main thrust of the evolution was to improve combustion efficiency, so the cylinder heads and injection system had been much improved. The engine designation also changed to UD18 in stationary units and TD-18 in crawlers.
If you count the original ancestor, the PD-80, and the final variant, the UD-691as part of the family, this engine was in production for 31 years, from 1936 to 1964. The UD18A had the largest number produced, with 8,944 units listed from ‘46-59, the UD-691 listing shows 500 were built from ‘59-64.
A LONG PRODUCTION RUN
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CRAWLER ROOTS
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VINTAGE SMOKE ›› 1955 INTERNATIONAL HARVESTER UD-18A
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In the mid-1950s, The National Lime & Stone Company acquired at least two and probably three UD-18A power units. At any given moment, two of the engines were powering an asphalt plant. If one engine went down, they would quickly swap it out with the third engine to keep the plant running. It’s known from the current owner, J. Dewey Hetzel, that two of the engines have consecutive serial numbers. He owns both those engines but the third got away. While he thinks they were all bought at the same time and are likely consecutive, he can’t prove it. We consulted with National Lime & Stone and they couldn’t offer any more information. The Carey quarry has a long history, going back to 1903 and the beginning of National Lime & Stone. The engines were in use into the early 1970s. When the asphalt plant in the Carey, Ohio, quarry was taken down in the early
The hour meter shows 9137 hours. That’s a lot of hours on an engine, equivalent to about 550,000 road miles on a vehicle, but considering about 20 years of service, that’s only about 450 hoursyear.per
The UD-18A’s big cousin, the monstrous 1091ci UD-24A (aka UD-1091), lasted a bit longer and was built into 1965. Other siblings included the UD-14A, which shared the same bore and stroke as the UD-18A, and the UD-525, which was a six-cylinder that shared the same 4.44 x 5.50-inch stroke as the original 460 ci WD-40 diesel. By the middle 1960s, the gas start feature was becoming a bit clunky. Better diesels, better electrics and glow plugs offered more efficient and less complication.
A TRIO OF ROCK CRUSHING DIESELS
Here is how the gas start system worked on the UD-18A. On the left is the engine in gas mode. The red areas show the gas intake system and combustion chamber. The starting valve (third valve) is open, connecting the gas combustion chamber with the diesel side and that drops the compression ratio from 15.5:1 to 6.5:1. The flapper valve is closed in the diesel runner of the intake manifold. The spark ignition is energized and the flow valve allowing fuel to the carburetor is open. On the right, diesel mode is shown and with the starting valve closed, the compression is back up to 15.5:1, the intake flapper is open and the engine is drawing air through the main runner. The ignition is de-energized and the carb is not getting fuel.
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We wondered what an asphalt plant looked like and found this image that dated to 1953, same as the engine, but we don’t know if it was the same make of plant as used in Carey. We reached out to National Lime & Stone for info on the asphalt plant used at their Carey, Ohio, gravel pit but they couldn’t come up with details by press time. They haven’t mixed asphalt there in a long time. The Carey pit is the one that started their business back in 1903 and the company is proud to still be privately owned and flourishing nearly 123 years later.
HTTPS://NATLIME.COM/ RED POWER ROUNDUP HTTPS://RPRU2023.COM/
The performance chart of 1955 shows the maximum, intermittent and continuous ratings, as well as the fuel consumption. At it’s maximum power of 131 hp, it used a pretty reasonable 8.4 gallons per hour. ‘70s, Dewey was on hand to take two of the power units for his collection of IH Theequipment.powerunit shown here was seen at the Red Power Round Up in Springfield, Ohio, in the summer of 2022. When Dewey demonstrated the unit for us, it quickly drew a small crowd of people. It’s still hale and hearty. At over 3,000 pounds as you see it here, moving it around is no cakewalk but visitors were appreciative of the opportunity to see a working example of a bit of Red Power engine history. The simple control panel has survived 69 years so far.
