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DIESEL WORLD MAGAZINE AUGUST 2017 VOLUME 12 NUMBER 8
CONTENTS
FEATURES
26
ADVENTUREMOBILE REDEFINED
THE HELLWIG RULE BREAKER XD
50
MIGHTY GREEN MACHINE
CUSTOM AUTO’S RAGS TO RICHES
SILVERADO 3500HD
72
THE GMC LESS TRAVELED
THE FIRST OF ITS KIND:
2016 GMC CANYON
84
HOME BREWED MONSTER
CUSTOM CREW CAB
’52 CHEVROLET 3100
114
BUILT JONES TOUGH
NEW LIFE FROM A VINTAGE ’75 FORD F-350
164
OLD HUSTLE, NEW FLOW
CUMMINS-POWERED LIGHTNING
ON THE HUNT FOR 7S
TECH
38
P-PUMP SWAP
POWER, RPM, AND LONGEVITY
IN A 24-VALVE CUMMINS
100
ENGINEERED TO LAST
INSIDE DIESELSITE’S
LEGENDARY 4R100 GEARBOX
154
REMOVE THE VARIABLE,
MAKE IT RELIABLE
HARRINGTON DIESEL
6.0L POWER STROKE TURBO KIT
EVENTS DEPARTMENTS
126 12 176
JEFFERSON STATE DIESEL DYNO DAY EDITOR’S NOTE TRACTOR TALK
ROCKIN’ THE ROLLERS IN ON THE SCENE 1963 OLIVER 1600B
NORTHERN CALIFORNIA AT UCC 2017
132 18 185
LAST TRUCK STANDING HOT PRODUCTS TECHNICAL Q&A
ULTIMATE CALLOUT CHALLENGE— NEW PRODUCTS YOU PROBLEMS & FIXES
DIESEL MELEE IN INDY NEED & WANT
146
ALL BETS ARE OFF
SURPRISE WINNERS & UPSETS IN THE
NHRDA WORLD FINALS
4 AUGUST I 2017 • DIESEL WORLD www.dieselworldmag.com

ULTIMATE CALLOUT CHALLENGE 2017 – BEHIND THE SCENES COVERAGE INSIDE
DIESEL WORLD
AUGUST 2017
Volume 12, Number 8
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Adam Blattenberg Editor
Karl Funke Managing Editor
1500 HP & SHOW READY DESIGN

Thomas Kimball Art Director
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www.dieselworldmag.com AUGUST I 2017 • DIESEL WORLD 5

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Factory Direct Retail Catalog
EDITORS'S NOTE | DIESEL WORLD MAGAZINE BY ADAM BLATTENBERG
UCC WAS NUTS!

L
ast year, I didn’t really get
to enjoy Ultimate Callout
Challenge like I did this
UCC 2017 FULL RESULTS
PLACE/COMPETITOR DRAGS DYNO PULLS PLACE/COMPETITOR DRAGS DYNO PULLS
year. I was just too busy.
1. LAVON MILLER/ 8.63 sec. 399 hp/2,713 lb-ft 296.09 ft. 15. CHASE FLEECE/ NA 1,855 hp/2,576 lb-ft 296 ft.
Let me tell you, the event has grown FIREPUNK DIESEL FLEECE
exponentially since Salt Lake, it’s epic, 2. DEREK ROSE/ 9.164 sec. 2,047 hp/2,778 lb-ft 312.07 ft. PERFORMANCE
and it really was cool to get to ex- DNR CUSTOMS 16. JEREMY WAGLER/ 11.45 sec. NA 297.05 ft.
3. WADE MINTER/ 9.796 sec. 1,960 hp/2,727 lb-ft 311.05 ft. WAGLER
perience the event somewhat at my SOCAL DIESEL COMPETITION
leisure. This year it felt like more of a PRODUCTS
4. DONAVAN HARRIS/ 9.52 sec. 1,652 hp/2,182 lb-ft 312.11 ft.
ARMOR INC 17. TODD WELCH/ 15.73 sec. 754 hp/1,308 lb-ft 321.02 ft.
diesel family reunion than anything POWER DRIVEN
5. JESSE WARREN/ 10.059 sec. 1,611 hp/2,422 lb-ft 283.03 ft.
else. Everyone in the industry was WARREN DIESEL
DIESEL
there and the atmosphere was really 18. CODY HALE/ 9.91 sec. 1,372 hp/2,160 lb-ft NA
6. JOSH GRUIS/ 9.797 sec. 1,393 hp/2,153 lb-ft 286.07 ft.
ANARCHY
mellow. Despite the frigid tempera- JAGS PRO
DIESEL TUNING
TRUCK SHOP
tures, it made for a great few days. 19. BEN SHADDAY/ 10.93 sec. 1,930 hp/2,254 lb-ft NA
7. MIKE GRAVES/ 9.55 sec. 1,385 hp/1,811 lb-ft 275.11 ft.
DONE RIGHT
Can’t wait for next year. HOLLYROCK
DIESEL
CUSTOMS
20. SHAWN ELLERTON 11.64 sec. 1,062 hp/1,843 lb-ft NA
8. ZAC FULLER/ 10.3 sec. 1,227 hp/1,862 lb-ft 247.01 ft.
Whether you went or not, there are STARLITE DIESEL 21. DAN SNYDER/ NA 1,400 hp/1,933 lb-ft 183.11 ft.
a ton of things I’m sure you had SPE DIESEL ,
9. AARON RUDOLF/ 10.20 sec. 1,122 hp/1,577 lb-ft 247.02 ft.
RUDY’S DIESEL 22. JUSTIN HYATT/ 9.62 sec. NA NA
no clue were going on, behind the HUSKER DIESEL
10. CODY HOPKINS/ 11.56 sec. 1,105 hp/1,608 lb-ft 255.01 ft.
scenes and off the track. We’ve got DESTRUCTIVE 23. WESLEY BEECH/ 10.59 sec NA NA
you covered. Full UCC event coverage DIESEL BEECH
PERFORMANCE
starts on page 132. Go check it out, 11. TOM HAUSER/ 10.79 sec. 996 hp/1,636 lb-ft 226.10 ft.
REVMAX 24. CHASE LUNSFORD/ NA 1,576 hp/2,307 lb-ft NA
and there’s even more to see at TRANSMISSIONS KING SPEED
DieselWorldMag.com. All the video 12. JARAN HOLDER/ 13.96 sec. 1,172 hp/2,159 lb-ft 263.09 ft. 25. ANTHONY REAMS/ 15.57 sec. 1,197 hp/1,709 lb-ft NA
HOLDER DOWN XDP
we took is there and a ton more. With PERFORMANCE 26. ANDREW TOVORNIK/ 12.86 sec NA NA
that being said, here’s the results; go 13. SHAWN BACA/ 12.28 sec. 2,447 hp/3,311 lb-ft 81.07 ft. MIDGETS DIESEL
check out the article to find out how INDUSTRIAL 27. ASHLEY BLACK/ 14.07 sec. NA NA
INJECTION BLACK’S DIESEL
they all got here. 14. RANDY REYES/ 12.24 sec. 1,898 hp/2,469 lb-ft 141.09 ft.
RANDY’S
TRANSMISSION

