2020 03 01 Diesel World

Vintage Modern the perfect blend of old and new
DIESELWORLDMAG.COM
OLD SCHOOL OBS

EDITION
P-PUMP
INJECTORS
1955 EUCLID
MARCH 2020 • VOLUME 15, NUMBER 3
$6.99 USA • DISPLAY UNTIL 02/04/20
03
TC-12 DOZER 7 25274 01290 9

ENGAGED MEDIA, LLC
DIESEL WORLD MAGAZINE MARCH 2020 VOLUME 15 NUMBER 3
FEATURES
22
NEW VINTAGE
CUMMINS POWERED
SCOUT 800
64
YELLOW FEVER
A RAT-ROD ’41 CHEVY SCHOOL BUS
WITH A P-PUMPED 12-VALVE
TECH & HOW TO
50
PROJECT 600 HP 7.3L
INSTALLING A NITROUS EXPRESS
SYSTEM ON OUR ’00 F-250
76
FULL FORCE FUELING
ADDING 117 HP WITH SCHEID DIESEL’S
LIGHTNING PULLING INJECTORS
96
PROJECT OBSESSED
PART FOUR: HORSEPOWER.
FINALLY
EVENTS
36
BLACKOUT IN THE COUNTRY 2019
DYNO, DIRT DRAGS, TRUCK PULLS,
BURNOUTS—AND NEVER A DULL MOMENT
86
WEEKEND ON THE EDGE 2019
CAPPING OFF THE SUMMER,
IN OGDEN UTAH
106
2019 MORGAN PRIMM MEMORIAL
FALL TRUCK BRAWL
DYNO, DIRT DRAGS, AND TRUCK
PULLS FROM THE LAND OF LINCOLN
DEPARTMENTS
12 EDITOR’S NOTE
RESTORATIONS
16 DIESEL NEWS

ALL THE LATEST NEWS FROM AROUND THE
DIESEL WORLD
116 2VINTAGE SMOKE

BARN FIND: A 1943 MILITARY GENERATOR
WITH 69 HOURS
ON THE COVER:
124 TRACTOR TALK
DOUBLE JIMMY - EUCLID TC-12 DOZER
Jason Bliesner chopped and lowered, Cummins-swapped ’41 Chevy school bus
Main Image by Mike McGlothlin
4 MARCH I 2020 • DIESEL WORLD www.dieselworldmag.com

MARCH 2020
VOLUME 15, Number 3
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EDITOR'SNOTE | DIESEL WORLD MAGAZINE BY ADAM BLATTENBERG
OLD VS. NEW

RESTORATIONS, WHAT’S IT TAKE?
T
here’s been a ton of talk over the last few years
about taking older diesels and restoring them,
instead of buying a new one. For a person who’s
addicted to modifying, like myself, spending
money on making something wholeheartedly yours versus
buying something brand new and stock, can make perfect
sense. The level of enjoyment I’d get out of a used truck and
a pile of new parts is something a brand new, stock truck will
never give me. But what exactly does it take to pull off? A few
big things come into play here: cost, performance, reliability
and comfort.
Cost is all about what your end goal is. The more comfort/
power/amenities you want, the more it’s going to cost. But, for
example, I’m looking at taking my 2001 F-250 and restoring
it. It’s now at 600-rwhp, it’s got the power and it’s not that
old, but it’s gotten to the point where everything is starting
to fail—door locks, window regulators, suspension bushings,
engine sensors, seat cushions, etc. Plus it’s a little worn in the
looks department.
So I did some math, in round numbers, and with doing all

the labor myself, I estimate that for roughly $6K I can get the
interior nailed. New(ish) leather seats, headliner and carpet
from a wrecked 2010 Super Duty will cost about $2.5K. New
window regulators, door locks, a modest stereo is another
$2.5K. Plus there will be a thousand for those unforeseen
THE CLASSIC CAR CLUB OF

things that will always pop up. The engine is already done, but
for the sake of this article, to modestly do the entire drivetrain
(engine, trans and axles) I came up with roughly $15K. Throw
a paint job, new lights, bumpers, mirrors, plastics and chassis
bushings its way for a few thousand and, all in, that’s roughly
AMERICA CONSIDERS VEHICLES
$25K for essentially a brand new truck. We all know projects
never hit their budget spot-on, but even if the budget were OF 30 YEARS OR OLDER TO BE
CLASSIC OR VINTAGE RIDES.
doubled, it’s still cheaper than a new $50,000-plus pick-
up. And then it’s my truck, with everything I want on it, not
everything FoMoCo, Mopar or the General want me to have.
them when they were brand new and I’m sure he didn’t
Getting late model performance and reliability with older rigs consider himself vintage, just like I don’t consider a 1980s
is the easy part. Starting from scratch and going the most truck or myself vintage. But the fact of the matter is, first-
inexpensive route, take a 1989 Ram with a Cummins, for generation diesel trucks are becoming vintage vehicles quicker
example. You can pick up one of those trucks for less than than we would like to admit. That aforementioned 1989 Ram,
$5K if you do some looking. Modifying it to make 400 hp it’s 31 years old today. The Classic Car Club of America
while still being reliable doesn’t take too much more than considers vehicles of 30 years or older to be classic or vintage
head studs, injectors, a turbo, and some pump mods. Throw rides. The 1989 I can just barely see as a classic due to the
a few thousand at miscellaneous parts and you’ve got a good, body style, but a 1993 Ram? No way. Believe it or not, in just
reliable, bare-bones 400-horsepower pickup for under $10K. a few years, that second-gen 12-valve will technically be a
Not bad at all. classic car. Feel old yet?
All of this got me thinking about something else: I spent a

decent part of my childhood restoring what I considered
“vintage” cars with my Dad. But, these cars probably weren’t
as “vintage” to my Dad as they were to me. He grew up around

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NEWS
GM to Expand Duramax
Manufacturing
Capabilities
To meet the growing demand for its Duramax-
powered HD trucks, GM is investing $175 million in a
new engine component facility in Brookville, Ohio. The
new plant will deliver precision-machined components
to the DMAX engine plant in Moraine, Ohio beginning
in late 2020. The new plant will consist of 251,000
square feet of space and provide more than 100 new
manufacturing jobs. The Brookville facility is part of
GM’s move to support a capacity increase of 40,000
units compared to ’19 model trucks. The automaker
has already consolidated heavy-duty pickup
production at its Flint, Michigan truck assembly plant,
complete with new body and paint shops, along with
creating 1,000 new jobs.
PERFORMANCE
NEW 68RFE HP/TQ RECORD
Red Horse Motorsports’ Dallas Penn recently took his War Horse
RACING
68RFE automatic to new heights. His standard cab Ram, which
is propelled via a Shredder series 6.7L Cummins from Industrial
Injection, cleared 1,443 hp and 2,331 lb-ft aboard the dyno at
Hardway Performance. Then, during the pursuit for more power, Done Right Diesel Sells the Pro Mod
more nitrous was brought into the mix, and the violent hit on the Following another strong year competing in the ODSS Pro Mod class, Done Right Diesel Perfor-
rollers broke two of the six straps holding the truck in place on mance’s Ben Shadday has decided to sell the truck. Shadday’s Cummins-powered half-ton finished
the dyno. The truck, trans, and engine survived the drift off of the third in points in 2019, after having earned the Pro Mod title the year prior. New ownership of the
dyno, more straps were introduced on subsequent pulls, and the proven Pro Mod goes to Cody Cloyd of Cloyd’s Performance Diesel in Midland, Texas. The truck is
68RFE eventually allowed an insane 1,606 hp and 2,596 lb-ft to reportedly set to receive a 1 Way Diesel Performance engine for the 2020 season. It will be interest-
pass through it. ing to see how much deeper the truck will venture into the 4’s under Cloyd’s care.
16 FEBRUARY
MARCH I 2020
I 2019• •DIESEL
DIESELWORLD
WOR D www.dieselworldmag.com
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DWNEWS
RACING
CROSSVILLE DRAGWAY CLOSING?
RACING
IT’S ALIVE
Following a bit of uneasiness surrounding the closure of Crossville Dragway at the Two years in the making, the billet-aluminum block and head 6.7L Cum-
conclusion of the 2019 race season (the host venue of the annual ODSS Rocky Top Diesel mins manufactured by D&J Precision Machine is up and running. Coined
Shootout), a five-year lease has been signed and the new lessee is committed to providing the Executioner, it comes with a bed plate and 6-bolt mains, D&J’s own rods
the best eighth-mile drag racing in the state of Tennessee. With so many small drag strips and pistons, and a groundbreaking aluminum 24-valve cylinder head with
throughout the country facing closure due to low turnouts, area businesses and especially 12 exhaust ports. That’s right, there is an individual port per exhaust valve,
RLC Motorsports, is pleading with race fans both near and far to support the track through- which we’re told yields gains of more than 100 cfm. Built for the guys at
out the year (not simply on special event weekends) to help keep it open for the long term. Firepunk Diesel, this version has been treated to 500-percent over Exergy
injectors, Exergy tuning via a Bosch stand-alone ECM, and is fed air by way
of a GT55 turbo and nitrous.
Early testing of the all-new engine looked promising, with all passes being
made in the 1,500hp range and at 5,000 rpm. During testing, everything
from different injectors to varying timing tables was tried, logged, and ana-
lyzed. All testing was performed with the single, 91mm Garrett GT55 and
without any nitrous in the mix. An unfortunate broken valve bridge brought
testing to an early halt, but stronger units are already in the works.
OEM NEWS
2020 JEEP WRANGLER ECODIESEL
Billed as the most capable SUV ever, the 2020 Jeep Wrangler will likely add
best-in-class fuel economy to its list of accolades thanks to the inclusion
of the EcoDiesel V-6 engine option. In Wrangler trim, the 3.0L EcoDiesel
will build 260 hp and turn out 442 lb-ft of torque. The EcoDiesel will be
bolted to a TorqueFlite 8HP75 eight-speed automatic transmission offering
more than 40 individual shift maps in order to optimize fuel economy,
performance, or 4x4 capability. All diesel-equipped Wrangler models (Sport,
RACING
Sahara, and Rubicon) will feature heavy-duty Dana 44 axles front and rear
and 3.73 gears. The Rock-Trac transfer case will be available on Rubicon
P-PUMPED BILLET WAGLER DURAMAX models, while the Command-Trac part-time transfer case will come on
Sport and Sahara models.
It is happening. And we can’t wait. After hitting a fuel-only horsepower wall of 3,000hp on
the engine dyno, Wagler Competition Products concocted the idea of adding mechanical
injection to its billet DX460 Duramax platform. Now, that idea is becoming a reality thanks
to some fuel and air support from Wimer Fuel Injection & Turbo. Wimer will be supplying the
competition-ready P-pump, an 8-plunger inline pump in the valley, as well as the massive
turbochargers that will build more than 100 psi of boost. Expect to find a wild intake setup
aboard this mechanical beast.
RACING
HEADING FOR HISTORY
At the World Street Nationals in Orlando, Jonathan Montesino sent his ’04 Ford Ranger
through the eighth-mile in 4.99 seconds and in doing so became just the second ever drag
radial-equipped diesel in the 4’s. Following the truck’s 1.19-second 60-foot, Montesino
grabbed a 3.26-second ‘330, and the eventual 4.997 at 140.47 mph. Perhaps even more
impressive is that, while the 6.7L common-rail Cummins under the hood has been graced
WANT TO KNOW
with billet rods, a drop-in cam and ARP2000 head studs, it’s still sporting a factory block
and non-fire-ringed head—both of which have 198,000 miles on them. A big turbo, a MORE?
healthy dose of nitrous and Hardway tuning were key in helping make Montesino’s Ranger a Head to DieselWorldMag.com/News for
part of diesel drag racing history. the latest diesel news developments.

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FEATURE NEW LEGEND 4X4 1967 SCOUT 800
BY BRYON DORR DIESEL WORLD MAGAZINE
T
he story starts with the engine. This 1967 company, Anything Scout. As customers demanded higher
Scout 800 is fitted with beta engine #1 of the levels of refinement, performance and ability over the years
new Cummins R2.8 Turbo Diesel crate motor. the company started integrating modern parts and sys-
New Legend 4x4 connected with Cummins tems, while retaining the classic vehicle’s looks and style.
at Overland Expo East 2016, where the two companies The company uses OEM and top aftermarket engineering to
hatched a plan to put an R2.8 into one of New Legend’s breathe new life and performance into classic 4x4 legends.
Scout 800 builds. Needless to say, it wasn’t hard for New In the end, the vehicles New Legend 4x4 creates provide
Legend to find a customer for such an impressive unique a modern driving feel while providing a driving experience
vehicle, even at around $100K for the build. that just can’t be had in modern vehicles.
NEW LEGEND 4X4 THE CUMMINS R2.8L CRATE MOTOR

New Legend 4x4 is passionate about preserving and The Cummins R2.8 Turbo Diesel is now being offered as a
elevating the functionality of classic 4x4’s, and the com- crate motor, which finally provides vehicle builders with a
pany’s roots started with the parts, service and restoration quality new small diesel engine swap option. New Legend

4x4 was lucky enough to get the first customer engine
offered outside Cummins, and stuffed it into this Scout
800 build. The motor is a 4 cyl 171 cu in turbocharged and
intercooled unit, which has a 94 mm bore and 100 mm
stroke with a compression ratio of 16.9:1. It puts out 161
hp at 3600 RPM and 267 lb-ft of torque, between 1500
and 3000 RPM. The R2.8 is fitted with a Bosch Electronic
fuel system and weighs in at 503 lbs. Dimensions can be
an issue with engine swaps, but the R2.8 should fit a wide
variety of applications with its relatively small size; 28.3”
H x 25” W x 25.1” D. The motor comes ready to go with
a bunch of included systems; power steering pump, 120
amp alternator, vacuum pump, grid heater, passive diesel
oxidation catalyst, universal wiring harness, engine control
module, accelerator pedal, OBD port and digital J1939
display.
Fuel consumption with the Cummins R2.8 will vary widely

with the vehicle application and gearing, but the New
Legend Scout 800 with 4.10 gears and a vehicle weight
of about 4,600 lbs has averaged mid-twenties MPG over
it’s first 4,000 miles. New Legend says the install was
extremely straightforward and the aftermarket support is
already strong. Above all else, the Cummins R2.8 offers up
plenty of fun when you mash the go pedal!