VINTAGE SMOKE ›› 1955 INTERNATIONAL HARVESTER UD-18A 112 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
SOURCES
THE NATIONAL LIME & STONE COMPANY
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Thomas Geise’s 1963 Farmall 706 is a narrow front model and shows the 706 line in the early days. Comparing it with the later unit nearby, you can see some detail differences, such as the clamshell rear fenders. Also different is the “Farmall” badge. engine but in the rest of the tractor, particularly the final drive. The new transmission had a four-speed main box, with a two speed range box. It featured an optional hydraulic TA (Torque Amplifier) that could split each gear, instantly and with no clutching. The 06 tractors also featured a centralized, three pump hydraulic system of greater capacity than ever before offered. Not only did it power remotes for hydraulic implements, it operated an integral hydrostatic power steering system, hydraulic power brakes
TWO OF706
DIESEL WORLD MAGAZINETRACTOR TALK BY JIM ALLEN
FACES
he Farmall 706 and 806 trac tors debuted in the summer of 1963. Both were badly needed touchdowns after several unex pected years of John Deere dominating the game. The 806 debuted with the new D361 engine but the 706 used an updated ver sion of the D282 six-cylinder engine which had debuted in the late ‘50s and powered several IH tractors, including the somewhat notorious ‘58-63 560. The big news of the 706 was not the
EARLYVSLATE FARMALL706
www.dieselworldmag.com NOVEMBER I 2022 • DIESEL WORLD
ThetimetomodelearlyKeener’sFarmallsNeuss-poweredApproximatelyD310byGeneration”speaking,Generally“SecondisindicatedtheadditionoftheNeussengine.9,410706werebuilt.isarelatively706.It’sawidefrontwhichhadprovenbemorepopularoverthanthenarrowfront.rearfendersarethe flattop type that were called the “Deluxe” fender. They debuted on the 1206 in ‘65 but became optional starting around 1966 and became very popular. The D282 dated back to July 1958 and appeared in the 560 tractors. The D282 engine was an adaptation of the successful Black Diamond series gas six architecture. History has judged it a successful engine, but just barely. It was part of a family of six-cylinder engines that were built in three displacements, 236 (short stroke) and 282 cubic inches with dry sleeves and 301 cubic inches as a parent bore, both long stroke. With only four main hearings and a few less head bolts that it probably should have had, D282 had a reputation for not being durable in hard use and needed to be babied a little. It was fuel efficient but limited in power. There were four cylinders that used the same architecture and a short stroke parent bore variant that didn’t make production. Tough they never put the D282 in trucks, it’s parent-bore D301 was used in trucks and made 112 horses at 3000 rpm.
Robert Keener’s 1967 Neuss-powered 706 illustrates the 2nd Generation tractor. The second generation 706 emerged November 1, 1966 at serial number 37237.
The 706 was a big tractor in it’s class, with a high seating position placed forward of the rear axle for an improved ride. The plush (by tractor standards) seat was adjustable and featured a suspension system. It could be ordered with dual 540 and 1000 rpm PTOs. It came optional with Front Wheel Assist, using a Coleman axle. A cab was also optional, which was later available with air conditioning. With it’s bigger 806 brother, the 706 was 117
The Farmall 706 was offered with either narrow or wide adjustable front axles and being a rowcrop tractor, an adjustable rear track width. At the working end were a new 3-point lift and dual range PTOs. Of course gas and propane powered variants were sold but the vast majority were diesels. A fixed track, wide front International (Farmall being the row crop tractor designation) version was built for utility, industrial or wheatland use but they were only about 20 percent of total 706 production. and had juice left over for the new hydraulic TA and a hydraulically actuated PTO. Yeah, the 706 was the tractor the 560 should have been.
definitely the shape of IH things to come and launched the company into a very successful decade.
The D310 was everything the D282 wanted to be but wasn’t. It had a stout 7-main bottom end, wet sleeves and direct injection. It made about 4 more rated horsepower in the tractor but unlike the D282, it was not frail and could be used to full potential. Most who have driven both versions of the 706 state there is a bigger difference in apparent grunt than the number on paper would indicate. The D310 in the 706 was rated at 76 PTO horsepower at 2300 rpm but when used as a truck powerplant, as it was in Europe and Australia, it could deliver 92-95 horses at 3000 rpm. Unlike the D282, the D310 did not have glow plugs. The early D310s had a low 15.9:1 compression ratio and have the reputation of being poor cold-starters. It did have an etherizer, a device that allowed the operator to add a squirt of ether from the comfort of his seat. The Bosch VA pump also had an enrichment device but if you lived in a cold climate, you were using that block heater for reliable starting. Strangely, the D282 with glow plugs has the same cold-start bad rap.
There were many small changes to the 706 in it’s lifetime, but only one really big one. For the 706’s last year, the aging D282 was replaced by the German built directinjected D310 (309.6ci), which made a few more ponies than the D282 and was more fuel efficient. Built by the German IH subsidiary, Neuss, the D310 emerged from the Neuss-on-Rhine factory starting about 1965. The Neuss factory had been owned by International Harvester since 1908 but didn’t start building tractors until 1936. After being destroyed in World War II, the factory reopened in 1946 and soon began building tractors and engines. At first, they were American designs but they soon began building engines designed in-house.
2ND GENERATION: OLD TRACTOR, NEW ENGINE
The 706 was powered by an updated version of the D282 diesel that had debuted in the ’58 560 models. It was a 282 cubic inch, naturally aspirated, indirect injected, dry-sleeved, four-main bearing six-cylinder engine that featured glow plugs for cold starts. It had picked up more than 10 PTO hp from 61 to 72 PTO horsepower in the translation from the 560 to the 706, mainly by tuning of the pump and raising the peak power rpm from 1800 to 2300. At that output, the final drive was essentially bulletproof.
TRACTOR TALK ›› TWO FACES OF 706
1ST GENERATION: NEW TRACTOR, CARRYOVER ENGINE
The working end of the early 706 is largely the same as the later... dual 540 and 1000 rpm PTOs and stout 3-point hitches with draft control. Differences you can observe are in the fenders, the clamshell style shown here, which were the only option through 1965. Instead of having a fixed swinging drawbar, this older 706 has a drawbar attachment added to the 3-point hitch.
