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OCTOBER 2022 • VOLUME 17, NUMBER 10 $6.99 US • DISPLAY UNTIL 09/06/22

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DIESEL WORLD MAGAZINE

OCTOBER 2022

VOLUME 17

NUMBER 10

CONTENTS

FEATURES

SHELL ROTELLA TRUCK OF THE MONTH CRAIG GUERRA’S F350 SEMA BUILD

EVENTS

ULTIMATE CALLOUT CHALLENGE 2022 FIREWORKS, TRIUMPH, AND SHATTERED RECORDS AT THE PREMIERE EVENT IN THE DIESEL INDUSTRY 4

TECH & HOW TO

76 94

OUTLAW DIESEL REVENGE HIGH-FLYING ODSS ACTION STORMS THROUGH INDY

DIESELS IN THE SUN DYNOING AND DRAG RACING AT ONE OF CALIFORNIA’S LARGEST EVENTS

GETTING 650 TO 700 HP OUT OF STOCK 6.7L POWER STROKE INJECTORS… IS EASIER THAN YOU THINK

108

EDGE PULSAR POWER TEST A 50-STATELEGAL 136 HORSEPOWER AT THE WHEELS!

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Diesels Gone Wild! Broken Records, Fiery Explosions & more

Craig Guerra’s 2020 F350 Main Image by Bryon Dorr

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Build It

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ON THE COVER:

How to make power with your Ford!

OCTOBER 2022 VOLUME 17, NUMBER 10

EDITORIAL Adam Blattenberg Brand Manager

DESIGN Kelly Lee Sr. Art Director

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

PLUS+

GOLDEN STATE DIESEL FEST DMAX PERFORMANCE UPGRADES AND MORE… HOT NEW PRODUCTS

6.7L POWERSTROKE PERFORMANCE PACKAGES

OCTOBER 2022 • VOLUME 17, NUMBER 10 $6.99 US • DISPLAY UNTIL 09/06/22

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YES, YOU’RE SEEING DOUBLE.

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DIESEL WORLD MAGAZINE

BY ADAM BLATTENBERG

A LITTLE DIESEL 101 FUEL SYSTEMS

dding horsepower for racing, towing, mileage (yes, more HP often means better MPG) or just for fun will eventually mean you’re gonna need more fuel and more air. Your first performance mod’s generally should be a good tune, plus a higher flowing intake and exhaust. Once you’ve done that, assuming you have plenty of air available (if not, you’ll need a new turbo here) adding fuel to the mix will be the next step in modification.

So, how do we get more fuel into these beasts? Tuning is the first part, but a good tune can only go so far as the injectors will eventually run out of fuel supply or won’t be able to flow enough fuel due to their factory design. Obviously, adding larger injectors will get the job done, but like I said, they rely on the supply to perform correctly. There are so many different ways to go about adding fuel, especially since there are so many different types of injection systems in existence today. Simply swapping out stock injectors for bigger ones will not always allow them to perform correctly, so the steps I’ll share with you here are a good way to go about it. The first step for any engine is removing any weak points in the system. A good example of what I mean here are the fuel rail fittings on a Duramax. They’re extremely restrictive and should be swapped out for a set with larger, ported openings. The Duramax as well has a pressure relief valve that can “pop” and return good usable fuel pressure to the tank, consequently starving the injectors. Some Cummins and Power Stroke engines also have problems similar to these that should be remedied. Getting these issues out of the way will give the next few modifications a good restriction-free and problem-free foundation to work from. 12

The next step is getting a larger supply of fuel from the tank to the main injection pump. Completely different from Cummins, Duramax or late-model Power Stroke engines, the 6.0L and 7.3L Power Stroke’s high-pressure injection pumps are essentially the injectors themselves. While they have a different set up than the rest, the overall theory is the same. So to get the fuel from the tank to the injection pump, a lift pump must be added in line after the tank on the supply line. A lift pump is an electric pump (some big race-only applications have gone mechanical but they’re extremely rare) that is often paired with a fuel filter and water separator. Stock to lightly modified early Duramax owners will see the most performance difference by adding a lift pump alone as until about ten years ago the Duramax never came with an electric supply pump. Its injection pump pulled fuel from its location between the heads all the way from the tank. That’s a long way for a pump to suck fuel from and will create added strain and therefore reduced performance from injection pumps and injectors. This is true for all diesels: Cummins, Power Stroke, Duramax, TDI, Detroit, Cat, EcoDiesel or any other. While it’s not necessary for lightly modified early model Power Strokes (as they already have a fairly decent pump installed from the factory) it will definitely help and will get the truck set up correctly for the next few modifications down the road. Now we get to the main injection pump, which supplies the injectors. On a Duramax and later model Cummins or Powerstroke, this comes in the form of a CP3 or CP4. Some choose to add a second pump, which essentially adds double the volume of fuel supply to the system. Doing it this way also means the truck has a second redundant pump, so if either pump fails the truck will most likely continue to run and

won’t leave you stranded on the side of the road. A CP3 or CP4 can also be modified to provide more fuel than stock. This is done by increasing the stroke of the piston inside the pump (commonly known as 12mm, 10mm, or stroker pumps). Early model Cummins have different style pumps which can be modified internally similar to a CP3 or CP4. Early Power Strokes rely on oil pressure to force more fuel through an injector. Here a larger High Pressure Oil Pump would take the place of a larger injection pump for 6.0s or 7.3s as these engines would need more high pressure oil to run the injectors. Once you’ve gone this far, you’re ready for the last step. Bigger Injectors.

Injector science is different for all engines and can be extremely complicated. No matter how they’re modified, the end result is more fuel flow into the combustion chamber. Once you’ve reached this step, you need to have custom tuning done to control how they inject fuel. Stock tuning will yield less than satisfactory results as modified injectors will flow different amounts of fuel than stock, so their timing and supply pump pressures need to be tweaked for them to work correctly. Sure you can get by with stock tuning and a small set of injectors, but you’ll like the performance with a tune much better. How far you go down this list depends on what you use your diesel for and the amount of power you need. No matter what you do, please remember that fuel is also used to lubricate and cool injectors; pushing them too far with a less than adequate supply will lessen their life.

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NEWS

DIESEL WORLD MAGAZINE

COMPILED BY DW STAFF

DWNEWS NEWS

Cummins names new VP of Electrolyzers While not entirely new to the market, Cummins has recently begun a strong push into the electric and other types of alternative power market and has now named a new VP to run the charge, no pun intended. A 28year veteran of Cummins, Alexey Ustinov will now be the companies’ Vice President of Electrolyzers, which is Cummins’ hydrogeneration business. According to Amy Davis, Cummins’ VP, and President of New Power: “Hydrogen will play a signiﬁcant role in a decarbonized global economy, with the ability to support the most energy-intensive industries. Electrolysis represents a critical component of a net-zero future, and Alexey’s expertise and experience will help us drive the technology and the market forward.” https://www.dieselprogress.com/news/cummins-names-leader-of-electrolyzer-business/8021524.article

MEMORANDUM Mike Skinner Passes Away

MEMORANDUM Rest In Peace, Mr. Lovrich When it came to making the Allison hold up to high horsepower and huge torque, there was nobody better in the business than Mike Lovrich. Lovrich’s small transmission shop, Inglewood Transmission, was known throughout the country as the place to go for the best A1000 on the market. Lovrich was an innovator and a pioneer in the transmission world, and he was also known to tell you exactly what was on his mind. Some of the most powerful and fastest Allison-equipped GM’s in the country continue to run transmissions put together at his Fullerton, California facility. Rest in peace, Mr. Lovrich.

If you’ve ever heard of the Ramifications truck or you remember a certain dually running 10-second quartermiles back in the day, you know about Mike Skinner (pictured right, next to Ben Shadday). Mike is perhaps best known in recent times for campaigning the first Wagler Competition Products CX400 in his Pro Mod Dodge Ram (the aforementioned Ramifications truck), which required frequent trips back and forth between Indiana and Colorado. On June 13th Mike lost his battle with cancer, but he will forever be remembered as one of the toughest and highly motivated racers in diesel.

Source: https://inglewoodtransmission.com/ https://bankspower.com/https://dieselnet.com/ news/2022/03iqair.php 18 18

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NEWS Caterpillar Moves to Texas Caterpillar recently announced the move of it’s global headquarters from Deerfield Illinois to Irving, Texas. According to Caterpillar’s Chairman and CEO, Jim Umpleby, “We believe it’s in the best strategic interest of the company to make this move, which supports Caterpillar’s strategy for profitable growth as we help our customers build a better, more sustainable world.” While Caterpillar has long been rooted in Texas, since the 60’s in fact, the bulk of their employees currently reside in Illinois. That is slated to change later this year. https://www.dieselprogress.com/news/ caterpillar-to-move-hq-to-texas/8021412.article

EMISSIONS 5 Minutes After The SCOTUS Decision… Wasting no time following the Supreme Court’s decision regarding the EPA’s capacity to regulate power plants (i.e. West Virginia v. Environmental Protection Agency), the Clean Air California coalition issued a statement calling on states to act on their own. To combat climate change, the coalition believes California could lead the way by passing the Clean Cars and Clean Air Act, which will be on the ballot this November. The Clean Cars and Clean Air Act will require investing nearly $100 billion over the next 20 years to prevent wildfires and to help “jumpstart” the state’s transition to cleaner means of transportation. Source: https://cleanairca.org/

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

EMISSIONS Supreme Court Limits EPA Authority Over GHG Emissions It was a big week in emissions news, on many fronts. The highlights begin with the high court’s 6-3 ruling to restrict the EPA’s ability to regulate greenhouse gas emissions from power plants. In a key statement, the justice’s inferred that, the EPA cannot interpret the Clean Air Act to mean it can attempt to shift power generation away from fossil-fuel plants to cleaner sources. According to Chief Justice John Roberts, “A decision of such magnitude and consequence rests with Congress itself.” The ruling foils the Biden administration’s optimistic plan to achieve a carbon-free electric grid by 2035, but it may help to curb rising energy costs in the future. Source: https://dieselnet.com/news/2022/06epa2.php

OEM NEWS It’s NOT Snake Oil For several years, S&S Diesel Motorsport has been perfecting its disaster prevention system for the CP4.2 high-pressure fuel pump aboard ’11-newer 6.7L Power Stroke engines. Recently, the company put its Gen 2.1 disaster prevention kit to the ultimate test to see if performs exactly as advertised. The guys at S&S intentionally damaged one of the piston’s roller tappets inside a CP4.2 and rotated it 90-degrees within its bore (causing it to dig into the cam lobe) and then reinstalled it on their Super Duty test mule. After 180 total miles (60 of which consisted of towing a trailer) and approximately 4 hours of run time, the truck limped back into the shop down on power but still running. Upon teardown, it was apparent that the disaster prevention kit had saved the injectors, rails, fuel pump, return lines, and kept the tank clean—something that would save a customer thousands of dollars. Source: https://ssdiesel.com/

DEPARTMENT

DIESEL WORLD MAGAZINE

COMPILED BY DW STAFF

HOTPRODUCTS 01

7.3L Upgrades RIFFRAFF DIESEL BILLET STAINLESS STEEL INJECTOR CUP SLEEVE SET 1994-2003 7.3L Got a 7.3L Powerstroke? Looking for a perfectly seated injector cup every time? Riffraff’s multiple Patent Pending stainless steel extreme duty injector cups are CNC machined for precise quality using 100% USA-made billet stainless steel. You can expect a longer lifespan thanks to thicker walls and the greatly increased durability of stainless steel versus the factory installed and commonly available brass. Set includes eight stainless steel injector cups. Riffraff Diesel even has an injector cup puller/installer available for rent for customers when purchasing these injector cups. Riffraff Diesel RiffraffDiesel.com

03 Allison Transmission Upgrades Goerend Transmissions Allison 1000 High-Strength Steel Flexplate

02 A car or truck’s roof is a large entryway for heat and noise and is rarely insulated much past a flimsy headliner. Installing the Heatshield Products db Headliner Kit adds a layer of heat and sound insulation between the headliner and the roof. At only 1/8-inch thick, Stealth Shield won’t cause fitment issues with the headliner and can handle up to 1,800 degrees F of constant heat. Part two of db headliner Kit’s protection is db Skin liquid sound damper. It applies easily with a normal paint brush or roller, and it can even be applied with certain diphone feed spray guns. db Skin effectively dampens the panel against vibration over a range of 10 to 40 KHz. Combined with the Stealth Shield insulation, the result of installing the Heatshield Products db Headliner Kit is a significantly cooler and quieter interior to make your time behind the wheel more comfortable.