T H E U LTI M AT E TRUC K SHOWCASE
Goodguys and LMC Truck are teaming up to produce
an all-new Truck Showcase welcoming everyone in
the American truck family. Don’t miss the Goodguys
10th LMC Truck Spring Lone Star Nationals at Texas
Motor Speedway in March 2020!
arranged by Chevy, Ford and Dodge
Truck-Only Vendors
in the surrounding garage area
Special Awards Just for Trucks

All-Truck Autocross Shootout
Join us for this three-day

celebration at the Great
American Speedway!
Find event details and

register at good-guys.com
March 13 - 15, 2020

Texas Motor Speedway
3545 Lone Star Cir.
Fort Worth, TX 76177
Event Hours - Fri: 8am-5pm,
Sat: 8am-5pm, Sun: 8am-3pm KEEP`EM ON THE ROAD ®
FULL-RESTORATION
This vehicle might just look like a nicely restored 1967
Scout 800 from the outside, but underneath the gorgeous
sheet metal you’re sure to find more than one surprise. The
body, dash and seats are all original restored Scout 800, but
everything else has been upgraded and refined. The Scout
800 body and Cummins R2.8 diesel sit atop a 2016 Jeep JKU
frame and Rubicon D44 axels, which have all been tweaked
to make all the systems look and work well together.
Only top quality parts are installed on this build, and the sus-
pension and lift are all AEV. To provide a durable, aggressive
and classic look Jeep steel “Winter Wheels” were installed
and wrapped in BFG 33” MT tires. Bumpers, rock sliders, roof
rack and soft-top are all New Legend Workman Series parts,
made specifically for the Scout 800. The little things matter
as well, which is why this vehicle has a custom 3” mandrel
bent stainless exhaust from Jones, OEM Jeep Rubicon E-
Lockers, diff breathers and an ARB single air compressor.
The interior looks and feels generally like a classic Scout 800.
There are a few things that standout from the original though.
The first is the Duluth Pack rugged waxed canvas upholstery
throughout. The second thing you’ll notice is the twin sticks
from the Atlas transfer case sticking through the floor. Other
fine touches are the Tuffy center console and Focal speakers
throughout, featuring a 10” back/flush mounted sub in the
rear of the vehicle.
While this Scout 800 is a thing of beauty, function is key.

The owner has a family of five, so a custom jump seat in the
rear of the Scout was installed for one of the kids. The cus-
tom soft-top fits perfectly on the custom roll cage, which was
built to original hardtop OD specs. The soft-top features roll
up side and back windows, for that open air off road motoring
experience. The soft top on this build is also a prototype, and
will be replaced soon with a new production top that New
Legend plans to offer all its customers.

Not everyone is a fan of snorkels, especially as they can
break up the clean classic lines on the Scout. A lot of work
and attention went into the custom integrated snorkel
on this build, and it’s gorgeous, if you’re into snorkels. If
not, New Legend built the system to be modular and just
require a new replacement fender, which is quick and easy
to replace.
New Legend 4x4 isn’t stopping at reimagining Scout II and

Scout 800s, they also plan to modernize other classic 4x4
legends as well. In the next year you can expect to see
Grand Wagoneers and Range Rover Classics come out of the
company. You can also expect to see more interesting motor
choices, and a continued relationship with Cummins.
NEW LEGEND
4X4 1967
SCOUT 800
DRIVETRAIN: Cummins R2.8 Turbo Diesel (Beta Engine #1), NV3550 5
spd Manual Trans, Atlas II 3.0 T-Case
CHASSIS: 2016 Jeep JKU “Outrider Chassis,” D44 Rubicon Axels with
E-Lockers
WHEELS & TIRES: JK Steel “Winter Wheels,” BFG MT 285/70/17
SUSPENSION: AEV 2.5” Suspension Lift with Bilstein Shocks
EXTERIOR: New Legend Custom Fit Soft Top w/Roll up Windows, New
Legend Workman Series Front Winch Bumper/Rear Bumper with Tire
Swingout/Sliders, New Legend Custom Snorkel, Trucklite Headlights, Putco
Rear Bumper Lights
INTERIOR: Duluth Pack Rugged Waxed Canvas Upholstery, Custom Roll
Cage, Focal Speakers, Tuffy Center Console, Custom Rear Jump Seat, SPod
HD
OTHER ACCESSORIES: Jones 3” Stainless Exhaust, Axis Industries
Motor Mounts, OEM Rubicon E-Lockers, Custom Diff Breathers, ARB Single
Air Compressor

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BLACKOUT IN TH
THE
FEATURE BLACKOUT IN THE COUNTRY 2019 BY MIKE MCGLOTHLIN | PHOTOS BY MIKE AND MISSY MCGLOTHLIN
COUNTRY2019
pThe truth teller at Beans is an in-ground, DC 15,000 model chassis

dyno from Dynocom Industries (and we’ll note that Dynocom Inc. even
sponsored the dyno portion of the event). An eddy brake helps place the
diesels strapped to it under enough load to build adequate boost. In total,
more than 40 truck owners would patiently wait their turn to accelerate
the rollers.

HE
DYNO, DIRT DRAGS, TRUCK PULLS,
BURNOUTS—AND NEVER A DULL MOMENT

I
Beans’ facility has long been notorious for its concrete burnout pad. It’s a place where tires go to die, and at
Blackout in the Country 2019 dozens of them did just that. The impromptu nature of the burnout shenanigans
f you were cruising down U.S. Route 70S just west of means they’re ceaselessly taking place throughout the day, which provides great filler entertainment between
Woodbury, Tennessee, you might not notice Beans Die- the dirt drag and truck pull events.
sel Performance. But once a year, there’s no mistaking
the facility situated just north of the highway. In fact,
for one Saturday each October it’s a hive of activity thanks
to Beans’ mainstay event: Blackout in the Country. In 2019
that Saturday was October 12, and by 6:30 a.m. there was
already a long line of trucks stacking up outside the gate—
a gate which wasn’t scheduled to open until 8 a.m.
But why were so many truck enthusiasts champing at

the bit to get inside? For starters, Blackout in the Country
boasts a proven chassis dyno operating round the clock,
a burnout pad that’s open to anyone, professionally sanc-
tioned dirt drags, and a night time truck pull to take in. If
that’s not enough, a sizeable vendor’s alley consumes a
good portion of Beans’ property, the show ‘n shine is top-
notch, the entire affair is pet and cooler-friendly, and this
year the first 100 trucks through the gate received a free
goodie bag.
From the moment we set foot on the grounds, our cameras

were busy. Throughout the day, we witnessed a triple-turbo
Dodge common-rail clear 1,400 hp on the rollers, several
high-horsepower trucks get squirrely in the dirt, tires
explode on the burnout pad, and the sled pulls go deep
into the night. Between the dyno running nonstop and the
seemingly endless line of truck owners willing to destroy
their tires, there was always some form of entertainment on
Around for many years now, Beans Diesel Performance and Bean Machine owner, Ryan Bean, told us the
display. Trust us, if you want to experience a diesel event
Blackout in the Country event grows bigger and bigger each year. This time around, his rough estimate on
that’s jam-packed with action from sun-up to long after spectator turnout was 2,500. With so much to do and see (by way of burnouts, the dyno, dirt drags, truck pulls,
sundown, make sure you make it to Beans next fall. and vendor row) and trucks literally parked everywhere, we don’t doubt that attendance number in the least.

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The best part about the burnout pad is that it operates on a first-come, first-serve basis, and is open to anyone that wants to light ‘em up. A lot of folks that hit the burnout pad did so with
the stock skinnies on board, or near-bald tires in place out back.
There was a strong presence in the show ‘n shine, with several clean first-gens grabbing
our attention. From work trucks to show trucks to even spotting an M35 deuce and a half,
there was a little bit of everything on hand. Trucks were judged in five separate categories:
Best of Show, Best 4x4, Best Stance, Best two-wheel drive, and Best Gasser.
After roughly seven hours of the burnout free-for-all, an official burnout competition was
held. Once he’d set the rear tires on his VP44 Dodge ablaze—as well as the wheels, wheel
well, and bed—Trey Jackson was the obvious winner. He left with a trophy and a goodie bag.
It’s hard not to pass by a Chevy C10 anymore without looking for a Duramax under the hood. Winning Best of Show was Kacie Williams’ ruby red ’18 F-450. Her late-model Ford rides
Sure enough, there was a 6.6L V-8 sitting in the engine bay of Wredgie Williams’ classic Bow on a 6-inch suspension lift from Stryker Off Road Design, and 37-inch rubber mounted to
Tie. The LBZ Duramax that was destined for his ’72 C10 was pulled from an ’06 donor truck. 26-inch American Force wheels.

The go ‘til she blows mentality was common aboard the burnout pad.
Not even Volkswagens were deterred from roasting tires. After this hood-stacked Jetta had a hard time turning Some tread patterns withstood the abuse for several minutes before
the front tires over, a friendly fourth-gen owner helped hold the little TDI in place courtesy of a recovery strap. popping, while other vehicles overheated before the rubber let go.
Making the cross-state trek from eastern Tennessee, Steadfast Diesel was on hand with a
Seth Tallman’s ’10 Super Duty responded well on the dyno. The Super Cab 6.4L Power booth in vendor alley. The company tow-rig, a 6.7L Cummins-powered fourth-gen, sported a
Stroke laid down an impressive 812 hp and 1,552 lb-ft, which ended up being the seventh second-gen swap kit from Fleece Performance Engineering with an S400, a T4 Steed Speed
highest set of numbers on the day. exhaust manifold, a Banks Monster intake elbow, and a Bean Machine valve cover.
It wasn’t all high-horsepower fire-breathers on the dyno. Take Ben Whitmire’s ’05 Dodge
Bringing a truck that was brand-new to him, Dylan Moon’s ’06 Dodge 2500 put up 987 hp dually for example. It’s not uncommon to find his Ram hooked to a backhoe or even the sled
and 1,596 lb-ft of torque on the Dynocom. Just missing the four-digit mark, his horsepower on occasion, but his 5.9L common-rail makes a respectable 707 hp and 1,257 lb-ft and puts
number earned him Second Place on the dyno. it to good use on a daily basis.

Beans’ Blackout in the Country proved an opportune time for Fleece Performance
Engineering to set up shop and spread the word on its new PowerFlo in-tank lift pump system
Second Place in the Mod class went to Greg Alberalla and his nasty ’05 common-rail Dodge for ’98.5-’02 Dodge owners. It was especially timely given how many VP44 trucks were
(left). Despite the track being a bit rutted as well as loose, many Mod class competitors like present on the grounds, be it doing burnouts, hitting the dyno, hooking to the sled, drag
Greg were still able to cover the 150-foot track in high 3-second intervals. racing, or just sitting in the overflowing parking lots.
tSpeaking of work trucks, there

was no shortage of flat bed rigs
getting in on the action, be it on
the dyno, in the dirt, or smoking
tires. This late-model, Duramax-
powered GMC 3500 had no
problem lighting up the rear
duals for a lengthy, white smoke
display on the burnout pad.
Just as some of the dyno dwellers made their way to the burnout pad after being handed
a dyno graph, some trucks spent the entire day in the dirt. Once the dirt drags were over, After being the test hook for the Work Stock class, Allen Ferge came back around in his
many signed up to take a stab at the truck pull payout. Even as the ambient air temperature second-gen Dodge and wound up sixth place overall, yanking the iron some 339 feet and
dropped into the 40’s, most event-goers stuck around deep into the night to watch the dirt fly. change. Earlier that afternoon, Allen won the two-wheel drive/manual class in the dirt drags.