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IT’S GOOD TO BE DENSE

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DIESELSITE STAINLESS STEEL 6.0L UP-PIPES Banks’ latest intercooler offering is designed to eliminate airflow restrictions
DieselSite has Introduced an all-new upgraded stainless steel Bellowed Up-Pipe and increase boost air density. The new kit includes oversized mandrel-bent,
Assembly for the 6.0L Power Stroke. The factory up-pipe assembly is prone high-flow boost tubes, larger diameter inlet and outlets for increased flow,
to failure, which can cause power-robbing exhaust leaks that reduce engine Computational Fluid Dynamics designed cast aluminum end tanks providing
performance, efficiency and drivability. This kit is a bolt on replacement featuring uniform airflow into the intercooler core—a core that is 1.66 inches thicker than
stainless steel construction and heavy duty flex couplings with inner braid liners stock. The combined result is an overall 44% improvement in cooling volume
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DieselSite Banks Power
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ADVENTUREMOBILE
FEATURE 2016 NISSAN TITAN XD
REDEFINED
THE HELLWIG RULE BREAKER XD

BY BRYON DORR DIESEL WORLD MAGAZINE
R
Rules and perceptions are meant to be broken, and Hellwig did off-road environment. On the flip side, truck campers are known to have all the creature
just that with its 2016 Nissan Titan XD Diesel overland build. This comforts of home, can be luxuriously appointed, and represent a good value for your
bright yellow truck and camper combo is known as the Hellwig “Rule money. The main reason for the use of a truck camper in this application is for its ease
Breaker XD” and was finished just in time for The SEMA Show 2016, of removal, making it easy to convert the overland truck into a daily-driven pickup.
being built in just two months. The concept was to construct the Similarly, the camper can be set up on its own as a base camp, and the truck can be
ultimate overland vehicle, which could also be used as an everyday used to go out and explore more challenging routes.
driver. Hellwig also wanted to create a more youthful and aggressive version of
the traditional truck camper build, as the full-size truck camper’s image has been The Hellwig Rule Breaker XD features a Lance 650 slide in truck camper, which
squarely with an older crowd in recent years. Who says you can’t build an eye- retails for about $28K. The 650 is Lance’s smallest truck camper and designed
catching, comfortable and capable camper-based overland adventuremobile? to work with half-ton pickups. It features a queen-size Serta mattress, ergonomic
layout, a full bathroom, lots of big windows, and all the creature comforts you could
THE CAMPER want. Hellwig has a long-standing relationship with Lance campers since they
The traditional slide-in truck camper hasn’t historically been the go-to choice for are both located in the same area of Southern California and offer complimentary
overland vehicle builds. They tend to make the vehicle too large for many off-road products. Hellwig sway bars, helper springs and air bags have been helping Lance
routes, are not built to a standard which can handle the abuses of owners set up their trucks for many decades now.
off-road travel, and generally aren’t very lightweight, which is
extremely hard on truck components in an

 FabFours bumper protects the front end with a Warn Zeon winch on standby just in case the Rule Breaker gets into a situation it can’t drive out of. Helping light the way is a slew of LED lights from
Baja Designs.
ADVENTUREMOBILE
THE TRUCK is fully option-equipped and offers an interior that is a truly luxurious and comfortable
The backbone of this build was a brand-new 2016 Nissan Titan XD Diesel PRO-4X place to find yourself.
Crew Cab in Solar Flare Yellow. It was chosen for a wide variety of reasons, one of the
biggest being that it was a new and interesting choice versus the traditional Big Three GO ANYWHERE
American truck options. The Aisin six-speed auto gearbox transfers the impressive This vehicle was designed to go where traditional truck camper builds wouldn’t dare.
310 hp and 555 lb-ft of torque from the 5.0 L DOHC 32-valve V8 Cummins engine It is also designed with a balance of on- and off-road manners and performance in
to all four wheels. That’s a lot of grunt in a half-ton pickup, and is one of the many mind. The truck benefits in all conditions from a stout Hellwig rear sway bar and
stats that nearly puts the Titan in the three-quarter-ton category. The Rule Breaker Hellwig Big Wig Air Springs. This combination of components controls the tall and
XD has averaged about 12 mpg so far, and that’s with a fully loaded camper on it heavy load of the camper while allowing the refinement of the ride when the camper
and drivers who aren’t necessarily light on the go-pedal. The PRO-4X model is also isn’t loaded by lowering the pressure in the air springs.
quite capable for off-roading, straight from the showroom, offering a rear electronic
locking differential, hill descent control, and steel skid plates to protect the transfer One of the most important performance considerations of any overland vehicle—
case and front of the truck. The truck itself wasn’t cheap, coming in over $69K, but it particularly in an off-road setting—is the tire and wheel combination. For this build
 Method wheels and Falken tires are found at all four corners. An exhaust system from Magnaflow  Getting a little more ground clearance for off-road terrain is achieved with the help of a coilover
looks good and lets the Cummins breathe easier. conversion lift from Icon. A set of heavy duty Hellwig sway bars help keep the tall and heavy rig
tracking true and level in the turns.