New from Goerend Transmissions is their High-strength steel flexplate for any Allison 1000 (or 10L1000) backed Duramax. It’s 50% thicker than OE so it’s a stronger & more economical replacement than the factory installed flexplate. The new flexplate is manufactured via a metal spinning process for a more durable product than other manufacturing methods; contains no applied coatings to prevent potential hydrogen embrittlement that may occur with zinc or oxide coatings and eliminates undesirable direct thrust force to the crankshaft and thrust bearings. Fits any 2001+ Allison 1000 or Allison 10L1000 with Duramax Engine.

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FEATURE

2020 FORD F-350 SUPER DUTY

SHOW & SHOW & TOW

A F-350 DUALLY BUILT FOR THE BIG SHOW BY BRYON DORR

n less than six-weeks Craig Guerra built his first SEMA show truck, this 2020 Ford F-350 Super Duty. It all started with Guerra’s first visit to SEMA in 2019 with his build partner Dorian at Power Stroke Enginuities. After seeing what the event was all about Guerra decided there and then that he wanted to build a truck for the show and

DIESEL WORLD MAGAZINE

get to be a part of the SEMA Cruise. After some discussions with Johnny, the owner of Fusion Bumpers, it was decided that Guerra would build a truck for the 2021 show. This truck ended up in the Fusion Bumpers booth in the new West Hall at the Las Vegas Convention center.

TOW

The 6.7L Power Stroke benefits from a No Limit Fabrication Stage 2 Cold Air Intake, Custom Tune with 5 Position SOTF, Full 5” Exhaust with 7” Tip, H&S Motorsports Fuel Filter Conversion w/ Lower Fuel Filter Upgrade, and a set of Optima Yellow Top Batteries

SHOW & TOW Let’s dive into how this show/tow rig managed to get built in such a short period of time and come out so well. AND IT BEGINS The build started September 15th, 2021 when the truck was dropped off at Mobile Toys Inc., in College Station, Texas, to knock out the sound system. At the same time the Fusion bumpers, rearview mirrors, hood, taillights, and door handles were getting painted to match the truck, for that sleek OEM+ look. Everything on the body of the truck is done in Ford Silver Spruce, while all accessories are done in Prismatic Powders Bronze Chrome and Ford Tuxedo black. Two weeks later the truck came back with a thumping sound system, just in time to have the ARE Z Series camper shell installed. The first week of October 28

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SHOW & TOW was a busy one with the Amani Forged Arlo wheels getting dropped off at the powdercoater and Guerra tackling a ton of details while waiting on suspension and tires to come in. Finishing off the interior is a Roadwire interior upholstery kit and Lock’er Down center console safe. Outside Guerra installed Main Event Emblems fender badges, Recon lights, Amp Research powered sidesteps, a 5-inch exhaust, and the 64 Offroad LED Bars rock lights. The truck bed was finished off with an Access truck bed mat. LIFT TIME The lift finally arrived two weeks before the truck needed to head off to SEMA. Sadly, the crate was destroyed during shipping and the kit was missing a lot of

12” Wicked Customs Lift w/ Goliath 4-Link and Tractions Bars w/ Armor Plating, Fox 2.5 Coilovers, Fox 2.0 Shocks 30

SHOW & TOW parts. The crew at Wicked Customs made it right though, by making the missing parts and next day air freighting them. With parts in hand, including the Overkill Fab grille and Gen-Y hitch, it was time to head back to the powdercoater and get everything looking right, before final install. TIRE TROUBLES With time running out tires had still not yet arrived. The plan was to showcase the new VersaTyre MXT/HD 39/15.50R26 tires on the build, but those tires were stuck on a boat in the Pacific somewhere. Luckily, VersaTyre had a set of MXT/HD 36/14.50R26 in stock and shipped them out expediently. In the end, Guerra only picked up the tires a few days before heading off to SEMA. FINAL PUSH The weekend before the truck had to be placed at SEMA Guerra was just picking up the final parts from powdercoat and getting the truck over the Power Stroke

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SHOW & TOW Enginuities for final assembly. There was still quite a lot of work to do to get the truck dialed in for SEMA and the 1,500 mile drive to the show. First up was pulling the axles and getting them cleaned up for paint. At the same time the freshly powdercoated 12-inch Wicked Customs lift and coilovers were installed, along with R1 Concepts brakes. The Fusion bumpers were also finally installed, including Offroad LED light bars and winch. Next was getting the tires mounted up on the Amani Forged wheels, which of course turned into more of a job than expected. It was now four short days before Guerra had to leave for the show and it finally had tires on it. The finishing touches were the Overkill Fab grille and Morimoto headlights. A quick test drive to Pixelwerks for the install of all the graphics and the truck was almost complete.

SHOW & TOW Guerra got the truck back from Pixelwerks Wednesday, and finished it up around midnight that night. He had to adjust the coilovers, add the No Limit Intake, finish up the H&S Motorsports fuel filters, and install the RKsport hood. TEST DRIVE At 4am Thursday morning Guerra hopped behind the wheel of his creation in Houston and pointed it towards Las Vegas. Twenty-one-plus hours later the truck rolled into Sin City. The 1,500 test drive revealed zero issues. A deep detail to remove the road grime and the truck rolled into the SEMA show looking good. It was then placed in the Fusion Bumpers booth for the aftermarket industry to drool on for the week, and rolled in the SEMA Cruise after the show for the public to enjoy. A SECOND LIFE After the show Guerra built out the back of the truck as a camper rig. It now has a drawer system with bed, sink, stove, canopy, chairs, aux battery, and lots of storage. The truck is used as Guerra’s tow and road-trip machine. The truck now rolls on VersaTyre MXT/ HD 39/15.50R26 rubber and is currently 36

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SHOW & TOW getting bumped up to a 15-inch lift. The paint work is also being redone and Guerra plans to add a Maryland Performance Diesel compound turbo soon. BUILD PARTNER APPRECIATION Guerra wants to thank Dorian Reyna, Brennan Wilson, Victor Vasquez, all the PSE Houston guys for all the long nights and motivation to get this truck done, John Vo at Pixelwerks for all the decals and making sure everything matched perfectly, Greg and Gabby Garza along with the whole Elite Wheel and Tire crew for taking care of all my wheel and tire needs, and Vegas Boys Detail for cleaning up the truck after the long drive to Las Vegas and making sure it was spotless the whole week.

2020 FORD F-350 POWERTRAIN: No Limit Fabrication Stage 2 Cold Air

Intake, Custom Tune with 5 Position SOTF, Full 5” Exhaust with 7” Tip, H&S Motorsports Fuel Filter Conversion w/ Lower Fuel Filter Upgrade, Optima Yellow Top Batteries WHEELS & TIRES: Amani Forged Arlo Wheels (26x14

Front and 26x8.25 Rear) w/ Billet Caps and Shifted Industries 2” Spacers, Truespike Lug Nuts , VersaTyre MXT/ HD 36/14.50R26 Tires SUSPENSION: 12” Wicked Customs Lift w/ Goliath 4-Link

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TECH |

DIESEL WORLD MAGAZINE

TEXT AND PHOTOS BY MIKE MCGLOTHLIN

GETTING 650 TO 700 HP OUT OF STOCK IS EASIER THAN YOU THINK

STOCK 6.7L POWER STROKE INJECTORS…

Before prescribing a recipe for getting to the 650 or 700-rwhp mark, it pays to take a look at the parts and pieces that make big power possible on the 6.7L Power Stroke platform. The Bosch-sourced piezo electric common-rail injectors are quick-firing (they’re capable of performing five events per power stroke) and with the right amount of duration, rail pressure, and airflow they can make more than 700 hp possible.

The high-pressure common-rail fuel system itself is a major reason such clean, efficient power can be extracted from the 6.7L Power Stroke. Operating at 29,000 to 30,000 psi makes for optimum atomization and a near-complete burn in-cylinder. While the CP4.2 no doubt has its well-documented reliability issues, this compact, twin-piston, cam-driven pump—which is designed with 39,000psi capability—can still support more than 550 hp in OEM form. More on higherflowing CP4 pumps in a bit. www.dieselworldmag.com -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- OCTOBER I 2022 • DIESEL WORLD

TECH ›› STOCK 6.7L POWER STROKE INJECTORS…

f you’re ready to play with your 6.7L Power Stroke, a decade-old track-record of stock bottom ends holding up to 650rwhp should give you the confidence you need to get started. But even better than that, it doesn’t take a laundry list of mods to get you there. In fact, with a larger turbo, an upgraded CP4.2 or dual highpressure fuel pumps and good tuning, you can knock on the door of 700-rwhp without even touching the factory injectors. Throw in the fact that a factory, non-abused 6R140 TorqShift can handle 650hp regularly and turning up the wick on a 6.7L Ford becomes even more appealing.