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It was definitely a winning weekend for Dustin McCandless and his classic body Chevy (right). After picking up the Street class win in the dirt drags, he took home First Place in both the Work
Stock and Open/Run What Ya Brung class during the sled pulls. Dustin’s Work Stock victory entailed his Duramax going 371.61 feet with an impressive ground speed of 29.4 mph.
The dirt drags were run by KOI Drag Racing of Owenton, Kentucky. It’s an outfit that hosts
After doing a 2-minute burnout, things got a bit toasty under the hood of this 6.0L Super dirt drag events for diesel trucks, various gas vehicles, ATV’s, and side-by-sides all summer
Duty. A few water bottles were donated by spectators to help quell the smoke near the firewall. long in the greater Kentucky, Tennessee, Ohio, Indiana, and Michigan area.
Jacob Rupp has been dialing his ’03 F-350 in for the dirt drags for a while now, and it’s
starting to pay off. His standard cab, 7.3L Power Stroke was a forced to be reckoned with
at Blackout in the Country, making passes in under 4 seconds. But what’s the secret behind JPaula Boring put in a strong hook behind the wheel of her ’03 LB7 in Work Stock. A
Jacob’s 700-plus hp 7.3L? Big injectors, a big single turbo, good tuning, and a full nitrous distance of 348.45 feet guaranteed her Third Place behind the strong-running duo of Dustin
bottle. and Pat McCandless.

VEHICLE BUILD:
SLEDGE
2017 Ram 2500 • 6.7L Cummins Diesel
Driveline
Front Air Locker

Rear Air Locker
Free-Spin Kit
Prosteer HD Ball Joints
Heavy-Duty Steering Gear Box
Hydraulic-Assist Steering System
4.88 Gears
Suspension
Air Bags
Tires and Wheels
Universal Air Spring Spacer Kit Trail Grapplers

40X15.50R20
FOR COMPLETE LIST OF PRODUCTS:

WWW.DIESELPOWERPRODUCTS.COM/SLEDGE
Exterior Accessories
Aluminum Adventure Rack Premium Front Bumper
Highmark Fender Flares
Recovery Heat Reduction Hood
Rear Differential Cover

16.5ti-S Heavy Weight 16,500 lbs.
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Lighting Screamer HE351VE Turbo

68RFE Transmission
XL80 (Hood)
Squadron Pros (Bumper)

Cold Air Intake
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AS Accessories
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TECH | DIESEL WORLD MAGAZINE TEXT BY MIKE MCGLOTHLIN | PHOTOS BY ADAM BLATTENBERG AND COURTESY OF NITROUS EXPRESS
PROJECT
600 HP
7.3L
INSTALLING A NITROUS EXPRESS SYSTEM ON
OUR ’00 F-250
TECH PROJECT 600 HP 7.3L
O
ver the course of the last year, our ’00 F-250
has been subjected to a long list of modifica-
tions. Hybrid injectors, an upgraded fuel supply
system, higher volume HPOP, fire-ringed heads,
GTP38R turbo, built 4R100 transmission, and custom tuning
have all made their way onto the truck in an effort to help the
build live up to its name: Project 600 HP 7.3L. To ensure we
get as close to our horsepower goal as possible, we’re throw-
ing one last power-adder at the 7.3L Power Stroke this month:
nitrous oxide.
Arguably no other method of adding power to a diesel is as

cost-effective as NO2—and no one understands this better
than the folks at Nitrous Express. The company’s “Stacker”
systems were specifically designed for diesel vehicles, and
can provide between 50 and 300+ additional horsepower. For
that little something extra, we opted to run one of NX’s Stacker
2 kits—a system capable of adding another 150hp to the
mix. Once everything was buttoned up, it was time to face the Designed for diesels with factory to moderate fuel systems, the Stacker 2 nitrous system from Nitrous Express
music in the form of strapping the truck to the chassis dyno. is a safe, cost-effective way to add up to 150 hp to your combination. The NX kit employs a 0.093 orifice
Follow along for the install and the data we collected on the Lightning series solenoid, -4 AN braided stainless feed lines, a 15-pound nitrous bottle with NX’s 45-degree
rollers. bottle valve, and all fittings and necessary installation hardware. The Stacker 2 system retails for $641.63.
We began the install by threading the N2O filter fitting into the inlet
port of the Lightning solenoid. This fitting’s screen-type filter is good
insurance against any debris making it into the solenoid, as any trash
that makes it into the solenoid can hang it open. It’s also important to
For an even distribution point, we planned to have the nitrous enter the 7.3L engine’s intake stream through note that Teflon tape should not be employed when installing the nitrous
the intake Y that feeds boost to each cylinder head. With boosted air already having been routed through the solenoid fittings into the solenoid. Nitrous Express supplies its own
intercooler by the time it reaches this point, we believe it’s the best place to introduce nitrous. thread sealer with each Stacker kit it sells.
As for wiring up the system, NX supplies a wiring harness that accommodates a 30-amp relay. The relay
controls the opening and closing of the solenoid, while a micro switch (also included) activates the relay
traditionally at wide open throttle. Since we wanted to be able to turn on or off the nitrous whenever we felt
the need, we decided to use our own switch, you’ll see it later on. The relay is basically a remote switch so you
don’t have to run large wires into the cab and back out to the solenoid. In order for it to work it needs a supply Both the solenoid and relays were grounded using an existing ground
of power from the battery; a ground to chassis; a lead to the solenoid; and a feed in from the switch in the cab. on the firewall.

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Before we mounted the relay and secured the wire harness where we wanted it (out of
harm’s way and away from additional sources of heat), the wiring was wrapped in plastic
wire loom. This added a layer of protection to our wires, but also made for a clean look. In an install such as this, it’s important to mock up the solenoid, fittings, feed line(s), and
We don’t want to call attention to anything other than the nitrous solenoid. At this point we wire routing before you decide to mount anything. We ended up mounting the aforementioned
also ran the remaining wire (switch) through the firewall into the cab to be hooked up later. solenoid relay and its respective wiring harness next to the brake fluid reservoir.
Once we’d decided where the nitrous solenoid was going to go (above
the A/C condenser), we fabricated a quick mounting bracket using some With the solenoid mounted, the supplied inlet and outlet fittings were installed next. After that, one end of
2-inch aluminum flat stock. Two Phillips head machine screws secure the the -4 AN braided stainless feed line that spans from the solenoid to the engine (labeled “out”) was attached
solenoid to the mounting bracket. to the solenoid.
By incorporating a raised inlet and bottom exit feature into its Lightning solenoids, NX eliminates up to four
90-degree turns and one expansion area in this solenoid body. No sharp bends or expansion areas mean nitrous
doesn’t have a chance to become gaseous. Instead, it stays in liquid form longer—which means more power can
be made. It’s worth mentioning that, while the included thread sealer was used to install the inlet and outlet port
Wiring up the Lightning solenoid is very basic. The unit has just two fittings into the solenoid, none should be used when the feed lines are attached to the fittings. Before moving
wires: one for the switch and one for ground. The switch wire we then forward with the install we pressurized the system (with the solenoid off of course) with the 15-lb NX bottle and
ran to the relay. checked for leaks with a little soapy water. No bubbles means no leaks.

The wire we ran earlier into the cab will be tied in now. It needs a
positive voltage signal in order to activate the solenoid. So we grabbed a
“key on” power source from a wire running to the radio, ran that to the
arming switch (the one with the red cover for safety), from that switch
we ran it to this pistol grip style hand held switch for easy activation on
the track. This way the system will only work if both switches are on. With everything wired up and mounted, it was time to test the solenoid to ensure it’d been installed (and
would work) properly. After confirming the nitrous bottle was off and that no pressure was present in the supply
line, we toggled the arming switch to the on position and activated the wide-open throttle switch until we heard
the solenoid click. And then, well, because we just couldn’t wait (do not do this), we cable tied the line from the
solenoid and pressed the button a couple times.
The Lightning 500 bottle valve is about as good as it gets when it

comes to nitrous oxide technology. It features a 0.500-inch lift stem
assembly, a large 5/8-inch siphon tube, 45-degree outlet for ultimate
flow, and dual gauge ports. A -4 AN bottle nipple comes standard, but -6
Last connection under the hood was plumbing the feed line from the solenoid into the intake. We used a plug AN, -8 AN, and -10 AN nipples are also available.
from Riff Raff Diesel that installs in place of the IAH to tap into said intake. The kit comes with different size
jets designed to restrict nitrous flow in varying levels, they get installed here between the line and fitting on
the intake.
“THANKS TO THE NITROUS,

WE PICKED UP 94 HP AT
THE WHEELS AND
SQUEEZED 596 HP OUT OF
THE GARRETT GTP38R.”
The bottle brackets supplied in the NX Stacker 2 system incorporate stainless steel, T-bolt clamps with wing
nuts for quick removal and installation of the bottle. Mounting the brackets called for four 3/8-inch holes being
drilled after checking to ensure no obstructions existed beneath the area of the bed we elected to drill through.

After using the supplied mounting hardware to secure the bottle brackets in place, we installed the bottle. The
final step of the install entailed routing the nitrous supply line up to the solenoid on the engine.
For convenience and concealment, we decided to mount the 15-pound NX bottle in our toolbox, next to our Snow
Performance water-methanol reservoir. However, we made sure that, once installed, we would still have plenty of
room to access the bottle valve.
RESULTS:
Before routing the feed line from the bottle’s mounting location in the
bed to the solenoid under the hood, we capped off the end so no debris
could enter the line. The feed line was secured via zip ties wherever
possible and was routed as far away from heat sources as possible. We
then drilled a ¾-inch hole in the bottom of the toolbox (and the bed) near
the bottle nipple’s location for the feed line to pass through.
The moment of truth for our 600hp 7.3L. As you can see the nitrous
build arrived when we strapped cleaned up the smoke almost
the truck to the chassis dyno. After completely, so we’re sure that with
SOURCE
producing 502-rwhp on fuel, we some tuning for more fuel and a
made sure ample bottle pressure step up in the nozzle size, we’ll be
was on tap, armed the NX system, able to get every last drop of NX’s
and made a pass on spray. 150 hp rating with numbers closer
NITROUS EXPRESS Thanks to the nitrous and with a to 650 hp. With adequate traction
888.463.2781 0.078 jet installed, we picked up at the track our near-600hp Super
NITROUSEXPRESS.COM 94 hp at the wheels and squeezed Duty should be capable of running
596 hp out of the 16 year old a mid-12 in the quarter-mile.

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up to 4 CP3’s. Pumps can be removed
without removing front cover.
For more information call or visit 615.563.7800 BDPshop.com

YELLOW
FEATURE 1941 CHEVROLET SCHOOL BUS
FEVER

BY MIKE MCGLOTHLIN DIESEL WORLD MAGAZINE

YELLOW FEVER
 Replacing the original, locked up six cylinder his ’41 Chevy school bus came with, Jason Bliesner had plans to install a 5.9L Cummins from the outset of his rat-rod project. After scoring
this P-pumped 6BT out of a Ford school bus, it was torn down so that he could prep it for higher horsepower in addition to starting fresh. Quality Engine Machine Shop (of Litchfield, Illinois),
Scheid Diesel, and DeClerck Custom Machine all had a hand in the build, with local truck puller, Drew DeClerck, handling its assembly. While piecing things together, upgrades like ARP main
and head studs, a Hamilton 188/220 street cam and tappets, fire-rings, and 180-lb valve springs all made the cut.
B
etween running a construction company,
operating a bar, owning a carwash, and
managing several rental properties, life can
get pretty hectic for central Illinois entrepre-
neur, Jason Bliesner. Meet his escape vehicle: a chopped
and lowered, Cummins-swapped ’41 Chevy school bus.
Thanks to Jason’s rat-rod approach to his people-hauler,
the bus retains its original look while also packing a well-
fueled, 12-valve 5.9L, compound turbos, and a full air-ride
suspension. An updated interior also allows him to bring
a dozen friends along for the ride on his much-needed
weekend excursions. You won’t always find Jason cruising
in the fast lane, but let’s just say his magic school bus gets
15-mpg at 80-mph.
THE HUNT
On a mission to quench his thirst to build a school bus-
based rat-rod, Jason and his father found themselves at an
auction 700 miles from home, hoping to be the highest bid-
ders on an old Ford bus. However, when the Blue Oval went
for $9,000 they set their sights on following a lead on a
Chevy. For a cool $2,700, Jason brought the ’41 back home
and then took off for Iowa to pick up the 5.9L Cummins
he’d purchased for it. He knew right from the start that
he wanted to go diesel with the project. “I like anything
weird,” he admitted. “I wanted to do a rat-rod project but
do it differently.”
Bringing things to life in the compound arrangement is an S363 turbo from BorgWarner. The T3 flanged,
wastegated charger mounts to a factory exhaust manifold that’s been flipped, and routes boost through 3-inch
REFRESHED 6BT diameter intercooler piping Jason fabricated himself. Once through the Treadstone Performance intercooler,
Though he knew the 5.9L Cummins ran when it was boost enters the ported and polished head via a one-off individual runner intake manifold.