ADVENTUREMOBILE
a 35x12-inch Falken Wildpeak AT3W tire was wrapped on
Method Roost 18x9 wheels. This combination provides the
perfect balance of low on-road noise, off-road traction, and
increased ground clearance, all while not raising the center
of gravity too much. The front fender wells did need to be
trimmed to fit these tires without rubbing, even with a 2 to
3-inch lift. A full Icon Vehicle Dynamics Stage 3 suspension
system specifically designed for the Titan XD was utilized.
It provides a plush go-anywhere ride while allowing for the
bigger tires to impart a more aggressive stance and offer
better off-road clearance.
This build was designed to handle tough off-road terrain and

the accessory choices show this. The slim Fab Fours Vengeance
front bumper with its pre-runner style guard allows for a quality
entry angle, front rock protection, and some grille protection. A
Warn Zeon 12-S Winch is mounted on the versatile Warn Multi-
Mount Winch Carrier, allowing the winch to be used on the front
or rear of the vehicle as well as be locked up inside when not in
use. A plethora of recovery gear is on board, including a Hi-Lift
Xtreme Jack and Krazy Beaver Shovel. N-Fab Nerf-Steps provide
some rocker protection and allow easy entry and exit from the
lifted truck.
While the truck is no slouch in the performance and reliability

department off the showroom floor, Hellwig has made a few key
upgrades to make it even better. The batteries were upgraded
to Optima Yellow Tops for long-term reliability in a wide range
of climates. A DPF back stainless exhaust from Magnaflow lets
the engine breath a bit better, while also providing a bit more of
Without all the Hellwig parts on this Titan, we’re sure it would be on its an aggressive exhaust note. To increase the range of the Titan
side after this session of seriously spirited driving. for long haul, remote overland adventures, the stock 26-gallon
tank was swapped for a Transfer Flow 50-gallon unit.
 5.0L Cummins under the hood.

ADVENTUREMOBILE
SPECIFICATIONS
The Titan is also outfitted with a full compliment of Baja
Designs lights. From driving lights to area lights and rock
lights, this truck has them all. The in-fender rock lights also
HELLWIG RULE BREAKER XD

double as display lights to show off the shocks, tires and
Hellwig suspension components at events.
TRUCK: 2016 Nissan Titan XD Diesel PRO-4X Crew Cab
GOOD LOOKS CAMPER: Lance 650 Truck Camper
THIS BUILD WAS SUSPENSION: Icon Vehicle Dynamics Stage 3 suspension system w/2-
The Rule Breaker XD isn’t all “go.” It was designed to highlight DESIGNED TO 3” Lift, Hellwig Big Wig rear air springs, Hellwig rear sway bar
Hellwig’s quality products at events across North America so it HANDLE TOUGH OFF- WHEELS/TIRES: Method Roost 18x9” wheels, Falken Wildpeak AT3W
also needs to have a lot of “show.” The truck and camper were ROAD TERRAIN AND THE (325/65R18/10)
vinyl accented by Daley Visual to highlight the lines of both ACCESSORY CHOICES ARMOR: Fab Fours Vengeance front bumper w/Pre-Runner Guard, N-Fab
and make the yellow and black color scheme pop. A T-Rex SHOW THIS. Nerf-Steps
X-Metal grille and Bushwacker fender flares finish off the OFF-ROAD: Warn Zeon 12-S winch, multi-mount winch carrier, Hi-Lift
Xtreme Jack, Krazy Beaver shovel
aggressive exterior looks on top of the Fab Fours bumper and
PERFORMANCE: Optima Battery, Magnaflow DPF Back Stainless
N-Fab Nerf-Steps. The interior is finished off with the custom- Exhaust, Transfer Flow 50-gallon Fuel Tank
fit Weathertech floor mats. LIGHTING: Baja Designs (Squadron-R Sport amber corner lights,
Squadron Sport Driving/Combo, OnX6 20” LED light bar, OnX6 30” LED light
GETTING OUT THERE bar, LED rock lights)
While this rig spends a lot of time traversing highways across MISC.: Daley Visual Vinyl Wrap, T-Rex X-Metal grille, Bushwacker fender
flares, Weathertech floor mats
America getting to and from its many appearances at off-road,

 Out back are a set of Icon reservoir shocksa, big ole Hellwig sway bar and Hellwig air bags all
working together for excellent on and off road handling.
ADVENTUREMOBILE
overland, and general automotive events, it isn’t a show queen. This truck was
designed to be used off the pavement, and the crew at Hellwig have already proven
that they don’t mind showing off the Rule Breaker XD’s capabilities. The vehicle was
recently at the King of the Hammers event and set up camp in the spectator area
halfway up the infamous “Chocolate Thunder Hill.” This is a steep, rough grade that
requires some momentum, 4x4 low range and first gear to tackle. It also got the Rule
Breaker XD a bit off camber, with the lean angle getting to 14+ degrees in the cab
at one point. You can expect to see this incredible rig at all sorts of events around
the country, including Overland Expo West and the NW Overland Rally, where its
capabilities are sure to be displayed even further.
The Hellwig Rule Breaker XD overland adventuremobile wasn’t a cheap build,

coming in at a completed cost of $121,000. While that might seem like a lot, just
consider what you’re getting—a factory-warrantied truck and camper that are
impressively comfortable, extremely capable, and suitably aggressive-looking. It’s
a home on wheels that can also be utilized as a versatile daily-driven pickup.
ADVENTURE COMFORT
 The posh amenities nside the Lance Camper.