Factory internals, injectors, transmission, and 650 hp? The same can’t be said for any other engine and transmission combination in the diesel truck segment. No wonder so many ’11-’19 Ford owners add horsepower to their trucks. With the line in the sand for ’11-’16 engines being somewhere between 650 to 700 hp before carnage strikes (and close to that for ’17-’19 power plants), we’ll

Connecting rod strength was questioned early on in the 6.7L’s production run, but in conjunction with good tuning the stock rods aren’t a concern until you surpass the 650hp mark. What exactly do we mean by “good” tuning? A performance calibration that avoids big torque. A tune that doesn’t call for block-cracking, rod-bending, and piston-breaking fueling at low rpm but that instead pours on the timing up top is ideal for keeping rods alive. Sure this kind of tuning leads to subtle sacrifices in low-end torque, but nothing is lost in the middle of the horsepower curve, and peak horsepower is completely unaffected. 44

Believe it or not, the factory lift pump has proven adequate in supporting more than 700 hp when a single high-pressure fuel pump, such as a stroker CP4.2, is in the mix. That’s right, the electric fuel supply pump that’s part of the factory fuel conditioning module can be left to do its thing while you double your truck’s horsepower output. With dual high-pressure fuel pump systems, supply pressure can drop below 50-53 psi, triggering a warning on your truck’s message center (keep reading for a solution for that scenario).

It’s believed by some that the ’17 (Job 2)-‘19 connecting rods can handle more horsepower (and especially torque) than the rods found in earlier engines. And, while the late-model rods are stronger than the ’11-Job 1 ’17 versions, the verdict is still out on exactly how much more power they can tolerate before bending (or worse). Though they possess a stronger beam and utilize a slightly larger diameter wrist pin (35mm vs. 34mm previously), living in the 700-rwhp zone is probably still dangerous territory.

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TECH ›› STOCK 6.7L POWER STROKE INJECTORS…

Up top, you’ll find two more factory components that need to undergo zero modifications in order to cope with 650 hp: the cylinder heads. The cast-aluminum, reverse-flow heads on the 6.7L Power Stroke don’t necessarily flow more than conventional cylinder heads, but a design that places the exhaust manifolds in the valley and that calls for far less exhaust plumbing makes for a more efficient overall package. As far as head gaskets are concerned, the 6.7L’s six bolt per cylinder arrangement means the heads remain glued to the block, even when boost exceeds 40 psi.

The 6.7L Power Stroke’s robust valvetrain, which makes use of a rocker arm oiling manifold, has no issue handling 700 hp. Unique to any V-8 diesel to ever grace the pickup segment, the 6.7L features four valves, four rockers, and four pushrods per cylinder. This eliminates instances of floating the valve bridges, and because each rocker possesses its own pushrod side-loading is greatly reduced. Another advantage is the reduced pivot wear on the rockers themselves, not to mention the valvetrain is quieter. First things first, when it comes to readying an ’11-’14 Super Duty for 650-rwhp, the stock turbo has to go. And being that the factory turbo on the first-generation 6.7L Power Stroke was the dual inlet (dual compressor wheel) yet highly restrictive Garrett GT32 SST, it’s more than a simple, turbo swap. The entire turbo system has to be scrapped. From there, you’ve got two options: a fixed geometry turbo configuration which makes use of a T4 (or even T3) BorgWarner or Garrett, or a VGT retrofit kit which equips the engine with a ’15-newer style GT37 or GT37-based charger. KC Turbos’ comprehensive retrofit kit is shown. For those working with a ’15-’19 engine, it’s obviously more budget-friendly to swap out the factory GT37 for a larger VGT. A 63mm or 64mm drop-in VGT can get you to 650-rwhp, and a 66mm can push you beyond it with the right high-pressure fuel pump(s). A setup similar to the one shown here—complete with a 66mm VGT and Dual Fueler kit from Midwest Diesel & Auto, along with spot-on PCM tuning—put down 668 hp and 1,248 lb-ft of torque on the chassis dyno. show you how easy it is to get there. And for those of you looking to lean on your 6.7L Power Stroke even harder, we’ve got a mods list for that, too. From 600 to 650 hp, 650 to 700 hp, and 700-plus (and a little about the carnage that can result from it), school is now in session.

TECH ›› STOCK 6.7L POWER STROKE INJECTORS…

When Ford introduced its revised (440 hp, 860 lb-ft) ’15 model year 6.7L Power Stroke the engine came with a Bosch CP4.2 that flowed 9-percent more fuel volume than the outgoing pump. That might seem small, but with a ’15 CP4.2 swap and a turbo upgrade performed on an ’11-’14 6.7L Power Stroke you’re right at the 600hp mark. Obviously, for ’15-’19 6.7L Power Strokes, this means a drop-in VGT upgrade can get you to the 600-rwhp mark without having to change anything on the fuel side of things. However, in either case a stroker pump or dual high-pressure fuel pumps is required to go after 650-rwhp or more.

The biggest horsepower number we’ve seen produced by an ’11-’14 Super Duty equipped with a stock ’15 CP4.2 was performed by this truck. With nothing more than the late-model high-pressure fuel pump, a 64.5mm S300 SX-E, and wellrounded tuning, 647 hp was cleared on the dyno. The BorgWarner was equipped with the larger 80mm turbine wheel (vs. the 76mm that’s also in BorgWarner’s arsenal) and a 1.00 A/R T4 exhaust housing.

When it comes to stroker CP4.2 pumps, the biggest names in town are Exergy Performance and RCD Performance. Exergy’s pump features a cam with a 10mm stroke, outflows a factory ’15-’19 pump by more than 30-percent, and can support 800-rwhp, although we think the company is fairly conservative in that estimate. RCD’s in-house chassis dyno testing has verified that its 10.3mm Thumper pump can support more than 850 hp. The stroked RCD unit flows 33-percent more than a factory ’15-’19 pump.

Although the stroker CP4.2 pumps are the preferred method of ensuring a 6.7L Power Stroke maintains rail (primarily due to cost), dual high-pressure fuel pumps are still available, and they work very well. The systems, which add a belt-driven CP3 essentially where a 6.7L engine’s second alternator would mount, can support huge horsepower—especially when a 10mm (or larger displacement) CP3 is combined with a 10mm CP4.2.

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TECH ›› STOCK 6.7L POWER STROKE INJECTORS…

Due to not having the ability to restrict exhaust flow in order to accelerate the vehicle like a VGT can, a fixed geometry turbo will naturally produce significantly lower drive pressure. This lends itself to less torque being produce at low rpm, an ideal situation for an engine sporting the factory rotating assembly. On top of that, lower drive pressure is easier on head gaskets, as well as the turbocharger itself.

As we alluded to earlier, the factory electric lift pump can support a single high-pressure fuel pump, no problem. This means it has no issue keeping 55-60 psi worth of fuel pressure on tap for a 10mm stroker pump at all times. But when a second high-pressure fuel pump enters the equation, the stock pump can’t quite keep up. At this point, a 220-gph Titanium Signature Series system from FASS is a common go-to for replacing the factory fuel conditioning module.

BorgWarner’s S300 frame, fixed geometry turbos are right at home on a 6.7L Power Stroke. Sized between 63mm and 69mm, they can support 625 to 700 hp and are very drivable. The S366 SX-E shown here would go on to help its ’14 F-250 produce nearly 690 hp on the rollers. By now, a common theme for making 650-plus horsepower should be obvious to you, and it’s also the case here. In addition to the 66mm S300, the setup consisted of dual high-pressure fuel pumps (a CP3 over the factory CP4.2), factory injectors, and reputable custom tuning. 50

But with less drive pressure available as opposed to a VGT, why is a 6.7L Power Stroke so drivable with a fixed geometry turbo feeding it? As we alluded to previously, it starts with the efficiency of the reverse-flow head design. Compared with conventional V-8 diesels, the location of the 6.7L’s exhaust manifolds in the valley means less piping for exhaust energy to travel through. Just look at the short length of the up-pipes… It’s no wonder the 6.7L Power Stroke spools a big S300 so well. Of course, its displacement advantage over previous Power Stroke mills (namely the 6.4L and 6.0L) also aids its ability to bring a sizable fixed geometry turbo to life quickly.

Moving beyond the S300 realm, larger frame turbos have been tried with success on stock bottom end 6.7L Power Strokes. However, while a big single plays into the strategy of limiting low-rpm torque, they do have the ability to produce well north of 700 hp and push the engine into the danger zone if you’re not careful (or your tuner isn’t). Surprisingly, the 6.7L Power Stroke spools a moderately sized S400 or (in this case) Precision turbo very well. Also notice the CP3 near the fan shroud, which indicates that this ’11 is definitely pushing the limits of both fuel and air on a factory rotating assembly.

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TECH ›› STOCK 6.7L POWER STROKE INJECTORS…

If you thought treading lightly with a stock bottom end was required for a big single turbo, it’s extremely important to tune around making big torque with compounds in the mix. Here, the owner of a ’19 F-350 decided to leave the engine’s factory fuel alone other than tuning and install No Limit Fabrication’s add-a-turbo style compound system. By retaining the stock, 61mm GT37 VGT in the valley and mounting a 76mm Precision in front of it as the atmosphere unit, enough air is on tap to support 800 hp. However, to keep the rods in the block, not even the factory CP4.2 was upgraded. The result was a squeaky-clean, ultra-responsive Super Duty making between 600 and 625 hp on 100-percent stock fuel.

This one is a big no-no unless you have a spare long-block on standby, a big bank account, don’t really need your truck every day, or consider yourself lucky: compounds that add a larger VGT in the valley and a big secondary out front. With well north of 800-rwhp possible in this type of arrangement, it’s beyond playing with fire on a stock bottom end.

An S400, larger nozzles, dual fuelers, aggressive tuning, and a truck clearly making more than 650 hp culminated in this form of compression loss. When the misfire surfaced the owner immediately knew what had happened, and thankfully was already rounding up parts for an engine build, which included Carrillo rods. Smoked rod bearings were the result of this ’17 F-350 owner’s mission to make more than 800-rwhp on the stock bottom end. Going big, 60-percent over injectors, a 10mm Exergy CP4.2, and an 82mm over 63mm compound turbo arrangement was installed. Although the factory transmission’s ability to cope with the added power was the owner’s primary concern, the engine quickly let him know that it was the bigger weak link. In fact, the factory bottom end didn’t last an entire day with the newfound power. Judging by how hard the truck pulled under power, an estimated 900 hp was on tap before the failure. 52

When you roll the dice on a stock bottom end, this can be the result. This 6.7L was saddled with compounds, dual high-pressure fuel pumps, aggressive tuning, a built transmission, and making between 725 to 750-rwhp when a rod windowed the block. With this power level not being an uncommon failure point for the 6.7L Power Stroke’s factory rods, it’s part of where the 650 to 700 hp limit stems from.

TECH ›› STOCK 6.7L POWER STROKE INJECTORS…

SOURCES EXERGY PERFORMANCE 616.551.4330 EXERGYPERFORMANCE. COM DIESEL PERFORMANCE PARTS, INC. (FASS) 866.455.7788 DIESELPERFORMANCEPARTS.COM

Any time you’re pursuing 650 hp or more with an ’11-’19 Power Stroke, there are a few supporting mods that should be considered. First and foremost, the factory 6R140 transmission may take issue with repeatedly being exposed to this kind of power. It’s generally accepted that you can get away with 650 hp and roughly 1,200 lb-ft of torque for a while, but if the TorqShift survives two years at that power level consider it a blessing. If you’re weighted down by a heavy right foot, plan on going through the six-speed automatic sooner than that.