MORE POWER MORE TORQUE
YELLOW FEVER
pulled out of the Ford school bus it was powering, Jason
also knew it was an eBay purchase. Needless to say,
instead of stacking horsepower on top of an unknown
engine, the 12-valve was torn apart and treated to various
upgrades during the rebuild. Most of the machine work
was undertaken by nearby Quality Engine Machine Shop,
while Scheid Diesel cut the block for fire-rings and Drew
DeClerck of DeClerck Custom Machine assembled the
refreshed 5.9L. ARP main and head studs, a Hamilton
188/220 hot street cam with tappets, heavy-duty pushrods,
and 180-lb valve springs all made the list, along with port
and polish work being performed on the head.
Benched P7100, 5x13’s, and Compounds

To fuel the beast, Jason turned to the 12-valve experts
at Scheid Diesel. The Scheid team in Effingham, Illinois
supplied him with a potent P7100 capable of full fueling
to 4,500 rpm, custom-bent injection lines to work with
his one-off intake manifold, and a set of 5x13 injectors.
Bringing plenty of oxygen to the party is a compound
turbo arrangement that centers an S472 above the engine
and bolts an S363 to the stock, flipped exhaust manifold.
Building 60 pounds of boost is a cinch, with compressed
air being crammed through a Treadstone Performance
intercooler.
14-BOLT AND AIR RIDE

A four-link system and a 14-bolt GM make up the rear
suspension and axle arrangement. In order to get the
bus’s ride height dropped down where he wanted it, Jason
essentially set the 14-bolt rear-end in place and built
the floor around it. For proper clearance, he C-notched
Though Jason installed an instrument panel with a plethora of gauges to his left, the cockpit was kept pretty
simple. Here you can see the ididit steering column and Auto Meter Pro-Comp series tachometer. The area
under the driver seat was used to store the compressors for the air ride system.
Not looking to complicate the transmission side of things, Jason

went with a TH400 automatic to harness the Cummins’ power. Steve’s
Transmission Service of Springfield, Illinois reinforced the old-school
three-speed’s internals, along with adding a non-lockup converter and
a manual valve body. Jason uses a TCI shifter to navigate gears and a
line-lock for the occasional burnout.
To keep tabs on boost, EGT, transmission temp, water temp, and a host
of other parameters, Jason installed 17 Auto Meter gauges in a custom
While the exterior was left original for the most part, the cabin was updated for driver and passenger comfort. instrument panel. The panel and console were built by friend, Ben Curtin,
The seats were pulled from an ’85 Chevy school bus and reupholstered by Mac’s Custom Interiors in Decatur, of Curtin’s Creations – Welding and CNC Plasma Cutting, and polished by
Illinois. Prior to that, Jason sand-blasted the interior, hit it with an epoxy primer, and then shot it in school bus nearby Wheelhop Polishing and Detailing. The push button switches were
yellow. The floor was treated to Line-X coating. sourced from Billet Automotive Buttons

After chopping eight inches off of the roof and adding air-ride, Jason’s school bus lost more than a foot of its original height when completely lowered. Believe it or not, he bought the
Chevy for $2,700 after plans to buy a Ford bus fell through. When he made the purchase five years ago, the bus was serving as a live-in camper in western Kansas.
YELLOWFEVER
the frame and fabricated new fender wells. A 3.21 axle
ratio—in conjunction with a built TH400 three-speed
automatic—allows the Cummins to hum along at 2,700
rpm while cruising 80-mph down the highway. Up front,
the independent suspension was robbed off of an ’85 C30
two-wheel drive donor, though Jason had to modified the
control arms to make them work. The bus also rides on air
springs, front and rear, with dual compressors mounted
beneath the driver seat.
ALL ABOARD
Despite the rise in diesel rat-rod popularity over the years,
Jason has built something pretty unique with his ’41 Chevy
school bus. Between its chopped and lowered stance, the
multi-turbo Cummins seemingly spilling out of the engine
bay, or its ability to light up the rear tires on command,
it draws a crowd wherever Jason takes it. And trust us,
his bus makes the rounds. Within the first five weeks of
being finished, Jason racked up more than 2,000 miles
in weekend trips alone. “It’s a toy,” he told us. “If it’s nice
out, I’ll drive it. If it’s not nice out, I’ll leave it in the shed.”
Simple as that.
As a Harley rider, classic car collector, and long-time hot-

rodder, Jason usually points his creation toward gear head
In order to stand up to the weight of the B-series Cummins, Jason robbed the front suspension off of a two-
wheel drive donor ’85 Chevy C30. The control arms were modified to make the ball joints work, and air bags
gatherings, so don’t be surprised if his short bus rattles
from Air Ride Technologies were added. Out back, a four-link suspension is employed, along with an air bag on past you at the car show, bike rally, or truck pull. And
either end of the 14-bolt axle. The 14-bolt, also stolen from the ’85 C30 donor, makes use of 3.21 axle gearing definitely don’t be surprised if you find it entered in the
and a Detroit locker. burnout competition…

YELLOW FEVER
1941 CHEVROLET
SCHOOL BUS
OWNER: Jason Bliesner
HOMETOWN: Stonington, Illinois
ENGINE: 5.9L Cummins with ARP main studs, fire-ringed block, ported and
polished head, 180-lb valve springs, heavy-duty pushrods, ARP head studs,
Hamilton 188/220 hot street cam and tappets, C-Line/562 Fabrication low-
profile oil pan, Canton Racing Products overflow reservoir, Wizard Cooling
radiator
FUEL: Scheid Diesel P7100, custom-bent stainless injection lines, and 5x13
injectors, homemade fuel system with FASS 260-gph lift pump, Summit
Racing 20-gallon aluminum fuel cell
AIR: Custom compound turbo arrangement with BorgWarner S472
atmosphere charger and S363 high-pressure turbo, Treadstone Performance
intercooler
EXHAUST: Flipped factory exhaust manifold, 5-inch turbo-up system with
rain cap
ELECTRONICS: Fabricated-aluminum gauge panel with Auto Meter gauges
for boost, EGT, transmission temp, water temp, oil pressure, fuel supply
pressure, fuel level, air pressure, mph, and engine speed, Billet Automotive
Buttons push button switches
TRANSMISSION: Turbo 400 three-speed automatic built by Steve’s
Transmission with manual valve body, line-lock, non-lockup converter, and
TCI shifter
HORSEPOWER: 650 hp (est.)
TORQUE: 1,200 lb-ft (est.)
SUSPENSION: ‘85 Chevy C30 front IFS with modified upper and lower
control arms, rear four-link, Air Ride Technologies air-ride (front and rear)
REAR AXLE: ‘85 Chevy C30 14-bolt with 3.21 ring and pinion

TECH | DIESEL WORLD MAGAZINE TEXT AND PHOTOS BY JASON SANDS
FULL FORCE
FUELING
ADDING 117 HP WITH SCHEID DIESEL’S LIGHTNING PULLING
INJECTORS
76 MARCH I 2020
19 •• DIESEL
DIESEL WORLD
WORLD www.dieselworldmag.com
TECH FULL FORCE FUELING
W
e’ve started building our ‘95 Dodge
“Green Monster” Ram to run 10s in
the quarter-mile and make 1,000
rear-wheel horsepower, but we
knew we needed to walk before we ran. While P-pump Dodges
have huge power potentials even in stock form, one thing that
is holding us back is our stock injectors. In factory form on ‘94-
’98 Dodges there are three different types of pumps, 160-hp,
180-hp. and 215-hp pumps. While each has their own specific
traits, the 160-hp pump (which we have) is generally known to
fuel the least compared to 180 and 215 pumps. We had to get
more fuel in somehow to make more power, and injectors were
the most obvious choice.
SIZING THINGS UP
Our ‘95 Dodge was built with injectors that had 5 hole nozzles
at 0.009-inches in diameter (or 0.0095 depending on who
you talk to) and were just fine for the factory 160 horsepower
power rating. Larger injectors could see significant gains
however, and we decided to step right past “larger” and step
up to “big.”
When it comes to injectors, a small increase in diameter

means that the total area of the nozzle is greatly increased. A Brown’s Diesel tech Gustavo Quezada would be the mechanic performing our injector swap. He started by
set of 5x0.012 or 5x0.14 injectors would be considered a big removing the intake horn to gain access to the injection pump lines.
Next, the injection pump lines were removed from the injectors and injection pump, one The return line, which is one piece and runs along the entire group of the injectors, was
group at a time. taken off next.
There are a number of different ways to remove the actual injectors, which are press-fitted
into the cylinder head. Quezada used a simple and well-used $30 injector puller to do the
job. The valve covers were removed for an unrelated head-bolt retorquing article (See Diesel Once the injector is loosened, it can be pulled from the cylinder head. It may look grimy,
World’s Feb. 2019 issue) but this is a pretty normal look for a 270,000-mile injector that’s never been out of the head.

tThere are two sets of washers

that were included with Scheid’s
injectors. The thinner washers allow
the injector to protrude further in the
cylinder, allowing for more timing,
while the thicker washers are for
stock-type setups. Since we’d be
bumping the timing in the future, we
opted for the thin ones.
pOur factory injectors would be replaced with a set of 5x0.018-inch

injectors from Scheid Diesel. These injectors, depending on the pump flow
and turbocharger, are commonly used in 500 to 1,000-hp applications.
step up. With our ultimate power goal in mind, we stepped up

to 5 hole by 0.018-inch injectors from Scheid Diesel, which
would give us a huge increase in the amount of fuel we could
inject. Our overall fuel would still depend on factors like the
AFC and rack travel, but trust us, these units put out some fuel.
In addition to the added flow, Scheid’s injectors also have a
slightly increased pop pressure, which results in more efficient
power. Another lesser-known tidbit is that extra fuel drives the
turbocharger harder, which is why you’ll see sled pulling trucks
spewing so much smoke. It’s not needed for power, but it can
make the overall boost double or even triple!
INSTALLATION
The installation of the injectors is pretty straightforward, with
an injector puller being the only specialty tool that was needed.
Scheid also included new copper washers for the injectors and
the return lines that would prevent leaks. The new injectors pAfter some quick cleaning of the head, the Scheid injectors were installed and torqued down into the head.
went in just like the old ones came out, and after leaving a
couple injector lines loose on the truck, it fired right up. Right
away there was a noticeable difference in power (and smoke)
and these injectors didn’t have much idle haze, which we were
pleasantly surprised about. The dyno would tell the real story,
however.
DYNO TESTING
We decided to clamp off the line to the wastegate and run as
much boost as possible to get as much power as we could out
of the stock turbo. Boy was that a mistake! Since fuel drives
boost, we rapidly were approaching the limits for a stock
charger. For an HX35, 35psi is a decently safe amount, and 40
psi is pushing the limits. On the first dyno run, boost rocketed
up and hit 43 psi by 2,000 rpm! We immediately lifted and
hooked the wastegate back up for the remaining pulls. Even
set at 19 psi, the drive pressure on the exhaust side would
blow through the wastegate, and the truck ended up at 38 psi
of boost at 3,000 rpm. Just about perfect. Our initial baseline pNew copper washers were included for everything, including the return lines.
with no fuel plate was a stronger-than-expected 231 rwhp, so
we were curious to see just how much the injectors would pick
up. Remember, no pump modifications, just injectors. Once the
next run was complete the result was an unexpected 348rwhp,
INJECTORS
or a 117rwhp gain! Torque was also well up, from 505 lb-ft, to
a whopping 761 lb-ft. That’s a 256 lb-ft gain!
FOR ALL!
WHAT’S NEXT
Scheid Diesel’s injectors were definitely a good start, but we’re
still on the hunt for more power. We’re looking at testing the
limits of the stock turbocharger and 160 hp pump before we While we’re using Scheid Diesel injectors mammoth DT466-based 5x0.039-inch
graduate to bigger and better parts, and we’ll also need to do on a P-pump 12v, that’s not their only (not for street use) pulling injectors.
some more engine upgrades (like head studs). We’ll also take set of injectors. Scheid makes injectors If you need stockers or 500-hp over
the truck down the quarter with the factory ‘charger to see for everything from Bosch VE-pump swamp drainers, Scheid has it.
where we’re at. Keep checking back, because there’s definitely Cummins engines, to common-rails, to
more to come!