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TECH | DIESEL WORLD MAGAZINE BY MIKE MCGLOTHLIN OWNER: T.J. STEWART
P-PUMP SWAP
POWER, RPM, AND LONGEVITY IN A 24-VALVE CUMMINS
W
hile the 24-valve 5.9L Cummins found
in ’98.5-02 Dodge Rams can be a
great workhorse engine, it leaves much
to be desired in the way of reliability
and horsepower potential. A failed lift
pump tends to take out the electronic Bosch VP44
injection pump, the rotary style pump itself can’t
fuel past 4,000 rpm, and as of late, ECM problems
seem to be plaguing the ’98.5-02 second-gens.
After encountering the latter scenario—where the
engine would spontaneously free-rev on occasion—
the owner of this ’01 quad cab ¾-ton, Thales (TJ)
Stewart, decided he’d had enough of the VP44
woes. But instead of trading the truck in on a newer
common-rail, he elected to ditch the electronic rotary
unit in favor of a P7100 (aka P-pump).
For both street and competition applications,

P-pumping a 24-valve has long been thought of
as offering the best of both worlds. It combines the
extreme fueling capabilities of the P7100 with the
higher-flowing 24-valve head. This not only brings a
considerable amount of extra horsepower potential
to the table, it also brings with it the time-tested
reliability of a mechanical, inline injection pump. For
01 Scheid Diesel’s P7100 Conversion kit starts at just under $2,300 (minus the pump) and comes with virtually everything needed
Stewart and countless other Cummins owners that’ve to perform the swap. The key items that make the swap seamless include a 12-valve gear housing, pump drive gear, stainless steel
completed the swap, the P-pump is the best thing fuel lines (mild steel units are also available), throttle linkage, P-pump support bracket, injection pump oil feed line, camshaft sensor
that ever happened to the 24-valve Cummins. adapter, grid heater spacer, and all necessary gaskets, seals, and hardware.

TECH P-PUMP SWAP
02 P-pumping a 24-valve 5.9L Cummins requires complete access to the front cover and gear
housing so that they can be removed. The catch is that the gear housing can’t be removed without
first pulling the cam. This means everything in front of the engine must be moved out of the way.
Jake Bosie of Flynn’s Shop got started by unbolting the bumper, draining the coolant, removing
the radiator, coolant overflow reservoir, intercooler, and vacuuming down the A/C system. After 03 Next, the throttle bellcrank was unbolted and thrown to the wayside. Then Bosie removed the
that, the upper radiator core support, fan, and fan shroud were pulled. crankcase breather from the front cover, along with the factory oil catch can.
04 With the job requiring that the camshaft be pulled, Bosie dug into the valvetrain to gain 05 After the factory injection lines were disconnected from both the head and VP44, Bosie
access to the lifters. After making quick work of the rocker arms, the push tubes came out one at capped off the feed tubes in the head and turned his attention toward the removal of the factory
a time. We’ll note that Bosie arranged both the rocker arms and push tubes the same way they fuel filter reservoir. Although it had been retained in conjunction with the addition of an aftermarket
sat in the engine (so all wear points would remain the same when everything went back together). lift pump years prior, it was finally time to say goodbye to the factory fuel filter reservoir.
DEVIANT RACE PARTS

208.719.0112
DeviantRaceParts.com
FASS DIESEL FUEL

SYSTEMS
866.769.3747
FassRide.com
FLYNN’S SHOP
217.478.3811
SCHEID DIESEL
812.466.7202 06 Because the bolts that secure the front cover to
ScheidDiesel.com the gear housing are of varying lengths, Bosie drew
a diagram of the front cover on a piece of cardboard
and placed each bolt on the diagram as it was removed 07 With the front cover out of the way, Bosie broke the injection pump gear nut loose via an
from the front cover. This was done to help simplify the 11/16-inch socket. From there, a gear puller was employed to push the VP44’s tapered shaft out
reinstallation process. of the pump gear.

TECH P-PUMP SWAP
08 Once the injection pump gear was out, the VP44 was removed from the gear housing. Believe 09 The next order of business saw Bosie remove the ECM from the tappet cover. While the
it or not, this was the truck’s original 213,000-mile injection pump. Its one saving grace came in ECM must be retained (and relocated) in the conversion, it will no longer have anything to do
the form of being fed ample fuel supply (courtesy of an AirDog lift pump) for most of its life. It’s with throttle position. Removal of the tappet cover followed soon after that (shown) to access the
worth mentioning that injection shops (Scheid, in this case) will take VP44 pumps in as cores, lifters. As is common with age, the tappet cover gasket was cracked, corroded, and in the early
which helps redeem a little bit of the money you spend on the conversion. stages of leaking oil.
10 To pull the camshaft out of the block, a set of homemade lifter holders (1/2-inch diameter 11 As the camshaft was being pulled, Bosie was extremely careful not to damage any of the
wooden dowels) were installed in the push tube bores. The holders grip the lifters and suspend bearings. Because having a lifter drop after the camshaft is removed means you’re pulling the
them above the cam, allowing the cam lobes to clear them when the cam is removed. Before oil pan, Bosie inserted a 1.5-inch diameter pipe in the cam’s bore as soon as the cam was out,
the cam was pulled, the lifter holders were zip-tied in place, and then zip-tied together in pairs. for added insurance.
P-PUMP
SWAP
Thanks to Scheid Diesel, the
process of hunting down all
the parts needed for a P-pump
swap is a thing of the past.
Aside from the pump itself, the
company’s P7100 conversion
kit comes with everything
you need to add a P-pump to
your ’98.5-02 24-valve. With
one of Scheid’s bench-tested, 12 With the cam removed, the remaining gear housing
215hp 12mm pumps topping bolts (six bolts protruding into the oil pan, and five T40
things off, this 16-year-old torx bolts) were removed and the gear housing itself was
pulled off the engine. Using a gasket scraper, followed 13 To ensure a perfect seal (and because removal of the gear housing typically damages part
Dodge effectively went from with a grinder equipped with a Scotch-Brite pad, Bosie of the oil pan gasket), the guys at Flynn’s cut the front portion of a brand-new Cummins oil pan
underpowered to a force to be removed all leftover material from the original gear gasket to fit under the 12-valve gear housing. We’ll note that the OEM gear housing gasket
reckoned with. housing gasket. supplied in the kit was also modified to fit perfectly.

