EDGE PULSAR POWER TEST A 50 -STATE

EDGE PULSAR POWER TEST

A 50-STATE-LEGAL 136 HORSEPOWER AT THE WHEELS!

Around 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 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

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).

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. 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.

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.

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.

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 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.

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.

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

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

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GO VISIT US WWW.TREADMAGAZINE.COM

YOUR INTERNAL FIRE

TWO MUST-HAVE BOOKS FOR ENGINE HEADS

Take a moment and tr y 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 clank ing, smok ing and noisy machiner y. Then, figure out how to make it ef ficient and it pay for it self. Do it one step at a time towards a goalpost that keeps moving far ther away as others work on their own flavor of similar ideas. When one fella fumbles, another fella pick s up the ball and carries it far ther 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 book s are by C. Lyle Cummins, Jr. and if that name is familiar, bear in mind he is a son of Clessie Cummins, the

OUR INTERNAL FIRE

founder of Cummins Engine and a pioneer in the development of diesel technology. Born in 1930, Lyle followed in his father ’s foot steps, became a mechanical engineer and has five patent s 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 out side the hallowed halls of engineers could enjoy and learn from. In both book s, Lyle balanced the technical with a great stor y telling st yle and they read like Tom Clanc y 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 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 k now as gasoline), other petroleum produc t s (heav y oil of various levels of refining) and alcohol. Turning a hopper full of theories and ideas into prac tical 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 prac tical application. You ’ll learn a lot about the man, both his strengths and his weak nesses, and find out who were his most trusted allies or bit terest enemies. You ’ll see the technological roadblock s and how a whole industr y 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 concept s.

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

SOURCE

OCTANE PRESS OCTANEPRESS.COM 512-334-9441

THE MYSTERIOUS

1955 MASSEY-HARRIS 33D 33D

When you tal k to M assey-Harris tractor col lectors, 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 smal ler end of the M assey-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 smal lest oil burner in that era. There were gas tractors smal ler than the 33, such as the Pacer, but they were gradual ly being phased out after the ‘53 merger of M assey-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.

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.

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.

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

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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.

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/

SPECIFICATIONS

1955 MASSEY-HARRIS 33D

ENGINE: 4-cylinder Lanova Cell, Continental ED201

DISPLACEMENT: 201 ci BORE & STROKE: 3.625 x 4.875-in. FLYWHEEL POWER: 45.7 hp @ 2000 rpm

COMPRESSION RATIO: 15.5:1 TRANSMISSION: 5-speed WEIGHT: 5,200 lbs.

FUEL CAPACITY: 19 gal. TIRES: front- 5.50 -16 rear- 11-38

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

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.