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TURBOCHARGE YOUR
DIESEL BUSINESS?
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The injector return line is a common source for leaks, so Quezada was careful not to over- Next, the stock injection lines went back on. There are larger lines available, which we’ll
tighten or cross-thread anything when installing it. be using when we switch to a 13mm injection pump.
When first starting the truck, the injector lines must be loosened slightly in order to let
The intake horn and boots went back on, and we were almost ready to fire up! any air out of the system.
Once the truck was fired up, boy

what a difference! The Dodge picked
up 117 hp and 256 lb-ft at the rear
wheels, going from 231rwhp to
348rwhp, and 505 lb-ft to 761 lb-ft.
Soon we’ll be adding timing and a
lift pump, which should bump up the
power even more.
SOURCES
BROWN’S DIESEL
559.867.1111
BROWNSDIESEL.COM
SCHEID DIESEL
812.466.7202
SCHEIDDIESEL.COM

FEATURE WEEKEND ON THE EDGE 2019 BY JACOB WHITE
86
WEEKENDON
WEEKEND ON
MARCH I 2020 • DIESEL WORLD www.dieselworldmag.com
THEEDGE2019
A
s the long hot summer comes to an end,
one place you’ll always find the diesel
community along the northern Wasatch
front of Utah and surrounding areas of
Wyoming, Idaho, and Nevada is the annual Weekend on
the Edge event held every September in their hometown of
Ogden, UT. Nearing twenty years of business, Edge Products
has long since been a leader in our industry when it comes
to performance tuning and electronic monitoring devices for
light duty trucks. To give back to their loyal customers and
friends, their yearly event brings out thousands for some
friendly dyno competition and as the season finale for the
local United Pullers pulling association.
Running a pair of Superflow chassis dyno’s, the crew from The Stock Ford class is always a competitive one along the Northwest Dyno Circuit and the 6.4L’s always find
Northwest Dyno Circuit pushed hard all day long to get their way to the top. This 2010 F350 owned by Zac Gibson laid down 602hp with nothing more than a 4” exhaust,
intake, custom tunes and an external wastegate kit.
over 100 trucks across the rollers with classes to suit just
about any truck build. Biggest numbers on the day went to
Wayne Yates in his incredibly awesome Power Stroke build
that sprayed its way to 1386-horsepower. Other notables on
the dyno are Justin Archibald’s 1004hp fuel only run in the
Small Single class. Richard Scotts 666hp in the Stock Ford
class. Joshua McCormack putting down 1014hp with a big
single and Skyler Regan’s 512hp in the Clean Diesel class.
Throughout the day, Edge had a complete Show n’ Shine
contest, hot food, vendor alley and even a bounce house for
the young kids to wear themselves out on. As the sun began
to fade from the sky, the sled pulling action started on the
dirt track of the Weber County Fairgrounds where nearly
2,000 spectators funneled in to enjoy a little diesel action
on a beautiful Saturday night. We make it a point to attend
Weekend on the Edge every year and for good reason. For
2019 WOTE did not disappoint, with plenty of strong run- Edge’s event always makes for a great show n’ shine, as long as the weather cooperates of course. With a
ning trucks and a bunch of familiar faces, this is always a little but of everything from big lifted SEMA show style builds to the slammed street truck, picking just one as a
can’t wait and don’t miss event. crowd favorite is always a tough call.

l
NWDC DYNO RESULTS
STOCK GM
BRETT MUNNS 528HP
ARIE VAN STRAALEN 528HP
LAYNE HARSHA 526HP
STOCK DODGE
JESSIE PRICE 625HP
CODY WALK 516HP
DALLAN RAINFORD 482HP
STOCK FORD
RICHARD SCOTT 666HP
CLIFF TOWNE 621HP
ZAC GIBSON 602HP
SMALL SINGLE
AUSTIN ELSMORE 811HP
WILL TERRY 780HP
PAUL MCCLURE 767HP
BIG SINGLE
JOSHUA MCCORMICK 1014HP
CHRIS VORHEES 917HP
BRYAN BURDETTE 650HP
SMALL TWIN
JUSTIN ARCHIBALD 1004HP
ORVIS NYGAARD 945HP
TYLER KIPP 884HP
BIG TWIN
DARRYL ATKIN 1090HP
MOREY LOGUE 967HP
KYSLEE VITERNA 590HP
UNLIMITED
WAYNE YATES 1386HP
JOSHUA MCCORMICK 1196HP
MOREY LOGUE 1016HP
Name a better way to spend a beautiful Saturday evening in the fall? Go ahead, we’ll wait. The Total Chaos
truck piloted by John Jenkins made a great showing at Weekend on the Edge with a second place hook in the 3.0
Inducer Limited Pro Diesel class.
UNITED PULLERS SLED
PULL RESULTS
WORK STOCK
JESSE PRICE 272.76FT
CLIFFE TOWNE 263.24FT
MICHAEL JEFFRIES 253.36FT
OPEN STREET
RANDY REYES 278.19FT
BRYANT EVANS 272.56FT
LYLE RICHMOND 272.15FT
2.5 DIESEL
COLBY SWANSON 295.66FT
TONY GONZALEZ 271.41FT
AUSTIN ELSMORE 260.73FT
LIMITED PRO 3.0

KYLE MESSERLY 293.41FT
Wayne Yates made the drive down from the Twin Falls, ID area in his one of a kind 6.4L Power Stroke powered
JOHN JENKINS 289.58FT
Excursion he calls Moby Dick which not only made some major numbers on the dyno, but put it down do the dirt CHANCE BEECHER 275.78FT
with great success.

PRO STOCK 3.6
TOM HANSEN 314.99FT
KALAEB HALES 244.81FT
JEREMY NEFF 219.27FT
SUPER STOCK
RUSS PRESCOTT 284.24FT
DARIK HOOSER 84.27
TRACTORS
CHRIS TABER 302.7FT
PERRY SEAL 254.74
KALEB BONE 194.40FT
KING OF DIESEL
TOM HANSEN 349.98FT
COLBY SWANSON 298.39FT
JOHN JENKINS 291.77
And you thought that Weekend on the Edge was reserved for just trucks. This modified diesel powered BMW
might just have been the biggest surprise on the dyno Saturday putting down over 350hp.
SOURCES
EDGE PRODUCTS
EDGEPRODUCTS.COM
888.360.3343
UNITED TRUCK AND TRACTOR PULLERS

UNITEDPULLERS.NET
NORTHWEST DYNO CIRCUIT
NORTHWESTDYNOCIRCUIT.COM
What would a Weekend on the Edge event be without Tom Hansen and The
Hybrid putting on a sled pulling clinic for everyone else in attendance? As
winner in the 3.6 class and again in the King of Diesel, he clawed his way to
a 349ft at over 28mph!
Good friends. Good food. Good competition. The perfect ending for the United
Pullers 2019 season. Weekend on the Edge is always a great family fun event and
you couldn’t have asked for a nicer evening for a little truck pulling action.

Jeremy Neff of Neff’s Diesel out of Elko, NV has been making the trip out for Weekend on
Corey Christiansen has had better days at the track. In sled pulling, you’ll see better results the Edge for years but some unfortunate engine issues just past the 200-ft mark ended his
when the connecting rods, pistons, and engine oil all stay inside the block and oil pan… pull a little sooner than he’d hoped.
Why can’t anyone convince the big three in to offering a short bed regular cab diesel We’re a sucker for a clean old Ford and this gorgeous 1996 7.3L Power Stroke is one of
pickup? They look so awesome when done correctly, who wouldn’t want something like this the cleanest ones you’ll see anywhere. Don’t be fooled though, it’s not just looks, with over
for a daily driver? 500-horsepower to the wheels, it’d ought to be a fun one to drive as well.
Of course the team from PowerTeq had their stunning 4th Gen Dodge out
on display with their marketing trailer in tow. This truck travels all over the
country to truck events and trade shows and still looks like it’d clean up
perfect for a booth at SEMA. Those big red wheels make quite the statement,
don’t they?

TECH | DIESEL WORLD MAGAZINE BY JACOB WHITE
PART FOUR: HORSEPOWER. FINALLY.
96 MARCH I 2020
19 •• DIESEL
DIESEL WORLD
WORLD www.dieselworldmag.com
IN USA
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SFER
TRAN
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Keep Up with a 6,500 lb. Truck.
Since 1983, Transfer Flow has been engineering excellence and crafting premier
fuel tank systems from the highest quality American materials. Transfer Flow
fuel tanks are built to withstand strong weather elements and heavy use.
Plastic aftermarket tanks are made using rotat

molding, which results in varied material thickn
questionable durability. Our premier fuel tanks
made with ReliaSteel®, high-yield U.S. aluminize
steel. There are no questions when it comes to
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TECH PROJECT OBSESSED
A true high flowing 4”

exhaust system is a great place
to start on any performance
build and this old 7.3L is no
different. The Banks 4” Monster
Exhaust kit will help reduce
EGT’s and back pressure,
allowing that big cubic inch
engine to run more efficiently.
The all stainless steel
construction and mandrel bent
heavy wall tubing ensures years
of trouble free use as well.
On the 1994-1997 7.3L applications, the true gains in an aftermarket

exhaust kit come from the down pipe. The factory down pipe was Under the truck, the massive polished Monster muffler uses a small internal chamber that removes the
smashed virtually flat for clearance between the firewall and engine, annoying cruise rpm found in other 4” muffler designs while a spun ceramic, high-temperature packing helps
but the engineers at Banks were able to design a full 3” down pipe that reduce overall sound with a unique throaty exhaust note.
outflows the factory piece by 26%
N
ow into month 6 of ownership of this classic
old body style 227,000 mile Ford F350 and
we’re starting on the fourth installment of
the project build up we plan to fill quite a few
issues of Diesel World with. We started this build in hopes of
making some great content on some of the ins and outs of
these old 7.3L Power Strokes. Show of some of their strengths,
point out some of the weaknesses, and help you guys, like us,
that still have a weakness for these old trucks. Sure, they’re a
little outdated, but they can still be great trucks, with the right
amount of love and attention. No, they don’t make the power
new trucks do. Yes, they run a little on the loud side compared
to a new truck. And No, they don’t ride like new coil sprung and
air bagged trucks do. But we know there are plenty of guys
out there that just love these OBS Fords, it’s a nostalgic truck
that just won’t ever go out of style. So why not appreciate that
about them and build something unique and classic, instead Finishing it off, Banks designed the kit to tuck in nice and close to the body and includes a nice 5” polished
of just another 2018 showroom floor model with some shiny rolled edge tip for a clean and classic look that fits this old body style Ford perfectly. Nothing crazy or
wheels and stretched tires. attention grabbing, just simple with enough flash to let others no she’s not stock anymore.

W W W. D I E S E L P O W E R P R O D U C T S . C O M
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Emissions Compliant Components, many are also
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888.99.DIESEL
TECH PROJECT OBSESSED
Upon receiving
the new blank
Hydra hardware,
you’ll need to
download your
new tuning into
the chip via the
software developed
and built by Power
Hungry, which can
be found through
their website.
After sending
build details
to AA Design,
including our
trucks PCM code,
they were able to
write a handful
of custom tunes
that would adjust
all the engine
and transmission
parameters to offer
better power, fuel
efficiency, and shift
strategies.
After doing a little research you’ll find one of the most common platforms used for
custom tuning comes from Power Hungry Performance with their multi-position Hydra chip.
From there, custom tuning shops specializing in 7.3L programming can build custom tunes
specific to your truck’s setup and needs. For Project OBSessed, we opted to run files from
Andrew Craig, owner of AA Design & Tuning in Green Acres, WA.
With the Hydra chip plugged into our desktop, we can ‘burn’ the custom tune files into
the chip. This build will run 7 different performance files with everything from stock,
towing, performance, and even a whisper and hi-idle mode. This process is quick and will
only take a few minutes to complete.
In part one, we worked on some cosmetics, updating the front end with new
lights, chrome, and grille. Part two brought interior upgrades with a new dash,
some sill plates, and door hinge repairs. Part three was basic repairs like fixing
a leaky oil dipstick, installing an in-cab monitor and cold air intake. So finally, in
part four we’re going to focus on bumping up that factory 225hp flywheel rating
to something that could help get this land yacht down the road with some decent
drivability and acceleration.
MONSTER EXHAUST
One of the most common first mods a diesel owner will make to his truck is an
upgraded exhaust system and for good reason. While an aftermarket system
will help give off the throaty sound, we all love, on the 1994-1997 Power Stroke
trucks, the right 4” system, like the Monster Exhaust kit from Banks Power is an
actual performance upgrade too. For a reason we’ll never fully understand, the
Ford engineers used a nearly flat and pinched off factory down pipe piece to get
exhaust from the turbocharger outlet, down past the engine and firewall to the
underside of the truck, where their true exhaust system starts. With plenty of room
their to work with, Banks engineers developed a true 3” mandrel bent downpipe
that outflows the stock piece by 26%, which reduces turbo back pressure and Before removing the PCM from the truck for preparation and install of the new Hydra chip,
equates to better engine efficiency and cooler exhaust temperatures. we first wanted to be sure it was returned to a factory file. This step isn’t mandatory, as
once installed onto the PCM, the new Hydra chip will over ride anything programmed in to
the PCM, but it by returning the previous owners old school Superchips Microtuner back to
The Banks exhaust system will retain the factory catalytic converter (yes, the stock, we now have a piece of vintage tuning hardware we could loan out or sell to someone
government requires you to keep this) then flows on to a massive high flow Mon- feeling nostalgic to tune their 7.3L with.