TECH P-PUMP SWAP
15 After carefully finagling the factory cam back into place, the crank-to-cam timing marks were
14 A combination of Indian Head Gasket Shellac (used on both sides of the new gear housing lined up properly and the cam gear bolts were torqued to 18 ft-lb. While the cam was wiped clean
gasket) and Ultra Black silicone (used on the exposed portion of the oil pan) were applied next, before being reinstalled, no assembly lubricant was employed. Anytime you’re retaining the same
followed by the new gear housing. Once in position on both alignment dowels, the gear housing was cam and lifters, it’s best to not disturb their relationship. Additionally, foregoing the use of any
bolted in place (with the T40 torx bolts receiving Loc-Tite). Then it was time to reinstall the cam. assembly lube makes it easier to run the valves later on
16 The lifter holders were then removed and the factory push tubes reinstalled, along with the
valve bridges and rocker arms. After that, the stock front cover (which is reused) was cleaned
up and fitted with a new crank seal, the supplied P-pump bracket was bolted to the block, and 17 Here you can see the modified throttle linkage Scheid includes in its P7100 conversion kit
Scheid’s camshaft sensor adapter was installed in the new gear housing (shown). The factory (top) vs. the factory 24-valve linkage (bottom). Essentially, Scheid makes the throttle position
camshaft sensor must be retained for the truck’s tachometer to work. (APPS) linkage ball fit onto a linkage intended for a 12-valve engine.
18 Because the P7100 requires engine oil to lubricate the governor springs and weights (unlike
the VP44, which is lubricated solely with diesel fuel), an external oil feed line is plumbed in. Scheid
simplifies the process of adding an oil supply line by including a braided stainless steel line and 19 With the factory front cover reinstalled on the engine, Bosie installed this billet tappet cover
the appropriate fittings in the kit. Here you can see the supplied elbow installed in the driver side from Scheid. The billet aluminum piece came with mounting hardware and seals via silicone,
of the block, along with one end of the braided line. which does away with the failure-prone gasket used on the factory cover.

TECH P-PUMP SWAP
21 Starting with the highly desired 215hp P7100 (available on ’96-98 model Dodge Rams with
20 While the ECM obviously no longer has anything to do with the injection system, it must the NV4500 five-speed manual transmission), Scheid Diesel built us a pump capable of flowing
be retained in order for the gauge cluster to work, along with other items such as the water 400cc worth of fuel—more than enough to clear 650 to 700 rwhp with this truck. The pump came
temperature and oil pressure sensors. After measuring the length of the P-pump, Bosie fabbed preset with 19 degrees of timing advance (18 to 20 degrees is thought to be ideal for achieving
up a bracket and relocated the ECM further toward the firewall, along the driver side of the block. respectable power with year-round drivability), features 4,000rpm governor springs, and allows
The one trade-off in retaining the ECM yet no longer having it plugged into the VP44 means that full fueling to 4,500 rpm. Notice the fuel shut-off solenoid (arrow), which is what will be used to
a check engine light is permanently illuminated. Truck owners have three basic options: 1) live both stop and allow fuel flow to the P-pump. For the pull coil operation (used momentarily, for
with the CEL always being on; 2) remove the bulb in the dash; or 3) break out the electrical tape startup), Bosie tapped into the starter wire and utilized a heavy-duty, 70-amp relay. For the hold
and cover it up. function, Bosie tied into a key-on source (a relay was used here as well).
23 After one test fit, the return line on the P7100 was tweaked to clear the intake runner on the
head and then the pump was installed in the gear housing. The pump mounts to the gear housing
22 As for the return fuel line leaving the P-pump, Bosie customized a portion of the VP44’s hard via four bolts, and gets reinforced thanks to a heavy-duty support bracket supplied in Scheid’s
line, flared the end, and attached 5/16-inch fuel hose. The return line tees into the factory hard conversion kit. Prior to setting the pump in place, the pump bore of the gear housing was hit with
line leaving the back of the head, near the firewall. a coating of fresh engine oil.
25 To keep the pump from turning during shipping or installation (thereby altering its timing),
Scheid employs a pump lock. With the pump gear nut tight enough to keep the pump from
24 The pump gear nut was tightened twice when installing the P7100. The first sequence called spinning (i.e., the aforementioned 11 ft-lb spec), the pump lock was removed, turned around,
for 11 lb-ft of torque (shown), followed by removal of the pump lock. and reinstalled.