A 6R140 transmission capable of handling 650-plus horsepower will come with a multi-disc torque converter sporting a forged or billet-steel front cover to eliminate ballooning and furnazebrazed internals for unmatched strength. Other prerequisites for handling power include a billet flex plate, increased clutches in Forward, Direct, and Overdrive, a fresh transmission pump and solenoid body, proper TCM tuning and, depending on horsepower goals, a billet intermediate shaft.

Don’t forget to work a set of traction bars into your horsepower budget. Even before the 650hp level, rear axle wrap and leaf spring twist is a concern on ’11-newer Super Duty’s. Traction bars keep the rear axle planted and the tires digging, not to mention they limit driveshaft plunge, eliminate differential twist, and are easier on U-joints, pinion yokes, and driveshafts. A quality set of traction bars won’t be cheap, but they will allow you to truly enjoy putting power to the ground—and a quality set won’t make noise while doing it. 54

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A final word of advice is specific to owners of ’11-‘16 engines: no matter which route you go with your turbo upgrade, get rid of the factory intercooler pipe. The plastic cold-side pipe is known to explode under boost. A bead-rolled stainless steel pipe, quality boots, and T-bolt clamps makes for a solid replacement that can handle the added boost the engine will produce. H&S Motorsports’ intercooler pipe upgrade kit, available from our friends at Xtreme Diesel Performance, is shown here.

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f you made it to Lucas Oil Indianapolis Raceway Park the weekend of June 3-5, you were witness to arguably the most eventful Ultimate Callout Challenge held to date. With big names like returning champion Justin Zeigler, 2019 champ Derek Rose, Tyler and Tony Burkhard, and Chris Patterson’s green dually in town, there was bound to be a few fireworks. And with new rules allowing teams to campaign more than one truck for 2022 there was an added layer of excitement, which further incentivized competitors to swing for the fences. At the end of the 3-day melee, we saw 4-second eighth-miles, a new, 3,300hp record dyno number, purposebuilt pulling trucks competing in the dirt,

DIESEL WORLD MAGAZINE

and plenty of carnage along the way. Without question, the bar was reset at U.C.C. ’22. Thanks to Justin Zeigler’s mind-blowing 3,336hp dyno pull, competitors in years to come will have a tall mountain to climb when it’s time to perform on the rollers. As for the drag strip, three trucks in the 4’s and seven more in the mid 5’s says north of 2,000 hp needs to be applied to the track in order to keep pace. Out on the pulling track, things are even more interesting, where full-blown, cut-tire pulling trucks are poised to dominate the ﬁnal day of action from here on out. From the race track to the rollers to the dirt, we’ve done our best to capture all the pinnacle (and pivotal) moments of U.C.C. 2022. Be there next year!

ULTIMATE CALLOUT

FIREWORKS, TRIUMPH, AND SHATTERED RECORDS AT THE PREMIERE EVENT IN THE DIESEL INDUSTRY

CHALLENGE 2022

ULTIMATE CALLOUT CHALLENGE 2022

If this truck looks familiar to you it should. It’s the same ’06 Dodge from the Firepunk Diesel stable that won U.C.C. in 2016, 2017, and 2018 while simultaneously setting records in the Pro Street drag racing category. Now it’s owned by Justin Zeigler, who sold his U.C.C.-winning truck from 2021 and built this lighter weight, even higher horsepower hot-rod in the months leading up to the 2022 event. As soon as Lucas Oil Indianapolis Raceway Park was open for business, there was Zeigler, ready to light it up. On his ﬁrst pass he blew all four tires off, but on the second attempt he put up a 4.99 at 148 mph.

Fresh off a pass in the 4.40s at the ODSS season opener, all eyes were on Derek Rose at the drag strip. He was easily the favorite in this contest—and he didn’t disappoint. Right out of the gate, the center-drive third-gen put up a 4.76-second blast at 152 mph, which brought the crowd to life. Later in the day, Rose would improve on his ﬁrst pass in going 4.73 at a blazing 158 mph. Time to park the truck and wait for someone to top it…the latter never happened. Day 1 belonged to Derek Rose.

The shot heard ‘round the world came when Tyler Burkhard put the DHD Duramax-powered Silverado through the traps in the 4’s for the ﬁrst time. His 4.96-second pass at 151 mph gave the Michigan-based team a lot to celebrate, and when Tyler dipped into the high 4’s once more later on that day it proved they could run them consistently.

Privateer “Turba Tom” Borrell returned to U.C.C. and looked every bit as consistent as he did in 2021. After putting up a 5.8-second eighth-mile during Day 1’s festivities, Borrell was the early leader until Derek Rose came out swinging with his ﬁrst 4-second pass. Built and maintained in his home garage, Borrell has some big names onboard with the truck, including Freedom Racing Engines, Hardway Performance, T3 Speed Shop, Muldoon’s Performance Transmissions, Santjer Performance Development, AirDog, and Fluidampr.

One of the more highly anticipated trucks at U.C.C. was this one, which belongs to Chris Patterson of Unrivaled Diesel. And though it was a slow start for the Texas-based green machine (Patterson attributed his ﬁrst two passes to driver error), things soon started to click. His third time down the track proved to be the charm, with the ’07 Dodge going 5.48 at just under 137 mph. The trip would earn him Sixth Place in the drag race portion of U.C.C.

ULTIMATE CALLOUT CHALLENGE 2022

After literally blowing up his truck a week before U.C.C. due to a catastrophic nitrous backﬁre, Charlie Fish and the rest of the KC Turbos crew spent sleepless night after sleepless night repairing the standard cab Super Duty they intended to compete with at U.C.C. Full disclosure, they needed a new front clip, an intercooler, a windshield, a dash, all new turbo piping, and a fresh 6.0L Power Stroke—all of which was accomplished in time to make the 30-hour haul from Arizona to Indianapolis. In Indy, Fish made the most of things, running a best E.T. of 5.56, which landed him in the seventh spot on Day 1.

Wade Minter makes the trip to U.C.C. every year and is always in the thick of things throughout the course of the weekend. For 2022, Minter piloted his ’06 Silverado to a best eighth-mile of 5.458 seconds at 133 mph, Fifth Place on the day. But just to show how stiff the competition was, at U.C.C. 2021 his 5.50-second pass was good enough for Fourth Place. It seems that every year, every competitor dips further and further into the 5’s, if not breaking into the 4’s.

Christian Koning climbed behind the wheel of the Merchant Automotive GMC (i.e. “Old Blue”) this year, but there were a few gremlins to work out before the truck could lay down a solid pass at the drag strip. Unfortunately for Koning and the Merchant team, the Allison’s shifting issues held them back quite a bit. But despite all the troubles, Koning did manage to coast through the eighthmile in 7.13 seconds. When you can’t get your ﬁberglass bedsides manufactured in time for U.C.C. you improvise. If you ask us, the secondgen bedsides look pretty darn nice on Robby Garcia’s late-model Ram. At the drag strip, a fuel-only pass of 6.77 was achieved before a 1-2 shift issue on the second pass spiked some huge rpm. In the pits, damage was traced back to broken tappets, and Robby and the RKG team immediately set to work swapping a fresh Cummins into place. On the dyno, the second engine would provide for 1,561 hp and 2,100 lb-ft of torque.

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ULTIMATE CALLOUT CHALLENGE 2022

Kicking off the 15-truck ﬁeld on Northwest Dyno Circuit’s SuperFlow chassis dyno was Tyler Burkhard—and his Silverado had undergone a notable change overnight. It was now graced with a triple-turbo setup, with the atmosphere units literally climbing out from underneath the hood. But aside from the wild looks, the truck performed, making 2,486 hp and 3,076 lb-ft of torque when all was said and done.

Strolling through the pits, it was impossible to ignore the large crowd gathered around Jesse Warren’s Shark Bait Super Stock puller. In the engine bay, they found a billet-aluminum block and billet headed 6.0L Power Stroke staring back at them. When we learned that Warren would be dynoing for Charlie Fish’s team—and combining nitrous with the 4.1-inch, 5.3-inch compound turbo arrangement—we were convinced the current 6.0L horsepower record of 1,920 hp (owned by Warren) would be obliterated.

In preparation for Day 2 (Dyno Day), Chris Patterson saddled his Hamilton block Cummins with a 2-into-1 triple arrangement. As for dyno strategy, Patterson told us it would all be based off of starting the run at his target rpm and with 25-psi of boost on tap before turning it loose. At the time we stopped by his team’s location in the pits, a pair of Nitto Mud Grapplers were already present up front, indicating he planned to sled pull the truck no matter what happened on the rollers. How’s that for conﬁdence!

Derek Rose’s return to U.C.C. sparked tons of interest this year, but aside from his truck’s 4-second eighth-mile capability was its expected 3,000hp dyno pull. Rose got his chance early on Day 2, right behind Tyler Burkhard. Unfortunately, the number six cylinder was hurt before his time on the dyno even began, although that didn’t stop Rose from putting up some big numbers. Essentially running on ﬁve holes, his nasty third-gen made 2,621 hp and 3,677 lb-ft. Blowby immediately increased after the effort, but Rose had done his job. He was in the lead on the dyno, a lead he held until the last truck, Justin Zeigler’s, hit the dyno that evening. 64

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ULTIMATE CALLOUT CHALLENGE 2022

Believe it or not, Dave Martin still plows snow with this truck. How many Silverado HD’s do you know that run 6.40s at the track, can deliver nearly 1,500 hp to the rear wheels, and then move the white stuff around all winter? Strapped to the SuperFlow, Martin’s Duramax-powered Chevy laid down a respectable 1,490 hp and 2,324 lb-ft. Then it was back to the pits to prep the truck for Day 3’s pulling festivities.

Turba Tom’s trip onto the rollers was short and sweet as he obtained solid numbers and, rather than run the risk of hurting anything, chose to stick with them. Those numbers were 1,858 hp and 2,645 lb-ft of torque, and we don’t blame him for playing it safe. After all, he was one of only a few competitors who opted to campaign the same truck in all three events.

On drag day the previous day, DHD invited passersby to sign their truck’s dyno day hood. Not far away sat the setup they’d be running on the rollers. At crunch time, the Precision triplets deﬁnitely delivered.

After Chris Buhidar and the Truck Source Diesel team went 5.56 in the eighth-mile on Day 1, it was time to see what the Cummins-powered Ford coined “The Mick” could do on the dyno. The single turbo (94mm GT55), nitrous-fed, MoTeC-controlled, and BTS 4R100-shifted ’00 Super Duty made 2,438 hp and 3,068 lb-ft look easy. As in previous years, a solid effort in the dirt following the dyno could land them a spot in the top 5. Giant tractor turbos, the largest 6.0L HEUI injectors on the planet, a little nitrous, and a cutting-edge, all-billet 6.0L Power Stroke. What could go wrong? Well, it turns out a bad throttle pedal can ruin your day. In only being able to make a half-throttle run on the dyno, a respectable yet disappointing (for the team) 1,624 hp and 1,691 lb-ft was all Jesse Warren’s Shark Bait Ford could muster on the rollers. One neat tidbit on the drivetrain: being that the Super Duty is a Super Stock truck equipped with a onespeed Reverser, a divorced, NP205 intended Gear Vendors overdrive unit was made to work—and with the right gears in the truck’s quick change transfer case 160 mph worth of wheel speed is achievable. In good health, we believe this truck could’ve cleared more than 2,500 hp.