Because performance
should never be a question.
Check out our new and

remanufactured products for
FORD®NAVISTAR®
DODGE® / CUMMINS®
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DieselForward.com
TECH CUMMINS ATTITUDE ADJUSTMENT
On the 94-97 With our PCM out of

trucks, the PCM the truck and on the
is a little more bench, we’ll now need
challenging to to open it up to get
remove and will better access to the J3
require access port located on the one
up through the end. This is where the
driver side front new Hydra chip will
fender well. be installed to relay
While the single our new programming
10mm bolt that data into the PCM.
secures the Notice the white bar
engine wiring code sticker? This is
harness into where the PCM code
the PCM can be is located, information
accessed from your customer tuner
above, once will need in order
disconnected, to write files that
the PCM will will correspond and
have to be slid work with your truck.
out downward Ours was a MIF7,
from its location which means it’s a
to remove it from 1996-1997 California
the truck. Emissions vehicle,
which was slightly
different that the
majority of 49-state
Federal trucks
produced.
ster muffler that will help reduce cruising speed drone, thanks With the small bolts removed,
to a special noise chamber while offering a great rich sounding the outer shell is removed to
exhaust note from the tailpipe. These kits are constructed of reveal the brains behind this
whole deal, the PCM computer
stainless steel thick wall full 4” mandrel bent tubing and will board. Don’t be intimidated
most likely outlast the truck your bolting it on to. The fit and here, as you don’t need to
finish is near perfect, with the tailpipe exit kept up tight against make any physical changes
the body offering a clean classic look with a little pop of style to the PCM board, the J3 port
from a rolled edge 5” polished tip. Since these trucks were never just needs to be stripped of
the protective silicone film and
intercooled from the factory (something we’ll get to soon), EGT brushed so the new Hydra can
control with performance tuning can become a challenge, so make solid contact with the
the new downpipe and 4” system will be of great benefit when metal connectors for solid data
it comes time to try and tow and use the soon to be installed transfer.
horsepower in a switch.
AA DESIGN TUNING
When this truck was brand new, there weren’t many ‘chip’
upgrades available, but with time the aftermarket came out with
some pretty neat stuff in the early 2000’s and the Superchips
MicroTuner we found stashed behind the back seat was one of
the most popular tuners every released for the 7.3L platforms.
Back then, this performance tuning could add a decent 40-60hp
in a stock truck and owners couldn’t believe what they had. But
flash forward to our current day and age and custom tuning op-
tions for this old platform has blossomed into quite the market.
For years, companies like Power Hungry Performance (PHP) have

devoted thousands and thousands of hours into the 7.3L market
and have been running custom hardware that plugs direct into
the PCM through the factory J3 port found on the computer
board. The latest hardware technology from PHP comes from
their Hydra Chip, which will allow custom tuning from just about
any shop with experience and the ability to write files in their
software to flash multiple tunes into the chip for on-the-fly in
cab control. An easy to read digital display shows you which
tune file you’re running, while an optional USB cable will allow
easy tune reflashes without ever pulling the chip out of the truck
again. PHP offers hundreds of base calibration files for otherwise
stock truck at no extra cost, but to get the most out of your
truck, custom tuning can be worth the extra cash to help fine
tune the transmission and engine parameters to meet your build
specifications.
For this build, we opted to call up an old friend from years back,
Andrew Craig at AA Design & Tuning in Green Acres, WA. Craig
has been specializing on Power Stroke performance for years
The Hydra chip from AA Design included all the tools we’d need for preparing our factory PCM, including a
and has spent a lot of time working on these old trucks and has small brass brush to remove most of the protective silicone and small piece of scrub pad to rough up the metal
a real knack for dialing in the engine and transmission strategies contacts. You need to be careful here that you don’t remove too much material, just enough that the chip makes
to squeeze out every ounce of performance, safely and effi- a solid connection.

@gdptuning Customer Support: 877.223.5018 Visit us at www.gdpproducts.com
TECH CUMMINS ATTITUDE ADJUSTMENT
Reinstalling the PCM back

into the truck, with the factory
emergency brake pedal
assembly removed from the
inside panel of the truck (three
13mm nuts) you’ll get easy
view of the PCM from inside
the cab. You can then route the
two cables to your preferred
location. It’s also a good idea
to place some tape around
the open port, just to ensure
debris and dust stays out. This
also helps keep the chip safely
secured within the PCM.
Once cleaned, the new Hydra chip can be inserted into the PCM. This
will only install one way, so no worries there, but you will want to be sure
the ribbon cable and pc style connector are securely inserted into the
chip. The ribbon will run to your dash mounted switch, to allow adjust-
on-the-fly power settings, the other runs to a PC port you can also mount
to the dash so you can more easily update the chip with new tunes in the
future, meaning the PCM will never have to be removed again.
ciently. With the PHP hardware and their downloadable software,

we were able to flash the Hydra chip with custom files AA Design
compiled for us using information we supplied him like tire size,
gear ratio, performance modifications, transmission modifica-
tions and our trucks PCM code. We have a stock file, hi-idle, light
and heavy tow tunes, daily driver, and a pair of performance files
to choose from to suit just about every driving situation. The tow
tunes offer great shift patterns to keep a heavy load moving,
while the daily driver economy tune has great throttle response
and pep for stop and go style driving. As an added advantage to
the custom tuning, smoke output is completely controllable and
even our Race file can be driven with nothing more than a whisp
of smoke from the tailpipe.
RESULTS
The 1994-1997 trucks were rated from the factory with
210-225hp depending on the model year, with this truck being
a California Emissions model, it was rated at 225hp/450tq
flywheel thanks to the 120cc split shot injectors. While the
49-state federal trucks used a smaller 95cc single shot injector
capable of around 210hp/425tq. So with drivetrain loss, these
model year trucks will land in the 170-190hp range on a chassis
dyno. With our previously installed S&B Filters cold air intake, the
new 4” Banks exhaust and custom tuning from AA Design this With our previously installed S&B
Filters cold air intake, the new 4”
SOURCES
truck rolled 306hp on a respectable Superflow dyno ran by the Banks exhaust and our custom tuned
Northwest Dyno Circuit. While we didn’t dyno the truck stock, it’s Hydra chip from AA Design, this old
safe to say we’ve bolted on a solid 100+ horsepower and 200lb/ Ford put down a pretty respectable
ft of torque. This helped improve drivability, offered better turbo 306hp on the Northwest Dyno Circuits
Superflow chassis dyno. While this is AA DESIGN & TUNING
spool-up, improved throttle response and better transmission
nowhere near what a brand new 6.7L AA-DESIGN-PERFORMANCE-TUNING.BUSINESS.SITE
shift strategies and line pressures allow us to use the power Power Stroke will make, that’s around 206.445.2539
we’re making more efficiently. We’ve seen a mild increase in fuel 100hp over stock, so it’s a great start
mileage to boot. No we’re nowhere near the 475hp/1050tq Ford to an ongoing project. 480hp just
might be attainable after all.
BANKS PRODUCTS
just released on the 2020 6.7L Power Stroke, but to be quite
BANKSPOWER.COM
honest, those are numbers we totally plan to match and even
800.601.8072
surpass in this old girl. Stay tuned.

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2019MORGANPRIM
FEATURE 2019 MORGAN PRIMM MEMORIAL FALL TRUCK BRAWL BY MIKE MCGLOTHLIN
FALLTRUCKBRAWL

MMMEMORIAL
DYNO,DIRTDRAGS,TRUCKPULLS,
BURNOUTS—ANDNEVERADULLMOMENT

2019 MORGAN PRIMM MEMORIALFALLTRUCKBRAWL
A
ny time there’s an event being held with
truck pulls, dirt drags, a proven chassis
dyno, and a show ‘n shine all in one loca-
tion, count us in. That was precisely the
case at the Morgan Primm Memorial Fall Truck Brawl held
in Petersburg, Illinois. The day-long diesel affair serves as
a way to remember the late Morgan Primm, an influential
Blue Oval innovator, and bring the region’s strongest-run-
ning trucks, no matter the brand. For 2019, nearly $12,000
in payouts were on the line, eight truck and tractor classes
were slated to hook to the sled, and 20 big name sponsors
kicked in prizes, money, and/or manpower (there were 68
volunteers, to be exact).
Although the weather forecast looked like rain was a

forgone conclusion, on the day of the event most of the pre-
cipitation held off long enough to get the dirt drags in the
books, pull off the dyno competition, hold the show ‘n shine,
and squeeze in three pulling classes before the sky opened
up. Someone was definitely watching over this one... But
despite the early finale, it was a solid day of action, with a
few trucks laying down four-digit horsepower on the dyno,
a host of clean trucks to vote for in the show ‘n shine, and pMatt Gregor made the trek over from Pittsfield, Illinois with his nasty, UCC Qualifier truck: a Duramax that belted
2019 U.C.C. Qualifier Matt Greger even stopping by to mix out 1,465-rwhp while aboard the rollers in Indy. We’re not sure how many ponies he was using during the dirt
things up in the dirt drags. drags, but it was enough to hold traction and take the win in the Open Class.
pWhen you’re at an event from beginning to end, sometimes you get there before the chassis dyno shows up. Paul Cato and Donavan Jones of Maverick Diesel lugged the mobile Mustang unit
up from Royalton, Illinois, unloaded everything, and had it pieced together and operational in about a half hour.
p’41 Chevy school bus anyone? We watched this rat rod pull into the fairgrounds and
immediately cornered the owner, Jason Bliesner, for the rundown. Located and hauled back
pThe dirt drag categories were kept simple: Stock class and Open class. Here, Reid Aberle from Kansas, it was fitted with full air ride, a compound turbo 12-valve Cummins, and backed
gets the jump on the other lane in the Open class behind the wheel of his strong-running, by a Turbo 400 automatic. To say this old-school kid-hauler was popular at the event would
front-end-swapped, LB7 Duramax. be an understatement.

l
THE POWE
FEEL
OM O T I VE K I T I NC
AUT LUD
Y
ONBOARD AIR for the Majority of Diesel Engines
EE
R
ES
E VE
A
KIT
FR
Increased service brake life
Maximum backpressure throughout

the entire operating RPM range
Severe duty & military approved

2019 MORGAN PRIMM MEMORIAL FALL TRUCK BRAWL
For higher horsepower trucks, wheel spin is always a concern. To

help quell the issue, dyno operator extraordinaire, Paul Cato, supplied a
The dyno, a joint ownership effort between Maverick Diesel and Tri County Diesel, is regularly used as part of proprietary mix of VHT and a mystery substance in a squirt bottle. In this
Maverick Diesel’s day-to-day operations. Needless to say, being shared by two diesel shops this set of rollers is instance it worked to perfection, with the Nitto NT420S tread mounted to a
about as accurate as it gets. The number you make here usually correlates with the time slip you collect at the nitrous-fed 6.4L Power Stroke staying glued to the rollers for the duration
end of the track. of its four-digit runs.
After performing a load of updates during a refresh, Will Bosaw’s 6.0L

Power Stroke laid down an impressive number on the dyno. His studded,
stock turbo and injector ’04 F-250 made 486 hp and 898 lb-ft of torque—
solid numbers for a tuner, intake, and exhaust truck.
Despite all the other goings on at the event (dirt drags, pulls, show ‘n shine, kiddie pedal pull), the chassis dyno
proved one of the hottest spots to be. After making a respectable 840-rwhp with his ’06 Dodge, John Wilson made
a tuning change and laid down 890 hp and 1,641 lb-ft. His setup was highlighted by an S467 and what he called
a “mild” pump, which likely means he’s running a 12mm CP3 or larger.
After playing in the dirt drags, it was time for Ruben King to put his 6.4L
Power Stroke to work on the dyno. Fuel only, his setup was good for 860
hp. With a good ghetto fogging, his F-250 put up 1,057 hp and 1,885 lb-ft.
When you’re living the standard cab life but you have no use for
40/20/40 split bench seats, you do what Jared Rice did with his ’19 F-250 As Midwest Diesel and Auto, a shop that specializes in late model Power Strokes, was the host of the Morgan
XLT. You source a brand-new center console from Ford and install it in Primm Memorial Fall Truck Brawl, plenty of Blue Ovals turned out for the show ‘n shine. However, despite the sea
place of the factory jump seat. of Fords, area resident Nathan Thornley’s bad-in-black ‘16 Chevrolet Silverado 3500 dually won Best in Show for
the second year running.

2019 MORGAN PRIMM MEMORIAL FALL TRUCK BRAWL
A host of 6.7L Power Stroke Fords were on hand sporting Midwest

Diesel and Auto turbo systems. This ’11-‘16 F-350 benefits from
Midwest’s Precision compound turbo kit, a combination that consists of a
76mm Precision charger serving as the atmospheric unit and a Midwest
64mm VGT in the valley.
With close ties and a great working relationship with One Up Offroad, Midwest Diesel and Auto and OUO utilized Ruben’s setup consists of a Midwest Diesel and Auto long-block,
the event as an opportunity to release a product that’s been in development for some time. One Up Offroad’s 100-percent over injectors, and a factory-based 59mm, 75mm compound
Steady Track Stabilizer system moves the high mount steering stabilizer off of the drag link and onto the pitman turbo arrangement. Not afraid to do a little bit of everything, he often pulls
arm of ’17-newer Super Duty’s. The result is elimination of the bump steer the new Fords are notorious for, along in the Work Stock class and hits the drag strip from time to time, having
with providing much improved steering performance. run 11.90’s in the past.
Noticing his truck was down on power during its last bout with the sled,
Jeremy Haggerty had tuner Paul Cato (the dyno operator) take a look at
things on his ’03 Dodge Ram 3500 Work Stock puller while it was aboard
the dyno. Jeremy’s glad he did. When his dually backed onto the rollers it
was making less than 700 hp, but when it pulled off it was putting down
809 hp and 1,468 lb-ft.
As the General Sales Manager at Midwest Diesel and Auto, Jared goes the extra mile to set his trucks apart
from the rest of the crowd, in both performance and appearance. On his brand-new, Silver Spruce Super Duty,
After putting up a good fight during the dirt drags, we found this Jared installed a Lariat Sport grille and reached out to DC Customs for several lighting upgrades—along with
two-tone OBS Ford strapped to the dyno. With 238/100 hybrid injectors some inverted paint scheme color matching on the emblems to make them pop.
and one of DieselSite’s ball bearing 66mm Wicked turbo kits, the non-
intercooled old-school ¾-ton cleared 450 hp on the rollers.