118 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
The 2nd generation 706 debuted for 1967 but was soon updated to be a member of the new 56 series tractors that appeared as the 756 for 1968. It was largely the same tractor as the 706 but with significant restyling. The 706 Farmall was an extremely popular IH model, with nearly 47,000 built between the end of 1963 and 1967. You can add to that nearly 5,500 standard tread 706 International-branded tractors. Nearly 9,500 of the Farmall total were last year 2nd Generation models. So, yeah, you can definitely say the 706 was a touchdown tractor for International Harvester and one that is still fondly remembered today. And still used on farms around the country.
FADED AWAY
From the operator’s point of view, there isn’t much to choose between the early and late 706s. The layout is largely the same. later 706 has a more commonly seen swinging drawbar with the 3-point free for use on other implements.
The
By the 1960s, new engine designs were planned and a new line of four and six cylinder engines went into production in 1965. At first these engines were allocated only to the European market but as the North American market expanded, IH needed more powerplants to supplement their own tractor. Neuss had some extra production capacity and it kept the German factory working cost effectively at full speed. Among the engines chosen for fitment into American tractors were the Neuss D310 and a little later the Neuss D358. They were both direct-injected engines with a 3.69-inch bore, but the D310 had a 4.39-inch stroke while the D358 used a 5.06-inch stroke and gained nearly 50 cubic inches.
TRACTOR TALK ›› TWO FACES OF 706
SPECIFICATIONS EARLYIHFARMALL706/ LATEFARMALL706 ENGINE: IH D282/Neuss D310 inline six DISPLACEMENT: 281.3/ 309.6ci BORE & STROKE: 3.69 x 4.39/ 3.88 x 4.38 in. *282 PTO POWER: 72.42 hp @ 2300 rpm **310 PTO POWER: 76.09 hp @ 2300 rpm *282 DRAWBAR POWER: 63.30 hp @ 2300(no ballast) **310 DRAWBAR POWER: 65.70 hp @ 2300(no ballast) COMPRESSION RATIO: 18.2:1/15.9:1 FUEL CAPACITY: 33 gal. TRANSMISSION: 8-speed (4x2) standard16-speed (4x2x2) optional WEIGHT: 8530/9160 lbs. TIRES: 6.50-16 front (narrow front)15.5-38 rear (std) *FUEL CONSUMPTION: 5.5 gph @ max power **FUEL CONSUMPTION: 5.1 gph @ max power *DRAWBAR PULL: 8026 lbs @ 14.57% slip(max ballast) **DRAWBAR PULL: 8416 lbs @ 14.90% slip(max ballast) TOP SPEED: 18.5 mph (both) *As Rated by Nebraska Tractor Test 856 **As Rated by Nebraska Tractor Test 955 120 NOVEMBER I 2022 • DIESEL WORLD www.dieselworldmag.com
ADVERTISER PAGE NUMBER 4x4TechInc. 111 AmericanForceWheels 6-7 Amsoil 123 ARP 121 AtturoTire 45 AutomotiveTouchUp 109 BanksPower 105 BanksPower 2-3 Bean’sDieselPerformance 67 BradfordUSA 77 BulletProofDiesel 14-15,113 ColtCamsInc. 109 DieselPerformanceParts,Inc. 27 DirectDiesel,Inc 83,105 EFILiveLimited 47 ETLPerformance 111 EZLYNK 85 FordPerformanceSpecialists 119 FullRiverBattery 89 FusionBumpers 31,101 GoerendTransmission 119 HaisleyMachine 113 HellwigSuspensionAccessories 103 IndustrialInjection 61 KTPerformance 105 LMCTruck 19 Mag-Hytec 65 MKMCustoms 68-69 MoveBumpers 21 Navistar(DiamondAdvantage) 51 NittoTires 124 PowermasterPerformance 103 PowerTeq/EdgeProductsInc. 43 PPE(PacificPerformanceEngineering) 22-23 PureDieselPower 79,111 RiffRaffDiesel 13 RigidIndustries 49 ScheidDieselServiceCo.,Inc 59 SHELLOILCO(SLL) 8-9,29 SpynTecIndustries 109 StrictlyDiesel 73 SummitRacing 38-39 TheWheelGroup 33,75 Thermo-TecAutomotive,Inc. 77 TransferFlow 63 VitroAgency 37 Warn 11 WheelPros 16-17 WheelPros 54-55 WilwoodDiscBrakes 93 XtremeDieselPerformance 35 DIESEL WORLD MAGAZINEAD INDEX Go to our special diesel portal: www.ARPdiesel.com Get personalized tech help: 800-826-3045 Check out 5,000+ fastener kits online or request a free printed copy of the new catalog www.ARP-bolts.com Simply The Best! Two head studs may look similar, but the extra steps taken by ARP make Formed to SAE AS8879D Specifications Material Grades Threads Rolled After Heat-Treat Precise Heat Treatment 121www.dieselworldmag.com ------------------------------------------------------------------------------------------------------------------------------ NOVEMBER I 2022 • DIESEL WORLD
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