ULTIMATE CALLOUT CHALLENGE 2022

Our hearts really went out to Ben Francis the weekend of U.C.C. 2022. It all started when Francis and his team chased a tick deep into the engine he showed up with in the truck. Then a replacement Cummins (supplied by Hamilton Cams) went in, only for the truck to have transmission troubles at the drag strip. Fast forward to Day 2 and an everything-but-the-kitchen sink tune pops the backup engine on the dyno. Here you can see some of the fireball that engulfed the front of the truck. Still, Francis put up solid numbers: 2,389 hp and 3,581 lb-ft.

In addition to finishing Second Place at the 2021 All Truck Challenge, Chris Patterson’s green dually also became the first diesel truck to make 3,000 hp on a chassis dyno when he cleared 3,089 hp aboard the late Robert Pearce’s mobile Dynocom. At U.C.C. 2022, while strapped to Northwest Dyno Circuit’s SuperFlow, his Dodge made a best of 2,614 hp and 3,611 lb-ft. On the second pull, it was apparent the truck was fighting some traction issues (VHT did not help), and Patterson kept making runs. All told, he made six dyno pulls in his 30-minute window—an impressive feat at this ragged-edge power level. 68

IWith competitors and fans alike yearning to see a 3,000hp dyno number at U.C.C., it almost didn’t seem real when Justin Zeigler blew past 3K with relative ease. Thanks to running drag radials out back (a smart move for traction) and riding the brakes (for added load beyond what the dyno could provide) to the point where the rotors were on fire, Zeigler’s dyno strategy was sound. So what are the stats behind the highest chassis dyno numbers ever produced by a diesel truck? 3,336 hp, 3,642 lb-ft, 189-psi of boost, 5.9 pounds of nitrous consumed in 1.19 seconds, and a 3,100 to 5,725 rpm sweep. Just like that, not only was Zeigler poised to win consecutive U.C.C. titles, he was “thee” chassis dyno king in the diesel world.

ULTIMATE CALLOUT CHALLENGE 2022

Leaving nothing to chance, Justin Zeigler and team called in a favor from Calvin Miller, the owner of the Runnin’ In The Red Super Stock Dodge with an aluminum block, Scheid-built Cummins under the hood. If the points were close going into the sled pull, which they were, Zeigler knew Miller could help sew up the overall win—and that’s exactly what would happen.

With the rules permitting full-blown pulling trucks to be a part of U.C.C. teams this year, many competitors wasted no time calling in the big dogs. Here, Jesse Warren (on behalf of Charlie Fish) hits the scales with Shark Bait, the infamous Super Stock class Ford that regularly competes with the highest horsepower trucks in the country. After solving the issues encountered the day before on the dyno along with reinstalling the cut tires out back, Warren was ready to see what his fresh billet-aluminum 6.0L could do in its natural environment: the dirt.

To help set the sled, Jordan Kinderman hooked his common-rail, Limited Pro Stock Dodge to it and yanked the iron sleigh out past the 300-foot mark. Thanks to water being added throughout the action and intervals of overcast sky, the track wouldn’t be as dusty as we’d seen it in previous years—which is always a good thing at a truck pull. 70

Pulling for Chris Buhidar and the TSD team, Tim Tuttle’s “Common Cents” Limited Pro Stock Dodge officially kicked off the U.C.C. sled pull. Tuttle’s common-rail Cummins is a regular along the local Midwest 3.0 smooth bore circuit and his 296.35-foot distance would earn Buhidar and crew a Third Place overall finish in the dirt.

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ULTIMATE CALLOUT CHALLENGE 2022

Equipping their 3.0 smooth bore truck with cuts proved more than advantageous for the Quality Diesel Performance crew. The Iron Maiden Limited Pro Stock Dodge blew past the rest of the field for the win in the dirt. A final distance traveled of 308.88 feet put them a substantial 11 feet ahead of Second Place finisher, Eric Merchant.

In All Truck Shootout/KOS fashion, Chris Patterson campaigned one truck the entirety of the event—even though U.C.C. rules now allow each team to use two trucks to share the demanding workload of the 3-day competition. A respectable 274.58-foot hook earned him a Fourth Place overall finish at Ultimate Callout Challenge 2022.

Like Chris Patterson, Turba Tom Borrell stuck it out with one truck all weekend. His garage-built Ram continues to prove that the little guy can run with the heaviest of hitters at an event like U.C.C. On Day 3, the sled brought Borrell’s truck to a halt at 250 feet and change—not bad considering he was pitted against some of the strongest-running, purpose-built pullers in the nation.

The sled pull meant it was show time for the Dirty Hooker Diesel crew, a team that has extensive roots in truck pulling. The Michigan team’s Pro Stock, Duramax-powered puller (coined “Cheap Hooker”) would go 281.64 feet before it was all said and done. In the process, driver Tony Burkhard secured a Third Place overall spot at U.C.C.

When it was Jesse Warren’s turn to move the sled (once again, on behalf to Charlie Fish’s team), Shark Bait’s gnarly 6.0L Power Stroke roared to life and appeared to making a strong head of steam. Unfortunately, shortly after mid-track the engine dropped a cylinder and the Super Duty came to a stop at 267 feet. Once the bugs are worked out of this new, billet-aluminum engine program, we look forward to watching Warren’s Super Stock Ford set the world on fire. 72

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ULTIMATE CALLOUT CHALLENGE 2022

Here it is, the sled pull that sealed the deal for Justin Zeigler’s U.C.C. repeat. When Calvin Miller moved the sled 291.47 feet it was enough to hold off Derek Rose’s 283.82-foot effort that came by way of Kevin Morell’s stunning first-gen puller. What made this hook all the more impressive was the fact that the track had all but gone away by the time Miller got the chance to hook. Reading the track and applying his 2,500plus horsepower at the right time proved to be the difference maker.

U.C.C. 2022 FINAL STANDINGS: PLACE/

DRAG RACE (E.T.):

DYNO (HP+LB-FT):

SLED PULL (FT):

COMPETITOR:

TOTAL POINTS:

1. JUSTIN ZEIGLER

4.997 (900.600)

3,336 HP/3,642 LB-FT (1,073.585)

291.47 (749.41)

2,723.595

2. DEREK ROSE

4.73.7 (952.600)

2,621 HP/3,677 LB-FT (968.985)

283.82 (726.46)

2,648.045

3. TONY BURKHARD

4.96 (908.000)

2,486 HP/3,076 LB-FT (855.892)

281.64 (719.92)

2,483.812

4. CHRIS PATTERSON

5.488 (802.400)

2,614 HP/3,611 LB-FT (957.862)

274.58 (698.74)

2,459.002

5. CHRIS BUHIDAR

5.565 (787.000)

2,368 HP/3,146 LB-FT (848.431)

296.35 (764.05)

2,399.481

6. JOSH MCCORMACK

5.608 (778.400)

2,342 HP/2,908 LB-FT (807.800)

274.23 (697.69)

2,283.890

7. BEN FRANCIS

6.515 (597.000)

2,389 HP/3,581 LB-FT (918.631)

281.29 (718.87)

2,234.501

8. WADE MINTER

5.458 (808.400)

1,759 HP/2,416 LB-FT (642.477)

281.17 (718.51)

2,169.387

9. TURBA TOM

5.456 (808.800)

1,858 HP/2,645 LB-FT (692.923)

250.64 (626.92)

2,128.643

10. DMITRI MILLARD

5.610 (778.000)

1,994 HP/2,286 LB-FT (658.600)

241.73 (600.19)

2,036.790

11. QUALITY DIESEL

6.443 (611.400)

1,604 HP/2,430 LB-FT (620.877)

308.88 (801.64)

2,033.917

12. CHARLIE FISH

5.564 (787.200)

1,624 HP/1,691 LB-FT (510.154)

267.05 (676.15)

1,973.504

13. DAVE MARTIN

6.433 (613.400)

1,490 HP/2,324 LB-FT (586.969)

238.05 (589.15)

1,789.519

14. ERIC MERCHANT

7.139 (472.200)

1,270 HP/1,919 LB-FT (490.769)

297.00 (766.00)

1,728.969

15. ROBBY GARCIA

6.774 (545.20)

1,561 HP/2,152 LB-FT (571.415)

223.93 (546.79)

1,663.405

Justin Zeigler (middle) and his team pulled it off again—and they did it with what could almost be considered a last-minute build! Without the unmatched help and support from his own crew, Firepunk Diesel, Hot Shot’s Secret, D&J Precision Machine, Exergy Performance, Summit Racing Equipment, and last but not least, Calvin Miller, it wouldn’t have been possible. Not only did Zeigler obliterate previous chassis dyno records with his 3,336hp run, his 4-second eighth-mile the first time out with the truck was nearly just as impressive. What will the future hold for Zeigler? Will he attempt a three-peat next year? And if he does, will he do it in the same truck? In time, we’ll know the answer to each of those questions. For now, he deserves all the joy that comes from a second, hard-fought U.C.C. victory. www.dieselworldmag.com -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- OCTOBER I 2022 • DIESEL WORLD

DHIGH-FLYING ODSS ACTION STORMS THROUGH INDY BY MIKE MCGLOTHLIN

he diesel performance industry might have its share of struggles at the present time, but out on the track there is no question that this is the golden era for diesel drag racing. We have Pro Street trucks running consistent low 5’s and high 4’s. We have Pro Mods on the cusp of making 3-second passes (and one that already has), and we have 5.90 trucks providing some of the fastest and closest index racing you’ll ﬁnd anywhere. Then there are the ET Bracket, 7.70 Index, and 6.70 Index categories, which can bring more than 100 racers to any given Outlaw Diesel Super Series contest.

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All of the above was the case at the Outlaw Diesel Revenge event, presented by Firepunk Diesel in Indianapolis and hosted on June 3-4. The 2-day affair ran side-by-side with the Ultimate Callout Challenge, which provided the perfect atmosphere for showcasing how far organized diesel drag racing has come— and boy did it ever live up to the hype. The fastest 4x4 Duramax record moved into the 4’s, a brand-new Pro Mod was unveiled and (incredibly) won its class, three rails showed up to do battle in the Pro Dragster category, 5.90 once again came down to the wire, and a familiar face took top honors in ET Bracket while new blood invaded the winner’s circles in both 6.70 and 7.70 Index.