2019MORGANPRIMMMEMORIALFALLTRUCKBRAWL
The goal in the Stock
Turbo field is to squeeze
as much horsepower as
mechanically possible
out of a stock turbo—
and despite the airflow
limitation many trucks
are at or beyond the
600-rwhp mark. It’s
classes like this, where
one CP3 is the rule, that
the advancement in
stroker pumps in recent
years has been highly
welcomed.
Formerly owned by the late Morgan Primm, Patrick Marler’s ’17 Super Duty sports a host
of Midwest Diesel and Auto’s finest components. The engine, a full-on Midwest long-block,
In the Stock Turbo truck pull class, ballast was permitted (hanging weights were not) and sports 30-percent over injectors, an RCD Performance stroker CP4.2, Midwest’s single 66mm
the maximum weight for the class checked in at 8,500 pounds. Dual CP3’s were prohibited VGT, and a Comp 1.5 transmission. Though a tuning quirk surfaced on the dyno, the late-
along with compressor wheel upgrades, but blocked rear suspension was allowed. model F-250 still put down 680 hp and more than 1,500 lb-ft.
Here, Mark Roberts gives his John Deere 4455, coined “Force-N-It,” a ride in the The dirt drag finals boiled down to Mitch Ruder and Ian Gebbia in the Stock class. Although
9,500-pound Pro Farm class. Unfortunately, this would be the only group of tractors to hook Mitch had been spot-on behind the wheel of his ‘04 GMC throughout the day, the win light
to the sled before thunderstorms brought things to a halt. went to Ian and his 6.7L Power Stroke on this deciding pass.

VINTAGE SMOKE
BARNFIND
DIESEL WORLD MAGAZINE BY JIM ALLEN
CUMMINS
A1943MILITARYGENERATORWITH69HOURS
tOriginal paint and only three owners,

including the U.S. Government. On the day
we saw it at the Portland Tri-State Engine
and Tractor show, it was showing 89.9
original hours, just 20 more than when
purchased, and Mike kept it running most
of the three days of the event. The radiator
is made up of bolted-in segments, with
segment on the right being a massive oil
cooler. The unit bears serial number 197 and
the manual lists this unit as primarily being
designated for use with the Signal Corp SCR-
615 A or B portable radar installation which
required a detachment of 54 men to operate
around the clock.

VINTAGE SMOKE BARN FIND CUMMINS
pThe Cummins H-Series diesel debuted in 1931 and it’s derivatives are still produced today in some parts of the world. The Model H was inarguably the foundation of Cummins’ success. This is
an HI industrial series engine with direct electric starting. It used a Cummins designed and built single disc injection pump. The oil pan holds 12 gallons of oil and combined with a 24 gallon cooling
system, plus a huge oil cooler, this unit was designed to run for days or weeks at a stretch at a full load. Your 1943 tax dollars at work! Mike has the covers off the back of the generator head and
exciter for inspection and cleaning.
BARNFINDCUMMINS
B
arn finds are the big thing these days and rare
muscle cars or exotics usually get the hoopla.
Why can’t old diesels share in the joy? Why not
indeed... so here’s an extremely low-hour 1943
military generator that was hardly used by the army, sold
surplus around 1950 and never used by the civilian buyer. It’s
the diesel equivalent to the old jeep-in-a-crate story.
The equipment used by a wartime army is staggering in

both volume and variety. From pencils to bombers! And, of
course, generators. The unit shown here is a 1943 PE245A
Signal Corps set that was commonly packaged with a porta-
ble microwave radar set, used in World War II, the SCR-615,
which had a range of up to 50 miles. It was mainly used for
ground controlled interception but anti-aircraft artillery could
also use it for height finding to set their fuses.
The PE245A was assembled by Rogers Diesel & Aircraft

Company of New York. Rogers began in 1934 as a licensed
distributor of Cummins engines. In 1942, after several acqui-
sitions including Hill Diesel and an aircraft parts company, it
expanded to include manufacturing generator assemblies for
the war effort.
The PE245A generator head, Model S-110, was rated at 25

KW at 120/208 volts, 60 cycles and an 80 percent power
pThe engine control panel is fully operational, though Mike has not yet figured out how to use the “Flame Thrower” factor. It was powered by a Cummins HI-600, six-cylinder
(see lower right). This was a cold starting device to heat up the intake manifold for cold weather starting. diesel operating at 1,200 rpm in this application and making

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VINTAGE SMOKE BARN FIND CUMMINS
BARN FIND CUMMINS

93 horsepower at that speed. It was direct injected and dis-
placed 672 cubic inches with a 4.875 inch bore and a 6-inch
stroke using wet sleeves. The government rated them with a
fuel consumption of three gallons per hour at a full load.
From the Cummins Engine Building Order, we know the

engine was completed by Cummins on 4.12.1943 and that
would have included at least a 30 minute hot test. It was
shipped to Rogers sometime after that for completion as a
generator set and would have acquired some hours being
tested again. There is no documentation after that but most
likely the military would have run it some hours but when
Mike bought the unit from the family who originally bought
it around 1950, it was showing only 69 hours. That’s the
1940s equivalent of about 3,500 miles. It was bought to
be a backup generator for a chicken/egg farm in Southwest
Ohio but Mike was told it was never been wired into the
facility and hadn’t been run in any living person’s memory
pFrom the 1945 operator’s manual, here’s is what the PR245A looked like new. All 5,900 pounds of it. Below the until just before it was sold. Mike later found it still had the
exciter head is the integral 10 gallon day tank between the skid rails. The unit was designed to be operated from break-in oil in it.
either a fuel trailer or 55 gallon drums.
Mike Schrieber has a knack for finding diesel gold. He
is mainly known as a Cat guy (see the “Hot Rod Lincoln”
story in the January 2020 issue) but he fell in love with this
Cummins powered genny. Fortunately the Cat diesels in his
collection forgive his ongoing “affair” with a Cummins and
continue to operate for him.
pOn the right side of the generator set are the dual oil bath air filters. That box towards the front with a speaker-
“THE EQUIP-
MENT USED
like grill is an alarm system, which will sound a very raucous alarm with a drop of oil pressure or an increase in
coolant temp. Mike moved the batteries over from the other side.
BY A WARTIME
ARMY IS STAG-
GERING IN
BOTH VOLUME
AND VARIETY.
FROM PENCILS
TO BOMBERS!”
pIt’s a Bakelite Bonanza! The main control panel shows the vintage electronics, including the hour meter (top right),
and the neat sliding field voltage rheostat. All the old cloth-insulated wiring and controls needs careful inspection
before Mike puts a load to it, but he plans on putting the old genny to work at some point.

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RC88
TRACTOR TALK DIESEL WORLD MAGAZINE BY JIM ALLEN
DOUBLE

TRACTOR TALK DOUBLE JIMMY
JIMMY THEAWESOME
EUCLIDTC-12
DOZER
Greg and Laenette Guilford’s ‘76 Deutz D7206

looks well-kept and regularly used. Green was the
traditional Deutz color, the shade of which changed
slightly over the years. The chassis color changed from
a silver to a darker gunmetal around 1971. The orange
wheels were traditional until near the end of 06 Series
production, when they changed to an argent silver.

C
ompanies take a big risk when they introduce
something radically different than the norm.
When the historical smoke clears, which might be
decades down the road, they will be judged heroes
or zeros. The legendary Euclid TC-12 dozer, introduced for 1955,
was a big departure from the crawler norm. It was designed to
knock Caterpillar off it’s dominant perch in the crawler industry
but didn’t succeed at that. That doesn’t automatically place it in
the zero category.
The story begins in 1952, when GM began hiring engineers

with expertise in crawler design. That signaled the industry GM
was getting in the game. One of the notable GM hires was R.C.
Williams, who was Assistant Director of Research at Caterpillar.
Williams had been there since 1935 and was well versed in
crawler technology. GM didn’t have an official “crawler division”
at the time, so he worked in the GM Truck and Coach Division
building the foundations of a new division.
The project gained big momentum in 1953 when General Motors

bought the Euclid Company, of Euclid, Ohio. As a company, Euclid
went back to 1907 as Armington Electric Hoist Company, later
renamed Euclid Crane and Hoist Company, founded by George A.
Armington (1865-1954). In the 1920s, it had branched out into
earthmoving equipment and Armington’s five sons helped run the
growing and expanding company as it came to dominate parts of
the construction equipment industry.
By the early ‘50s, Euclid was still successful but needing an

influx of cash to stay dominant. It was also suffering from aging
leadership looking to live a quieter life. GM, in its usual fashion,
wanted into the business realm Euclid largely dominated and
the best way was to buy an existing company in that realm. A
deal was reached. George, in his late 80s by then, oversaw the
sale, and his youngest son, Ray, stayed on to manage the Euclid
Division of General Motors until his retirement in 1960. With
the merger, R.C. Williams transferred from the Truck and Coach
Division to become the manager of Crawler Tractor Engineering
at Euclid.
An interesting side to the TC-12 development was that GM

assigned a stylist to the project. Charles M. Jordan was at the
 Here you can see how the tractor is split. Look carefully, and you can see the stacks are at different levels meaning
the tractor is oscillated.
beginning of his long and storied career with GM and is probably
best known for being the Chief Designer for Cadillac in the
1960s and later GM’s overall Chief Designer in the 1980s.
The first two prototypes were operational in 1954 and underwent

extensive tests. Later that year, ten more preproduction units
were built and loaned to construction outfits around the country
for further testing. By the middle of 1955, the first retail units
were going out to customers and the marketing people went into
overdrive highlighting the TC-12’s many unique features. And
they had plenty to tout, including “Dual Power.” TC-12 was pow-
ered by no less than two GM 6-71 diesels, each powering one
track through an Allison Torqmatic transmission. The powertrains
were completely separate, and the tractor was divided into halves
that oscillated longitudinally and independently of each other.
This differed from more conventional crawlers where the track
frames are allowed to oscillate independently.
Even though the pair of 6-71s were conservatively rated at 194

hp each (at 1800 rpm), having 338 total horsepower on tap
made the first series TC-12 the most powerful crawler in the
world. Even the mighty D9 Cat, recently introduced, had only 287
ponies. With the separate Allison gearboxes, the TC-12 operator
could keep one track going ahead and put one in reverse for
 It’s been said operating a TC-12 is “different” but relatively easy to master and with maneuverability that was a unparalleled maneuverability and control. The gearboxes had
delight. The TC-12 could pivot in place, among many other attributes. Having two engines and transmissions, it has two
sets of controls and gauges. Plus the stereophonic sound only a pair of Screamin’ Jimmies can deliver. The TC-12 could
three ranges, the highest of which could run the TC-12 to a
be steered via the brakes or the throttles, as well as each transmission. It had three transmission ranges (plus the torque blistering top speed of 6 mph (later up to over 7 mph) and at the
converters) in forward or reverse. same speed forwards or back.