TECH P-PUMP SWAP
26 Once the pump lock was

spun around, the pump gear
could be torqued to spec. With
a helping hand keeping the
crank from turning, the pump
gear nut was tightened to 144
ft-lb.
27 With the P-pump mounted, the pre-clamped 0.093-inch stainless steel injection lines were
installed. For the intake elbow to clear the new injection lines, Scheid supplies a 1-inch billet 28 Next, Bosie connected the ½-inch fuel supply hose to the P7100. Somewhere between 45 to
grid heater spacer. After the lines were tightened up, Bosie went ahead and ran the valves and 50 psi of supply pressure will be fed to the P-pump courtesy of a 220gph Titanium series FASS
reinstalled the valve cover. fuel system.
29 The FASS system was mounted up under the bed on the driver side of the truck. Capable 30 Unrestricted fuel flow begins at the tank thanks to this sump kit from Deviant Race Parts.
of supporting 900 to 1,200 hp, a fuel system this serious is good insurance for the P7100 it’s Between this sump and the 220gph FASS system being on board, the P7100 is guaranteed to
feeding. receive plenty of fuel, and diesel that’s been filtered down to 3 microns.

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MIGHTY GREEN
FEATURE 2012 CHEVY SILVERADO
MACHINE
CUSTOM AUTO’S ATTENTION-
GRABBING RAGS TO RICHES
SILVERADO 3500HD

W
TEXT BY RYAN LEE PRICE PHOTOGRAPHY BY HENRY Z. DEKUYPER DIESEL WORLD MAGAZINE
hen you have lemons, you make lemonade, and when you break out. Many show trucks these days have factory paint or a vinyl wrap. We wanted
an egg, you make an omelet. In this single-use, disposable world, something different, something that would really grab attention.”
it’s refreshing to hear about a bad situation made better through
upcycling and restoration, especially if it resurrects a truck that UNDER THE HOOD
would have normally been resigned to rust into obliteration in the Since the stock Duramax 6.6-liter engine was basically destroyed in the accident,
junkyard. This 2012 Chevy Silverado started life as do thousands of hard working what was left of it was torn apart and rebuilt by Baird Racing in Idaho Falls. While the
trucks in America until it was involved in a horrific encounter with a concrete wall, crankshaft and oil pan remained stock, the eight pistons were replaced with Diamond
completely destroying the truck in the process. However, the truck wasn’t a stranger Racing’s forged versions, and the rods were sourced from Wagler Competition
to the Custom Auto crew, as the owner had been a good customer, which is how Products. Honed to exacting specifications, the rods feature a tongue-and-groove
it ended up residing there permanently. After the accident, Ryan Hillman, shop design to better align the cap locks. The pushrods came from Trend Performance,
manager, arranged for its purchase with the idea of building a unique custom ride and ARP supplied the head studs to keep the Industrial Injection Competition heads
as a showpiece of the shop’s abilities. Hillman explains: “We love trucks that stand bolted securely to the block.

 A color-matched Royalty Core grille is right at home up front and atop the flawless Fusion Bumper.
 Both front and rear Fusion Bumpers utilize LED lights from Assault Lighting.

To feed the LML engine, Exergy Performance came up with healthy but efficient
injectors and CP3s, while ATS Diesel provided the dual fueler kit. Supplying the CP3s
is a Titanium Series fuel lift pump engineered by FASS Fuel Systems designed to
remove water vapor and extend the life of the injectors, rated at 220 gallons per hour.
To let it breathe easier, the engine was fitted with a compound turbo kit fabricated
by Screamin’ Diesel Performance in Port Angeles, Washington, using a BorgWarner
S488 over an S464 turbo setup. Hot-side piping and exhaust housing are ceramic-
coated and heat-wrapped, while the cold-side piping and compressor housing
are powdercoated to match. Screamin’ Diesel Performance also supplied the CP3
conversion for the valley pump, while a Nitrous Express NO2 system give the intake

 Suspension from Fabtech helps get the GMC up in the air and riding smooth.

air a much-appreciated oxygen boost when needed. Engine temperatures are kept
at bay with a radiator and intercooler from Mishimoto, and spent gases escape via
high-flow exhaust manifolds and up-pipes from Pacific Performance Engineering in
Fullerton, California.
The whole thing was brought under control and tuned to smooth-running perfection
by Kory Willis at PPEI Custom Tuning in in Lake Charles, Louisiana. The EZLynk
AutoAgent shift-on-the-fly tuner is able to monitor and calibrate a multitude of
sensors, data log, and broadcast diagnostics information via a smartphone. Additional
data logging information comes to the driver via a CTS2 Insight Monitor from Edge
Products.
The results of all of this effort? The engine that was once slammed face-first through
a concrete wall now cranks out more than 1,500 horses at 3,000 rpm and 1,700
lb-ft of torque at 4,800 rpm.

 Under the hood lies a compound-turbo’d LML Duramax putting out more than 1,500 horsepower.
MIGHTY GREEN
MACHINE
BODY MODS
If you’re going to take the time, money, and energy to rebuild
an engine—one that already performs respectably in stock
guise—into a fire-breathing dragon, then you have to go the
extra nine yards in making the truck stand out above all the
rest. Well, this truck was completely totaled… so they had
no choice.
To help ensure better odds against concrete walls in the future,

the front and rear bumpers were each replaced with an all-
steel model from Fusion Bumpers. Carved into the bolstered
steel of the front bumper are two pairs of 30-watt LED Cube
Lights from Assault LED Lighting, each pumping out 3,000
lumens of daylight.
 The turbo setup from Screamin’
When it was time to cover the engine, RKSport in Murrieta, Diesel Performance utilizes a
California, supplied a fiberglass high-temp hood with a BorgWarner S464 high-pressure
functional ram air scoop. A Royalty Core custom grille was turbo with an S488 atmospheric unit.
attached to catch the bugs and suck in the fresh air. The
RCRX Race Grille features a 23-inch top-mounted LED light
bar, triple-chrome-plated T304 stainless studs, TIG-welded
“diamond crimp” tight weave mesh, and came ready for the
green paint.
All of the bodywork was done with an expert’s care of attention

by Jeff Call, resident body man at Custom Auto. On the sides,
Bestop supplied a pair of their popular Powerboards and the
EZFold aluminum tri-fold tonneau cover. The Powerboards
activate when the door is opened, dropping the steps down
six inches and capable of handling a 600-pound load. They’re