OUTLAW DIESEL

REVENGE www.dieselworldmag.com -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- OCTOBER I 2022 • DIESEL WORLD

OUTLAW DIESEL Revenge

Like Tyler Burkhard from DHD, DNR Customs’ Derek Rose pulled double duty the weekend of June 3-5. Not only was he competing in Pro Street in the ODSS Outlaw Diesel Revenge event, he was also in town for U.C.C. This iron-man type of weekend was exciting to watch, but it did take its toll on Rose’s equipment. After making a 4.73-second blast at 158 mph, it was apparent he’d hurt the billet-block Cummins under the hood, and following his trip onto the rollers for U.C.C. he had to hang up his chances of running eliminations with ODSS. That said, with his engine at full health—and a truck that’s capable of applying 3,000 hp to the track—Rose is going to be the man to beat in Pro Street for a long time to come.

In the ﬁnal round of Pro Street, Tyler Burkhard edged out Nathan Wheeler’s Cummins-powered Crazy Horse Ford for the overall win. Even with the track cooling down, Burkhard’s nasty Wagler-built, Duramaxpropelled Silverado still went 5.08 at 148 mph. Wheeler’s 5.24-second pass at 136 mph would mark his quickest to date.

All 13 trucks signed up in ODSS 5.90 showed up in Indy, making for an awesome display of neck-and-neck index racing. Here, Dan Zelton and Harlan Clemons square off in a Duramax vs. Power Stroke duel. Clemons’ wife, Brittany, also competed at ODR, within the 7.70 Index class. Nearing the end of eliminations, she was piloting one of the remaining six trucks out of 46 total competitors.

As previously mentioned, Tyler Burkhard came to Indy to run dual events also: ODSS Pro Street and U.C.C. And just as he did in 2021, Burkhard would survive U.C.C. as well as earn the Outlaw Diesel Revenge trophy. However, there was something else this year. Burkhard broke into the 4’s for the ﬁrst time, moving the 4x4 Duramax record to 4.96 at 151 mph. In case you were wondering (or if you didn’t know), DHD’s ’06 Silverado still sports an all-steel body and a 100-percent factory frame from bumper to bumper. 78

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OUTLAW DIESEL Revenge

The 5.90 Index class would come down to a shootout between Dan Zelten and Brett Marcum—and the Duramax vs. Cummins finale wouldn’t disappoint. In one of the closest races of the weekend, Zelten would get the win on the brakes with a 5.918 at 114 mph to Marcum’s 5.927 at 119 mph. Talk about a nail-biter!

It was only supposed to make a few burnouts and 60-foot hits to gather data. Then one thing led to another and Stainless Diesel’s brand-new Pro Mod Corvette was cruising through eliminations. With an all-aluminum Wagler CX400 Cummins nestled into the HammerTech Racecars chassis, a GT55, zoomies, plenty of S&S fuel, and a Rossler TH400, the new toy from the Stainless camp is the real deal.

Some earth-shattering news regarding Firepunk Diesel’s Pro Mod S10 was made public for the first time at Outlaw Diesel Revenge. Right before driver Larson Miller pulled into staging for the Pro Mod final it was announced that the Hot Shot’s Secret-backed door-slammer would be retired that evening. But before the shock wore off, the folks at Firepunk revealed they had plans to rob the powertrain out of the S10 and stick it in a brand-new car, which they plan to unveil this fall. Rumor has it the new Pro Mod will be a ’70 Duster. We can’t wait to see it.

After spinning a rod bearing at the Wagler Spring Nationals a month prior, Steve Royalty and the rest of the Climate Change crew showed up in Indy with an engine that was back together but otherwise untested. They would struggle during qualifying and the Pro Mod Dakota would even face steering issues before the weekend was through. Rest assured, they’ll likely have things lined out for the next race on the ODSS schedule: Rocky Top Diesel Shootout.

To say that Nathan Wheeler’s ’10 F-250 has come a long way in a few short years would be an understatement. Long gone are the days of campaigning a rowdy 6.4L Power Stroke and even the days when he planned to run 5.90. Without question, his common-rail Cumminspowered Super Duty has what it takes to go rounds in Pro Street, and a new personal best of 5.24 at Outlaw Diesel Revenge proves it. Look for Wheeler to continue to dig his way deeper into the 5’s as the 2022 racing calendar rolls along.

OUTLAW DIESEL Revenge

Any time the Pro Dragster field grows, it’s highly welcomed by fans and fellow racers alike. And thanks to Mattie Graves and Paul Vasko’s rails, the Scheid Diesel dragster now has two Duramax-powered machined to contend with. Vasko’s rail (shown) turned in a best effort of 4.96 at 143 mph, along with a 1.16-second 60-foot. The single turbo LBZ sports water-to-air intercooling, a stock ECM, and a 4L80E transmission.

Believing it was time to take things to the next level, Austin Denny bumped his 6.0L-powered ’06 F-250 up to Pro Street this year. Ditching a few more pounds over the winter also helped his cause. With the Super Duty now tipping the scales at a reasonable 4,500 pounds (just 100 pounds over the Pro Street class minimum), Denny put it through the eighth in 5.49 seconds during qualifying. Later on, a new personal best of 5.47 at 125 mph was displayed on the scoreboard, followed by a 5.46 at 127 mph in a loss to the eventual winner, Tyler Burkhard.

Notice the daylight under Robert Berry’s passenger side tire? His ’45 Chevy rat-rod, nick-named Burnie, was moving this year. Thanks to a potent compound turbo 5.9L common-rail Cummins and a 3,700-pound race weight, Berry’s old-school Chevy has mid-5-second potential. On the 5.70-second pass we saw the truck make, it coasted through the traps at 107 mph. As sure as the world keeps turning, the Scheid dragster continues to show up at every ODSS race and put on a show. And after nearly 15 years of campaigning it, the Scheid team knows this beast inside and out, which is why after experiencing a broken sprag due to tire shake the small group of Dan Scheid, driver Jared Jones, and John Porterfield had the Lenco fixed and back on the track in a little over an hour. Team Scheid would go on to add to its points lead with a Pro Dragster win in Indy.

OUTLAW DIESEL Revenge

After getting past Mattie Graves, Paul Vasko found himself in the final against the Scheid rail—and he made a race out of it. Vasko got the jump on the tree against Jared Jones, but Jones was able to pour the Cummins’ power on quickly and smoothly enough to drive around Vasko’s Duramax by mid track. At the stripe, Jones went 4.48 at 187 mph to Vasko’s 4.97 at 143 mph.

Rodrigo (Rod) MacMaster is well-known for his positive and uplifting attitude no matter the situation in the pits, but he’s also one hell of a drag racer. And even though his short-bed ’07 Dodge looks like it could be one of the lighter vehicles in 5.90, it’s actually one of if not the heaviest vehicles in the class. The former 5.90 Index champion made it to the semiﬁnals before being eliminated by Brett Marcum, but he had a helping hand in several other team’s repairs throughout the weekend.

Once his transmission issues were resolved, Rick Fletes and his ’70 Chevelle were able to do what they do best out on the track, run the number and provide crowd-pleasing, wheels-up launches. Unfortunately, Dan Zelten was also right on the money at Outlaw Diesel Revenge, and he took the win over Fletes in one of the closest races of the weekend: a 5.941 at 118 mph to Fletes’ 5.949 at 119 mph.

Of the 131 trucks that populated the ET Bracket, 7.70 Index, and 6.70 Index categories, this one might’ve been our favorite. Not only was the Inland Transmission second-gen sporting a VP44-fueled 24-valve, but it went 7.01 in the eighth. Trust us, a 10-second capable 24-valve Cummins isn’t something you see every day!

It’s been a while since we’ve seen Michael Dalton and the RLC Motorsports team struggle, but unfortunately that’s how their entire weekend of racing went at Outlaw Diesel Revenge. The Pro Street team from Tennessee fought spooling, shifting, and traction issues throughout qualifying. But despite their troubles, they still managed to leave Indy with Third Place points and remain second in the overall points standings.

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OUTLAW DIESEL Revenge

It was refreshing to see Ben Shadday’s split-window Corvette dip into the 4.20s over the weekend, as his Wagler-built, Cummins-motivated Pro Mod went 4.27 at 179 mph during Friday’s qualifying. However, Saturday afternoon he suffered what at ﬁrst appeared to only be a blown head gasket. Upon further inspection back in the pits, debris was discovered on the tips of the injectors, ending Shadday’s weekend.

After trading 6.0L eighth-mile records with Austin Denny in Pro Street all weekend, KC Turbos’ Charlie Fish left Indy on top this time, having run a best of 5.39 at 127 mph on the weekend. His feisty, single turbo 6.0L Power Stroke sits in a 4,380-pound Super Duty that can now cut 1.2-second 60-foots.

This is how we found Rick Fletes’ Duramax-powered Chevelle Friday morning at 8 a.m, up on the Portable Car Hoist with the transmission removed. With both of his 4L80E units having different issues, one usable version was pieced together in time to make the tail end of 5.90 Index qualifying. Fletes was swapping reverses over when we stopped by in the pits. 86

Rudy’s Performance Parts brought its 4x4 Pro Mod Super Duty to Indianapolis, and driver and builder, Nathannial DeLong, drove it to a new personal best of 4.74 at 152 mph. As one of just two V-8’s in the class, the Rudy’s team continues to show that the 6.4L Power Stroke can hold its own in one of diesel drag racing’s fastest categories.

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OUTLAW DIESEL Revenge

The last time we ran into Collin Edwards, he and his father, Paul, were just getting their feet wet in the ET Bracket class with their lightweight LLY. One year later, the truck was sporting a roll cage and entered in the 6.70 field. It responded by turning in a 6.77, 6.72, 6.71, and a 6.67 prior to eliminations. With more time spent working his reaction time, Collin will soon be running with the best of the best in 6.70.

Art Maupin made it to the final round of 6.70 Index in his BD-sponsored Ram. Unfortunately, after cutting a good light the 2-3 shift wouldn’t take on the last race of the night, and Zach Tucan drove around him for the win. In total, 31 trucks would make the call in 6.70 Index this year. That’s a big turnout for this ultracompetitive class. 88

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OUTLAW DIESEL Revenge

No, it wasn’t Ryan Riddle or Nick Morris taking home the hardware in 7.70 Index. Instead it was Tommy Zinkhen, who took the win in a close final against Brad Helton (at the finish, there was only a 0.02-second difference between the two). It was Zinkhen’s first win, but judging by how talented he is behind the wheel, many more victories are likely on the way for this young man.

Firepunk Diesel’s quad cab vs. a Lamborghini Huracan? Why not? In what amounted to some awesome filler racing, the matchup between Lavon Miller (Dodge) and James Weaver (Lambo) pleased the crowd on hand Saturday night. Miller effectively destroyed the exotic from wire to wire, running a 6.72 at 107 mph to the Huracan’s 7.37 at 100 mph. 90

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DYNOING & DRAG RACING AT ONE OF CALIFORNIA’S LARGEST EVENTS BY JASON SANDS

here’s a reason we keep coming back to the Golden State, as Northern California has become an unusual hotbed of diesel performance. There’s a big show contingent too, as lifted, lowered, and swapped trucks are numerous and well-executed. The dyno, provided by the Northwest Dyno Circuit, was spinning all day, as tons of trucks hit the rollers. There was drag racing, with numerous trucks on hand making 7, 6, and even 5-second eighth mile passes. A vendors row was also an attraction,

DIESEL WORLD MAGAZINE

as everything from clothes, to turbos, to transmissions were available for interested enthusiasts. One fun aspect of covering an event year-to-year is seeing the emergence and changing of trends. This year, probably one of the biggest new influences we saw was that of 6.0L Performance. A number of extremely hot Fords hit the dyno and track, where the respectively put down some of the best numbers and times of any vehicle in competition.