In it’s day, the TC-12 was reported to be unequaled in its ability

to rip and push dirt. It was also claimed to be well suited to push-
loading scrapers. Over the years, some operators have opined
they didn’t live up to the performance hype. Not being experts on
earthmoving, it’s difficult for us to comment but from research,
we can say there is no gray area when it comes to opinions on
the TC-12. Operators either loved it or hated it. The same went
for maintenance people. The TC-12 was a complex unit, so
proper maintenance was an important factor. Any complex piece
of equipment will get mixed reviews on reliability, but most agree
that a properly serviced TC-12 was reliable and durable, even if
“properly serviced” meant “PITA” to those doing the service.
The TC-12 was a challenge to transport, particularly back in the

day. The TC-12 was gigantic but it was bigger than the other
crawlers on the market... wider, and heavier (30-35 tons without
blade) and therefore a challenge to transport. Euclid solved that
by making the TC-12 relatively easy to split into it’s two sections
for transport. As larger equipment became more the norm, the
TC-12 blended in more.
The first big upgrade came in 1958, with the TC-12-2. Among
many other refinements, the 6-71s were unleashed to 227
maximum horsepower at 2100 rpm, delivering over 454 ponies
together and 1,212 lbs-ft. By then, the market had begun
responding to the TC-12 and bigger and more powerful crawlers
entered the market to challenge the Euclid. For 1966, the TC-12
had other upgrades and its designation was changed to 82-80.
By then, Euclid had other crawlers in the market. In 1968, GM
was hit by an anti-trust suit and eventually had to split up the
very successful Euclid Division. The truck division remained
under that name and the crawlers and earthmovers moved under
the new Terex brand name, “Ter” for Terra and “rex “ for King.
Though no longer owned by GM, Terex remains in business, but
Euclid does not.
The TC-12/82-80 remained in production until 1974 with a

total of 901 units built of both types, about half and half divided
between TC-12 and 82-80. By ‘74, simpler, single-engine dozers
of equivalent or superior horsepower were on the market and the
 Look closely at the hood and stack levels in these images, plus the dash. The blade also angles with the oscillations. disadvantages of the complex and aging TC-12/82-80 design
Riding this unique crawler gives you a different look at the work, not to mention being eight feet in the air. made it difficult to market.
Today, running TC-12/82-80 are few and far between. As with

most big construction equipment, they are generally found in
worn out condition and parts are difficult to obtain. Transporta-
tion costs for a collector often exceed to purchase price, so most
TC-12s are found in the hands of construction company owners
with the means to transport them.
SPECIFICATIONS
1964 EUCLID TC-12
ENGINE: GM 6-71 (x2)
DISPLACEMENT: 425 ci (each)
BORE & STROKE: 4.26 x 5 in.
FLYWHEEL POWER: 454 hp @ 2100 rpm (both)
RATED TORQUE: 1,212 lbs-ft @ 1400 (both)
COMPRESSION RATIO: 17:1
TRANSMISSION: Allison CRT-5531-1 (two)
WEIGHT: 69,500 lbs. (operating)
LXWXH: 16 ft. 3 in. x 11 ft. 5 in. x 8 ft .8 in.
FUEL CAPACITY: 225 gal.
TRACKS: 43 shoes, 27 in. width
TOP SPEED: 6.80 mph
 TThe TC-12 mounted a pair of 6-71s appropriate to their era. In the latter era, they cranked out 227 hp each maximum,
with rated power around 220.

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Q&A | DIESEL WORLD MAGAZINE BY JIM BIGLEY Q&A
SHOULD I SWITCH For a 9 year old truck, I have to say that the 6.7L Cum-
mins and the 6-speed automatic transmission is a great
more sense, both from a cost of service as well as
a fuel economy standpoint.
TO SYNTHETIC combination. This truck still looks and drives like a new
truck, and I want to keep it that way for another 9 years. Thanks for reading,
LUBES? Thanks,
I recently purchased a very low mileage 2010 6.7L
Dodge Cummins, 2500 4X4, with 3.73 gearing and
6-speed automatic transmission. I use this truck for
Louis Rankin
Sault Ste. Marie, Ontario Canada HO CONFUSED?
I bought a 2004 Dodge 2500 HD 4x4 from a co-worker
basic transportation mostly, but occasionally for light Thanks for writing. Diesel World did a mileage last summer. He had ordered a new truck, and I was
towing. I love this truck. I live in Ontario Canada, which study a few years ago (happened to be on a Ford) able to buy his old truck for what the dealer offered
is not as cold as the Yukon or Fairbanks, but winter is that compared various fuel economy enhance- him for a trade-in (below market). Anyway, the truck
coming and I am considering changing all of the various ments, their cost, and the time it took for each to is supposed to have a 5.9L HO Cummins engine. No
lubes used in the truck to synthetic. I am a fan of syn- break even in its ROI (return on investment). The one at my local Dodge dealer can tell me if it really is
thetic oil as I run it in my motorcycle, and all my other most cost-effective "modification" turned out to a HO engine. The HP rating is stamped 305, but the
gasoline and diesel vehicles, both summer and winter. be installing synthetic fluids/lubricants throughout. engine doesn't say anything about HO engine. I was
I’ve always liked the overall benefits of synthetic, such They cost more, but provide for longer service told that the horsepower rating of the 2004 HO was
as better lubrication and easier cold weather starting. intervals and we were able to measure the fuel 325HP. Dodge couldn't answer this question. Hopefully
economy improvements and see a reduction in you can. The engine is great regardless. With a K&N &
Now, I have noticed in the relatively short time with my running temperatures. Magnaflow exhaust (suggested by your magazine, tuner
“new” Cummins that my fuel economy (via onboard next.) it is even better.
computer) improves by as much as 3-4 MPG as the Since the 2001 model year, Dodge, Ford and GM
engine warms up. I will be changing my engine oil to have all used synthetic lube in the rear differential. Thanks,
"Mobil 1, 5W-40 Full Synthetic", and I also plan to GM also uses synthetic in the front differential in Jeremy Falcon
change all the other fluids to synthetic as well; includ- its 4x4 trucks. It could take 5 gallons to flush and Via Email
ing my truck’s transmission ATF and the front and fill the automatic transmission with synthetic ATF.
rear differential lube - for improved lubrication, better The transfer case only requires a couple of quarts, Jeremy,
cold-weather performance and less viscosity drag when so synthetic gets the nod there right away. It’s sur- According to my info archive, the early 2004
cold. Is this a good idea? I know there are arguments prising how warm the transfer case can get. This model-year Dodge Cummins, when equipped with
pro and con if the cost of synthetic in transmissions and high temperature usually blackens conventional an automatic was not an HO, and was rated for
differentials will really be recouped. I believe it will be ATF before its recommended service interval. 305-hp and 555 lb-ft of torque. The mid model-
both long-term financially and certainly cold-weather year 2004.5 HO was bumped up to 325/600. These
starting, performance and mileage. Do you recommend The new high-pressure common-rail diesels all run later engines got the “HO” designation, which can
synthetic ATF for automatic transmissions and the front so cleanly that 7500-mile oil drain intervals have be found on a valve cover data plate.
and rear differential lubes? become common place for many years. With a
long drain interval, synthetic motor oil makes even Yes, the 305 is still a great engine, and has a lot of
potential. Thanks for writing.
6.5L DIESEL
PERFORMANCE
• Controls: Engine Bloc Heaters,
UPGRADES
I just purchased a 1998 Chevy K2500 equipped with
Battery Warmers… a 6.5L turbo diesel. I really don't want to do any work
• Senses outside temperature and adjusts automatically inside the engine, so what are the best performance
add-ons for this truck? It currently has a straight
• Saves energy and $$$... Usually pays for itself in just 1 season!
exhaust and the fuel injection pump’s PMD (Pump
• Rugged, weather resistant design, made for harsh winters Mounted Driver) module has been moved to a remote
• Two Modes: mount beneath the front bumper to allow it to run
• Ready engine for a specific start time cooler. The truck has 175k miles on it, and this is my
• Maintain engine ready to start anytime first diesel truck.
• 1800 watts capaci
Thanks,
Chris Olmstead
Via Email
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Q&A
Hi Chris, Suggestions for performance improve-

ments sort of depends on what sort of perfor-
mance increase you're looking for. Knowing how
you use the truck now and how that could change
in the future would also be helpful.
Step 1- In general, installing a boost pressure

gauge and exhaust temperature gauge should be
the first steps in any performance improvement
program.
Step 2- The next step involves installing a 3-1/2"

mandrel-bent free-flowing exhaust system.
Step 3- Make sure your engine-driven fan-clutch

is engaging whenever the engine coolant tem-
perature reaches 210. You should be able to hear
the engine fan “roar” stoplight to stoplight on a
hot summer day or anytime you’re towing a heavy
trailer up a steep grade.
Step 4- For an otherwise stock engine, I’d consider

replacing the stock turbocharger with a Holset
HX-35W. This Holset was used on the 1997-2002
Dodge Cummins. Then add an engine program-
ming upgrade that adapts to the new turbo, while
adding a bump in fuel rate. This combo will provide
for a healthy improvement in performance.
Just don’t forget the boost pressure and exhaust

temperature gauges. Once you’ve added perfor-
mance products, the nut behind the wheel is what
helps protect the engine, plus the gauges will help
you improve powertrain management for best
performance (determine what gear/RPM/Boost/
etc.) work best when pulling hills).
Good luck,
KEEPING ON
Hello Diesel World, I have been a reader for a while now
and have recently purchased my first diesel... a 1993
Chevrolet 4x4 with a 6.2L diesel engine. I know that the
6.2L diesel is not in the same league as the new trucks,
even though it has quite a few miles on it, the engine
still starts very well, runs smooth and the overall truck is
still in great shape.
But, I use the truck to commute 5 days a week, so fuel

economy is important, but I would also like to improve
the truck’s towing performance a bit. Please let me
Follow
know where to start! Thanks!
us on
Winston Guild
Williams Lake, BC Canada
www.facebook.com/dieselworldmag Hello Winston, Welcome to the Diesel World! 1993

www.instagram.com/dieselworldmag was the last year for GM’s 6.2L diesel engine. Some

3,000 HP Tough!
Q&A
things to keep in mind when discussing the 6.2 is

that it was designed primarily as a fuel economy
engine, and having just enough power to do what
most people needed to get done. In 1993, the non-
turbocharged 6.2L diesel was flywheel-rated at
about 155-horsepower and 275 lb-ft of torque.
There’s actually a lot you can do to improve

performance, and for not a lot of money. A turbo-
charger has always been at the top of the list when
considering power improvements for the 6.2L,
and you can install all of the factory turbo-related
components used in the 1992-99 GM 6.5L turbo
diesel powered pickups and SUVs. These parts
are easy and cheap to find, and they’ll bolt right
on without any modifications. With 7-10 psi boost
pressure and a minor fuel calibration increase (that
you can do yourself), the engine should produce up
to approximately 180-horsepower and 360 lb-ft of
torque. This is a big percent improvement. If you Your truck may not put out as much power
run at typical freeway speeds, your truck’s fuel as the highly modified Cummins d
economy shouldn’t be affected, but you will see a
Haisley’s potent “Rock-Hard Ram”
big improvement in performance.
the Super Stock class at the prest
Incidentally, GM used the very same cylinder block Diesel Extravaganza. But with AR Van Haisley
casting for both its 6.2L and 6.5L diesel engines you can be assured of having the
during the 1992-93 model years. The 6.2 just used reliability that you need when a
smaller pistons. So, this means the 1992-93 6.2
up the power in your diesel.
can be bored to a 6.5, when the time comes to
rebuild the engine. Good luck.Yes, the 305 is still
ARP manufactures head
a great engine, and has a lot of potential. Thanks studs from ARP2000 and Custom
for writing. Age 625+ material for most dies
applications. Bring on the boost! Also
available are main stud kits, rod bolts,
damper and driveline bolts. Check
out ARP’s dedicated
website (www.ARPd
for details.
Naturally, all
Send your questions to:
DWEditor@EngagedMediaInc.com
ARP fasteners are
manufactured
Or mail them here: in-house to the
Diesel World industry’s highest
17900 Sky Park Circle, #220
standards. There’s
Irvine, CA 92614
nothing better for
your diesel!
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of the 2020
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AD INDEX | DIESEL WORLD MAGAZINE
ADVERTISER PAGE NUMBER

Alliant Power 101
American Force Wheels 6-7
Amsoil 47
ARP 135
Banks Power 2-3
Banks Power 137
Bean's Diesel Performance 63
Bullet Proof Diesel 14-15
Bullet Proof Diesel 136
Colt Cams Inc. 134
Diamond Eye Manufacturing 39
Diesel Performance Parts, Inc. 17
Diesel Power Products 48-49
Diesel Power Products 79
Dieselsite 59, 113
EBC Brakes 45
Edge Products Inc. 55
EFILive Limited 57
EZ Lynk 69
Fleece Performance Engineerin 32
Flex-A-Lite Consolidated 129
Ford Performance Specialists 131
Fusion Bumpers 41, 71
GDP Tuning 103
Haisley Machine 136
Hammerhead 53
Harbor Freight Tools 29
Hypertech Inc. 33
KC TURBOS INC. 83
KT Performance 130
LMC TRUCK 25
Merchant Automotive 136
MKM Customs 60-61
Move Bumpers 93
Nitto Tires 140
Power Hungry Performance 95
PPE (Pacific Performance Engineering) 34-35
PRO ENTERPRISES INC. 137
Pure Diesel Power 129
Pusher Intakes 31
Raybestos Powertrain 51
Recon Truck Accessories 43
Riff Raff Diesel 13
Scheid Diesel Service Co., Inc 75
SpynTec Industries 134
Stealth Performance Products 67
Strattec Security Corp. (BoltLock) 131
Strictly Diesel 77
Summit Racing Equipment 20-21
Sun Coast Converters, Inc. 89
The Power Badger 132
The Wheel Group 73, 111
Thoroughbred Diesel 139
Tire Rack 105
TITAN Fuel Tanks 121
Transfer Flow 97
TSW Alloy Wheels 8-9
U.S. Mags 84-85
warn 11
Wheel Pros 19
Wilwood Disc Brakes 127
Xtreme Diesel Performance 27

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Vintage Modern the perfect blend of old and new

OLD SCHOOL OBS

TC-12 DOZER 7 25274 01290 9

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4 MARCH I 2020 • DIESEL WORLD www.dieselworldmag.com

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DIESEL WORLD (ISSN 1559-8632) is published monthly, 12 times a year,

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www.dieselworldmag.com MARCH I 2020 • DIESEL WORLD 5

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