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made from aluminum so they’re
lightweight and impervious to rust.
ON THE CORNERS
Helping the truck climb over the bumps
on and off the road is Fabtech’s RTS six-
inch lift for Chevy’s Silverado models.
The kit features a bracket system that
keeps the torsion bars raised up in the
stock location to help provide a higher
ground clearance.
On all four corners are Fabtech’s Dirt

Logic 2.25 stainless steel shocks
designed to replace the factory shocks
with a much more robust configuration.
They are specifically used on trucks with
larger tires, like this one.
Keeping the shiny side up are two pairs

of 38x13.5 Nitto Trail Grapplers tightly
hugging a quartet of 24x12 G22 Cage
American Force wheels, painted black
to match the overall scheme.
WHAT’S NEXT?
The truck spent a week in the limelight
at SEMA, where it attracted a great deal
of attention, which was exactly what
the crew at Custom Auto were hoping
for. Now that it is back at the Custom
Auto shop in Idaho Falls, the real work is
about to begin. “Now that SEMA is over,”
Hillman says, “we will start getting the
tuning dialed in with PPEI and take it to
competitions.” Pointing out that Custom
Auto LLC doesn’t build trailer queens,
he adds: “It’s not just for show.”  The interior was only lightly modified, but in the best ways possible with new upholstery from Katzkin and an Edge CTS2 to monitor the engine vitals.

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EVENT
7TREE JAMBOREE
DIESEL WORLD MAGAZINE BY MIKE MCGLOTHLIN PHOTOS BY MIKE MCGLOTHLIN & COURTESY OF JIM RENDANT
CELEBRATING ALL THINGS 7.3L POWER STROKE (AGAIN)
W
hen the first-ever 7Tree Jamboree brought out
the largest gathering of competition-ready 7.3L
Power Strokes in existence last year, interest
in the one-of-a-kind event began to grow
exponentially. As a result, competitor turnout all
but doubled for the second annual contest.
An invite-only affair, the goal is to bring the strongest-

running ’94.5-03 7.3L-powered Ford trucks together for a
friendly sled pull, drag race, and dyno competition. Instead
of handing out trophies, the event declares no winners. And
instead of creating a rulebook, it’s run what you brung. After
all, the competitors have eyes. They can see for themselves
p Two of the nastier 7.3Ls on hand belonged to Brian Jelich (right) and Tony Salokas (left). Even though it struggled who went the fastest at the drag strip, which truck made
to find traction the first 60 feet, Jelich’s ’00 Super Duty would blaze through the eighth-mile to the tune of a 6.93 at
104 mph, and Salokas would lay claim to a 7.69 at 89 mph. Both trucks sport built engines, big single chargers, Gen3
the most power on the dyno, and who went the farthest in
high-pressure oil pumps, and 400/400 injectors. the dirt.

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tp At the first 7Tree Jamboree in 2016, 18 7.3L Power Strokes showed
up. This time around, 34 of the strongest-running 7.3Ls in the country made
the call. In 2017, competitors and their crew witnessed 6- and 7-second
eighth-mile passes, saw more than 20 trucks clear 500 hp or more on the
dyno, partook in a sled pull that came down to inches, and joined in on a
free-for-all dirt drag competition.

For 2017, Beans Diesel Performance would once
again host the sled pull, dyno, and dirt drag portions
of the event, with eighth-mile drag racing taking
place at nearby Middle Tennessee Dragway. Over
the course of the weekend, we were fortunate to
witness more than 1,000 hp being made on the
dyno, 6-second runs at the drag strip, and watching
p Daniel Sayres spent the winter upgrading his two-wheel-drive ’00 F-250 and as a result it made it down the track much more
the baddest HEUI-powered trucks in the nation dig quickly this year. Despite fighting some minor traction and suspension issues, the regular cab Super Duty still managed a 7.76 at
through the dirt. 91 mph vs. the 8-second passes it made at the inaugural event 12 months prior.
p Steven Giordano and his Super Cab F-250 trekked down from Blairstown, New Jersey. At the p The long-distance award went to Oregon-based Jake Enos (owner of Irate Diesel Performance)
drag strip, the combination of an S400, 300/200 hybrid injectors, dual Terminator high-pressure and his ’02 F-350. A couple weeks prior to the event, Enos had the truck shipped from the West
oil pumps, and a BTS transmission yielded a best fuel-only pass of 8.04 at 86 mph. Then Giordano Coast to central Tennessee. While he would pilot his Ford to several mid-8-second passes on
introduced his 7.3L to nitrous and the truck went 7.56 at 91 mph. fuel, it’s worth mentioning that the truck is capable of running 7.70s on spray.
t After augmenting his 210,000-mile stock

bottom end 7.3L with an S369 SX-E BorgWarner
turbo, 350/200 hybrid injectors, and all the
supporting mods, David Beach’s ’01 F-250
responded by producing 617 rwhp on the dyno.
Making this kind of power with an S300 on a
7.3L is impressive, and wouldn’t have been
thought possible just a few years ago.