DIESELS IN

THE SUN

Annette Bee Bauer brought her ultra-clean, lifted, pink and grey dually to the show. She reports she absolutely loves it, other than trying to find a place to park in the big city!

DIESELS IN THE SUN

Another trend we’re starting to see more and more are shortbed conversions-especially with regular cab pickups. We’re not sure if it’s weight or aesthetics that drives the trend, but we’ve concluded they do look pretty cool. Finally, we’ve seen more older trucks, swaps, and pre-98 (pre smog in California) trucks than ever before. We can’t say that’s a bad thing! In the area of competition, the dyno and drags both saw multiple vehicles vying for the quickest time or highest power number. At the end of the day though, it pretty much came down to two on the dyno and two on the track. The dyno saw William Eaves wildly modified 6.0L Ford with three 0.125-inch solenoids worth of nitrous lay down the gauntlet early in the day with a crazy 1289-hp pull! With Kenny Bruner’s Cummins having issues, his only other major competitor was the dyno operator himself: Kody Pulliam! Often these guys don’t get enough credit for having their own highly modified vehicles, but Kody didn’t disappoint, with 1,030-hp on fuel, and a wild 1,517-hp on the bottle. On the dragstrip, the duo that was battling it out was the unlikely combination of Rick Fletes and his

If we were giving out a best “under construction” award, it would be to this diesel-swapped older Ford, which was also one of the longest and lowest trucks in attendance.

Older diesel swaps are on the rise, and there was an entire row of 70s Fords with diesel power this year.

DIESELS IN THE SUN

Duramax-powered Chevelle, and the race-only 6.0L Ford drag truck (yes another 6.0) brought to California by KC Turbos. Both of these rides would be running in the 5.90 Index class, which if you ask us, is smokin’ for a diesel! Rick led the charge with a 5.91 on a 5.90 Index, but the KC Turbos truck proved it had plenty of juice with a 5.77-second pass! Both teams decided the overall crown would be won in a best 2 out of 3 race, and although the big Ford would win the final race, a broken nitrous controller took them out in the second race and Rick won the first, so in the end it was Rick Fletes who was the 5.90 champ!

As they become worth more and more, people are taking the time to restore classic older diesels. This pristine blue Ford was a prime example.

When attending events like these, the main question we always get is “was it fun?” To that, we have to answer heck yes it was! The crowd was awesome, with more than 5000? attendees, and the dragstrip and dyno were both open to “fun runs” for those who didn’t want the stress of competing. The Roseville

Show trucks were in full force in Sacramento. This ginormous Ram stood above most of the rest of the trucks thanks to a Plan B lift kit with coil-overs that put it sky-high. 98

DIESELS IN THE SUN

police department even showed up and raced their police cruisers--one of the only chances you’d get to legally outrun a cop. The event left us nothing but smiles, and we’re definitely looking forward to October, when sled pulling will be added to the festivities. But for now, we sign off from the Golden State, and we’ll see you all in a few months for the next one! We didn’t get any specs on the Mercedes diesel, but we’re pretty sure they didn’t come with large frontmounted turbos. We saw it later at the drags where it trapped in the 90mph range, so it definitely had a little oomph to it.

One of the coolest trucks at the show had to be this 1971 International Loadstar, which had a 5.9L in it. If the valve cover looks unfamiliar that’s because it’s an International 5.9L, not a Cummins! The P-pump inline-six has a lot of similarities to the Cummins however, and makes similar power.

The line for the dyno was long all day, as there were classes for single turbo, compounds, and unlimited classes. 100

Nitrous was flowing on both the dyno and dragstrip, as it wasn’t uncommon for competitors to see 100, 200, or even 500 extra horsepower depending on how much juice was flowing.

DIESELS IN THE SUN

To prove our point, William Eaves used a full three solenoids to make an insane 1,289 horsepower from his 6.0L Ford, using an engine that he’d just put together the night before! This run would earn him the Highest HP Of The Day Award and a cool $1000 bucks.

A manufacturer’s midway is always a big part of any Sacramento diesel event, and saw vendors like BD Diesel, Dmax Store, and more with products on display.

If you want to draw a crowd, a good way is to bring your UCC Dodge like Kenny Bruner did. The Cummins made more than 1,700 hp on the dyno last year!

Dyno Operator Kody Pulliam put up the big number at the event this year (albeit as exhibition) after he made a few ticks over 1,500 hp with his Duramax-powered ride. A blown intercooler boot meant he was one and done on the dyno.

The drag racing festivities kicked off with the Roseville police department racing some of the diesels in their cop car. They only won one race, but were good sports about it, and dropped their E.T. from 17s to 15s during the event.

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DIESELS IN THE SUN

It was old versus new, as this Chevy took on a new 6.7L Ford. The Chevy got the launch, and held off the Ford’s 10-mph advantage on the top end.

BMW diesels are welcome at the track, and are usually pretty quick. This one was modded, as evidenced by its 12.98 at 109mph pass.

After going low 12s at more than 120 mph last year, the driver of this P-pumped 1st Gen got the launch down and hauled to a nitrousassisted 10.91 at 127 mph.

Fuel prices got ya down? Corey Cooper’s Dodge gets 24-26mpg on the freeway thanks to a camper shell and set of 19.5-inch wheels and the corresponding high-psi tires. We told him he needed just a little more power though, as the bone stock truck ran in the 18-second zone.

Perhaps the most exciting races of the day were the matches of Rick Fletes and Charlie Fish, both of whom are well over 1,200rwhp and both run 5s in the eighth mile.

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DIESEL WORLD MAGAZINE

TEXT AND PHOTOS BY JASON SANDS

EDGE PULSAR POWER TEST

A 50-STATE-LEGAL 136 HORSEPOWER AT THE WHEELS! round a decade ago it seemed like it was the wild West with diesel performance--crazy power gains, smoke at the touch of a button, and easily defeatable emissions systems. Fast forward to 2022 and all of that has changed with

A 108

newer trucks. They have computers that are not easily fooled or modified, and even if they could be, the EPA has been handing out millions in fines and cracking down hard on literally everyone--manufacturers, shops, and even end users. We wondered, where does this leave diesel performance?

Well as it turns out, things aren’t so bad because where there’s a will there’s a way. For one, the manufacturers have responded with more powerful trucks right off the factory lot. GM was not lost in the mix in this, and in 2017 they introduced the L5P Duramax, the most powerful 6.6L

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10/1/18 2:27 PM

TECH ›› EDGE PULSAR POWER TEST

to date. The engine retained the same basic architecture, yet was now rated at 445hp and 910 lb-ft from the showroom floor. Even with new diesels getting heavier and heavier, that’s still some healthy horsepower.

If the Edge Pulsar looks like a computer, that’s because it is! Also in addition to adding power, it can adjust the speed limiter and low tire pressure settings, offers correction for different gear rations, can clear DTC codes, and offers high idle and manual regens. It also will back down the power if it sees transmission slip, or excessive EGT (neither of which we saw).

Like everything though, the OEMs still play it safe on a number of aspects, and there was room in the aftermarket to grow. Enter the Pulsar, from Edge Products Inc. Edge has been one of the leaders in 50-state emissions legal products for years, and has spent millions of dollars ensuring they can roll out a polished and well thought-out product. The big headline of course is that Edge can add “up to” 136hp and 293lb-ft of torque to a 20172021 L5P GM Duramax. While the “up to” part might seem misleading, it’s really not. Trucks can vary slightly by year, might have added tires and wheels, be run at elevations, and who knows what else. So power can actually vary a good amount truck to truck. Dyno Testing Since we know how you guys are, we were most concerned with “bragging rights” numbers--the difference in peak power to peak power. For this test we had two different trucks. One was a completely stock 2021 with a Pulsar, the other was a 2020 that had a Pulsar and an air intake. In both cases the trucks rolled on factory exhaust and wheels and tires.

Since both Pulsars were already installed we didn’t get to follow along on the installation process, but Edge has a very good YouTube video detailing how the Pulsar is attached to the factory computer. The Edge computer is roughly the same size as the factory ECM and plugs directly into its ports, making it a true “piggyback” ECM.

Truck #1: 2020 GMC 2500HD Our first truck was a 2020 GMC, that only had the Pulsar, and an aftermarket intake. Based on previous experience, we expected it to hit around 400-hp to the tires stock, and we were very close, as level “0” put down a 413-hp reading. After the baseline, changing power levels was as easy as a simple flick of a couple switches on the dash. As levels went up (there are 5) so did the power. Once level 5 was finally reached, the truck put down an impressive 514rwhp--that’s 110-hp more than stock! But wait, we weren’t done yet. The truck was cooled down, big fans were turned on, and the hood was popped. The result was an impressive but puzzling 548rwhp! That was followed by a back-up run of 546rwhp. This almost exactly matched Our testing would be performed on a large roller Dynojet 248C, which has been one of the industries leading dynos for decades. The elevation of Riverdale, CA is around 200 feet, so we’d basically be performing the tests at sea level.

110

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TECH ›› EDGE PULSAR POWER TEST

Edge’s claims, as the truck picked up a whopping 135-hp over stock. Our only guess is that the popped hood allowed for a lot more fresh air, indicating the GMs probably make a bit more power rolling down the road than sitting on a dyno. Truck # 2: 2021 GMC 2500HD Denali Our second test truck was a year newer, and pretty much bone stock except for the Edge Pulsar. With everything on “0” it was pretty much in line with the 2020, making a couple hp less and coming in at 394rwhp. Just like before, we ran the test going up with hotter tunes in succession, all the way up to Level 5. Just like before things started ramping up immediately once we hit Level 1 with 424 hp, Level 2 was 440hp, and Level 3 was 455 hp. So far so good. Level 4 was a big jump with 490hp, and finally Level 5 cranked out 522rwhp--that’s 128-hp more than stock! Testing Thoughts After our test, we have to say that Edge is pretty much spot-on in their maximum horsepower estimates, with maybe a 10-hp leeway here or there. As always we were impressed by virtually zero smoke, and their 50-State compliance badge was definitely well deserved. If you look back 15 years ago, making 550rwhp with a Duramax would have meant injectors, a turbo, transmission, lift pump, and tuning at the very least, and probably a modified or second CP3 pump. The fact that you can make the same power today with just a tune is awesome, and a testament to the advancement of modern performance. Is diesel performance dead? Heck no, it’s just coming into its own.

For the ultimate in stealth, tunes can be changed just by a few switch flicks on the dash. In this case the 40-mph reading indicates the tune is on Level 4.

On the dyno, our first 2020 GMC test subject cranked out power readings from 413rwhp (stock) to a whopping 548rwhp on Level 5.

The 6.6L Duramax engine was bone stock in both the 2020 and 2021 trucks, but there was still some untapped power left inside. 112

The Dynojet was smokin’ as we made run after run. Power increased at every setting, but Level 4 and Level 5 are where things really got serious.

TECH ›› EDGE PULSAR POWER TEST

While peak power is fun, the Pulsar was able to add horsepower throughout the entire rpm range, giving credence to its whopping 293 lb-ft claim.

The GMC had the same Pulsar that the other 2020 pickup did, and we were expecting similar power numbers.

We had the rare opportunity to test a product on two different trucks, so we went for it. The 2021 we tested was very similar to the 2020, other than having the factory intake.

SOURCE BROWN’S DIESEL BROWNSDIESEL.COM 559.867.1111 EDGE PRODUCTS EDGEPRODUCTS.COM 888.360.3343

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Our 2021 test vehicle didn’t make quite the power the 2020 did, but it was still able to break the 500-hp mark with a 522-hp pull.

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DIESEL WORLD MAGAZINE

BY JIM ALLEN

YOUR INTERNAL TWO MUST-HAVE BOOKS FOR ENGINE HEADS

ake a moment and try to imagine coming up with the principles of internal combustion all on your own. From scratch. That’s what the visionaries of 150 years back had to do. Take the glimmer of a totally alien idea and turn it into clanking, smoking and noisy machinery. Then, figure out how to make it efficient and it pay for itself. Do it one step at a time towards a goalpost that keeps moving farther away as others work on their own flavor of similar ideas. When one fella fumbles, another fella picks up

116

the ball and carries it farther down the field. Johnny Cash said, “You build on failure. You use it as a stepping stone.” There have been a lot of stepping stones since great thinkers began pondering the concept of internal combustion back in the 1600s. It wasn’t until the 1870s that we first saw mechanical results. All of us designing and repairing internal combustion engines are drawing on collective knowledge and experience that goes back more than 150 years. Many of us probably don’t appreciate that

effort as much as we should because we may not know the details of what went into building that road of knowledge. Now you have a renewed opportunity to sightsee on that road, milepost by milepost, in two books; Internal Fire: The Internal Combustion Engine 1673-1900 and Diesel’s Engine: The Man, and the Evolution of the World’s Most Efficient Internal Combustion Motor. Both books are by C. Lyle Cummins, Jr. and if that name is familiar, bear in mind he is a son of Clessie Cummins, the

FIRE

titles, negotiated with Lyle to buy the books and bring them back into print. Internal Fire covers the development of the internal combustion engine, regardless of the fuel used, including gunpowder, air (yes, hot air!), coal gas, coal dust, coal furnace gas, hydrogen, “gasoline” (various iterations of refined petroleum similar to what we now know as gasoline), other petroleum products (heavy oil of various levels of refining) and alcohol. Turning a hopper full of theories and ideas into practical applications was a monumental task and Internal Fire will take you through it in detail. Diesel’s Engine deals with Dr. Rudolph Diesel’s quest to develop the compression-ignition engine and the legions of engineers that paralleled, or followed, to develop it into a practical application. You’ll learn a lot about the man, both his strengths and his weaknesses, and find out who were his most trusted allies or bitterest enemies. You’ll see the technological roadblocks and how a whole industry developed to remove them. If you read carefully, you will learn that the diesels of today are not really “diesels” according the Dr. Diesel’s original concepts.

founder of Cummins Engine and a pioneer in the development of diesel technology. Born in 1930, Lyle followed in his father’s footsteps, became a mechanical engineer and has five patents to his credit. He also spent time teaching at a school of engineering and that’s likely where he noticed the lack of comprehensive technical histories on internal combustion engines that people outside the hallowed halls of engineers could enjoy and learn from. In both books, Lyle balanced the technical with a

great storytelling style and they read like Tom Clancy novels for gearheads. Neither book is new. Internal Fire was first published in 1976. Diesel’s Engine came out in 1992. Cummins self-published them (and other books in a similar vein) after starting Carnot Press. They sold well and got great reviews but Cummins moved on to other things, including retirement, and the books were out of print for a long time. In 2021, Octane Press https://octanepress.com/, publisher of many fine automotive

Make no mistake, you will want a clear head and a bit of caffeine in the bloodstream when you read these, but they are ultimately understandable. If you are anything like this reviewer, you will close the books with a deeper understanding of how the internal combustion engine works and a greater appreciation for the great minds that brought them to us.

SOURCE OCTANE PRESS OCTANEPRESS.COM 512-334-9441

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TRACTOR TALK

DIESEL WORLD MAGAZINE

BY JIM ALLEN

THE MYSTERIOUS 1955 MASSEY-HARRIS 33D

hen you talk to Massey-Harris tractor collectors, one 1950s model stands out as a proverbial “hen’s tooth” tractor, the Model 33 diesel. Produced from late 1953 through 1955, it held up the smaller end of the Massey-Harris (MH) diesel lineup. The Model 33 gas tractor had been introduced for 1952 and there was kerosene-fueled model but the 33D diesel was the smallest oil burner in that era. There were gas tractors smaller than the 33, such as the Pacer, but they

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33D

were gradually being phased out after the ‘53 merger of Massey-Harris and Ferguson. THE 33D EXPOSED The 33D rowcrop model was available as a narrow-front rowcrop unit, as shown here. A wide, adjustable-width, higharch front axle was also available in the rowcrop configuration. The standard model featured a heavy, fixed-width wide axle. The 33 was also available with a single front wheel. A swinging drawbar was standard for the row crop, along with

This 1955 33D is owned by Jason and Kathy Abbott. We were unable to connect with them at the Northwest Ohio Antique Machinery show when we shot this tractor back in 2018. Judging by the center mounted weights and tow bar, this rare tractor does a little work at antique tractor pulling events. It’s a rowcrop model with a narrow front.

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TRACTOR TALK ›› 1955 MASSEY-HARRIS 33D

The working end shows the standard rowcrop equipment, swinging drawbar, 3-point “Hitch-All” hitch and live 540 rpm PTO. This tractor also has the optional hydraulic system with two remotes.

a three point hitch, which MH call the “Hitch-All, and a live PTO commonly seen on rowcrop models. The Hitch-All had hydraulic depth control. Hydraulic remotes were not part of the base package but optional and are commonly seen. Seldom seen, but available, was a side-mounted belt pulley. Like most MH tractors of the era, the engine came from Continental Motors. Displacing 201 cubic inches, the ED-201 used a Lanova combustion chamber and thus got the advertising moniker, “Cushioned Power.” The ED-201 was also used in stationary power units and had a couple of similar six-cylinder stablemates. The Continental in the 33D was backed up by a five-speed gearbox.

AN ENIGMATIC MASSEY When you look up information on the Model 33, you will find it one of the least covered units. While as many as 12,000 Model 33s were built between 1952 and 1955, the known production lists do not break out how many of those were diesels and the configuration of each of those diesels. If the survivors can be used as a guide, it’s clear rowcrops were the most popular, equally divided between wide and narrow front axles. Standards seem very rare and we couldn’t find a surviving single wheel diesel 33. The common estimates of diesel 33 production range from 50 to 150 but the more studious types in the Massey Collectors Association are leaning towards 150 or more. No matter what, Model 33 diesel in any configuration is a rare bird. TORCH PASSED The Model 33D evolved into the 333D for 1956. It was largely the same tractor but with the displacement increased to and the power upped to. It is readily distinguishable by the bronze painted engine. Built only for two years, the 333D is less common than the 33D. ADIOS MR. HARRIS The Massey-Harris line faded away in 1958 as the company was consolidated into the Massey-Ferguson identity. Cash flow issues in the early ‘50s had resulted in a merger with Harry Ferguson Inc. in 1953. The two tractor lines were

The engine is from Continental Motors, who supplied many of Massey’s powerplants. The ED-201 was a relatively new engine when it appeared in the 33D. The same basic engine was built out as a diesel, a gas and a kerosene fueled engine. The diesel version used the Lanova style combustion chamber and was very gentle on lower ends. It was a 3-main engine with wet sleeves. At over 600 pounds, it was robust but not particularly powerful. Continental rated it at a maximum of 46 intermittent horsepower at 2000 rpm for industrial use, but in the tractors, it was only wrung out to 1500 rpm and delivered about 36 horses at that speed. The engine was a good cold starter for the period, having an intake manifold heater that used a spark plug and a small injector to get the fires going. When the 333 took over for the 33, the engine got a 0.0625-in. increase in bore, upping he displacement to 208 cubic inches. 120

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TRACTOR TALK ›› 1955 MASSEY-HARRIS 33D

SPECIFICATIONS 1955 MASSEY-HARRIS 33D 4-cylinder Lanova Cell, Continental ED201

ENGINE:

DISPLACEMENT:

201 ci

BORE & STROKE:

3.625 x 4.875-in.

FLYWHEEL POWER:

45.7 hp @ 2000 rpm

COMPRESSION RATIO: TRANSMISSION: WEIGHT:

The tractor was rather well endowed with instruments for the era, having oil pressure, water temp and amps. And they are right in the operator’s face. The lack of a tech is kind of obvious but not all that many tractors had them in this era.

maintained separately, with some tweaks for the first years after the merger. Since the Ferguson tractors were all smallish units, most of the small Massey-Harris tractors were discontinued so as to consolidate production and enhance marketing. Internal power struggles quickly became a problem and the Ferguson side basically won the battle.

5-speed

5,200 lbs.

FUEL CAPACITY: TIRES:

15.5:1

19 gal.

front- 5.50-16 rear- 11-38

*Top Speed: 13.08 mph * As Rated by Massey-Harris

Once consolidated under the MasseyFerguson nameplate, the Massey-Harris line basically disappeared and the line was trimmed to just the Ferguson units and some outside sourced, rebadged larger tractors. In retrospect, many regard that as a short-sighted move, as it basically left Massey-Ferguson without any in-house built larger tractors. It was a few years before that problem was solved with new tractor designs. Massey-Harris fans are still resentful over it.

SOURCES MASSEY COLLECTORS ASSOCIATION https://masseycollectors.com/ Special/Join

NORTHWEST OHIO ANTIQUE MACHINERY ASSOCIATION https://nwoama.com/

The operators position was about par for the era. You spend a few 12 hour days on this baby and you’ve earned your tough-guy card. 122

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ULTIMATE CALLOUT CHALLENGE 2022 FIREWORKS, TRIUMPH

EDGE PULSAR POWER TEST A 50 -STATE

OUTLAW DIESEL REVENGE HIGH-FLYING ODSS

SHELL ROTELLA TRUCK OF THE MONTH

GETTING 650 TO 700 HP OUT OF STOCK 6.7L POWER STROKE INJECTORS…

DIESELS IN THE SUN DYNOING AND DRAG RACING AT ONE OF CALIFORNIA’S LARGEST EVENTS