p Anytime you visit Beans Diesel Performance, it’s hard not to notice the giant concrete burnout
pad on the west side of the shop. This wasn’t lost on Joe Moore and his 7.3L-powered F-150,
p Robin Ridgway is one of the better bracket racers in the 7.3L realm and a regular on the as he laid down one of the biggest burnouts we’ve ever seen. By the end of the 2-minute melee,
national diesel drag racing scene. True to form, her ’01 F-350 crew cab ran consistent 10.40s chunks of rubber and cords were flying and a sizeable puddle of coolant had formed underneath
throughout the night. the truck. Mission accomplished!
p It was the first time out for Jacob Rupp’s standard cab Super Duty and while the 5,900-pound
p Steven Davis’ F-350 turned in a sound effort when pitted against the Heartbreaker 2 sled. F-250 ran consistent low 8s at the drag strip, a weak link surfaced during the sled pull. Under
The 210,000-mile tow rig sports a set of Full Force Diesel 200/100 injectors, Adrenaline high- extreme load and good traction, the 10.5 rear axle’s center section twisted on the axle tubes,
pressure oil pump, a Dominator 66 charger from Beans Diesel Performance, and makes more effectively sheering off the pinion. Additional damage included bent traction bars and a twisted
than 500 rwhp. drive shaft. Rupp just smiled and said: “We learned. It won’t happen again.”
p After swapping an S366 SX turbo for an S369 SX-E yielded him an additional 70 hp on the
p Yanking the sled 374 feet would be enough for Jeremiah Dalton to lay claim to first place in dyno, Roger Pilcher put his 540hp ’97 F-250 to good use in every event. He finished toward the
the street class. Later in the day, his Super Duty would also put down a respectable 545 hp and front of the street class in the sled pull and then proceeded to run neck-and-neck with many of
1,119 lb-ft of torque on the dyno. the higher-horsepower trucks during the dirt drags.

t As was the case at the inaugural affair, a pulling class was
held exclusively for two-wheel-drive trucks. Daniel Warf’s
fender-exit exhaust ’96 F-250, which was built on a strict
budget, can be seen clawing its way through the dirt here. A
gentlemen’s agreement among the truck owners in this class
dictates that no more than $5,000 can be invested in them—
and that includes the purchase price of the truck. Warf makes
use of Stage 2 injectors from Full Force Diesel, a Super Duty
turbo, 3-inch intake plenums, twin electric Super Duty fuel
pumps, a homemade regulated return system, and a stock
17-degree high-pressure oil pump to get him down the track.
u The Hot class would pit some of the best-running 7.3L

pullers in the country against each other. And just as you
would expect, the competition was close—with only 10 feet
separating the top finishing trucks. Here, Scott Morris’ dually
is in the midst of a 314-foot, second place effort with an
impressive 27.5 mph ground speed. An S510/S475 compound
arrangement, Swamp’s 400/400 injectors, Gen3 high-pressure
oil pump, and BTS transmission are just a few of the extreme
parts gracing this monster.
p It was no-holds-barred in the Hot class and Steve Ciolkosz made the most of it by spraying
nitrous, pre-turbo, during a few exhibition hooks. The added drive pressure would prove a
p If anyone came to the event looking for a good time, it was Steve Ciolkosz and the rest of his bit much however, eventually blowing the up-pipes later in the day. Still, Ciolkosz remained
crew. Ciolkosz was anything but discouraged after his Super Duty puked coolant (water pump) committed to competing in every event—even lining up to make a pass during the dirt drags
and popped a turbo on its 714hp dyno run. He and his buddies simply dug in, pulled the S475 despite not having any up-pipes.
in favor of an S476 SX-E, ditched the suspension blocks, and went to the drag strip—where the
truck ran 8.0 in the eighth. During the sled pull the following day, he would take the win in the Hot
Class despite having the only single rear wheel truck in the class.
p With a nickname like Gummy Bear, you’re bound to be at the center of a shenanigan or two p After making a fuel-only pass of 6.99 seconds at 99 mph the night before, Brian Jelich’s ’00
from time to time. Such was the case for Damon “Gummy Bear” Warren, when a few fellow F-350 laid down 808 rwhp on the chassis dyno at Beans Diesel Performance. Then Jelich cracked
pullers left a giant teddy bear waiting for him at the full-pull mark. Unfortunately, Warren didn’t open the bottle and backed up his 6.93 at 104 mph pass with a 1,082hp hit—which would be
quite make it to the bear, but we hear he did get to take it home with him. good enough for top horsepower honors on the dyno.

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p If you were wondering whether a factory forged-rod bottom end 7.3L with a stock cam and
p With a bent rear driveshaft leaving him unable to compete at the drag strip, Steven Davis was heads could make 700 rwhp, look no further than Caylon Golden’s ’00 Super Duty. Thanks to a set
able to source another one and make it onto the dyno the next day. On the rollers, his 10-second of 300/200 injectors from Holders Diesel, an S475 with a Barder Turbo Service billet compressor
OBS cleared an impressive 673 hp on fuel and 841 hp on nitrous (accompanied by 1,589 lb-ft wheel, SRP1 high-pressure oil pump, H-11 head studs, chromoly pushrods, stiffer valve springs,
of torque). The 5,400-pound drag truck sports a stock forged-rod bottom end, Full Force Diesel and tuning from Cale Thompson of Tyrant Diesel, Golden’s short bed converted F-250 sent an
350/200 injectors, Dyno Proven tuning, and a box S467.7 turbo from BorgWarner. impressive 724 hp to the wheels.
p Despite hurting the torque converter the night before at the drag strip, Jake White’s OBS p After setting a new dyno record for 7.3L Power Strokes at last year’s event (1,226 hp on
dyno’d 619 hp on fuel and a whopping 904 hp and 1,591 lb-ft with his two-stage Nitrous Express nitrous), Matt Maier looked to rock the rollers again in 2017. Unfortunately, it wasn’t meant to be,
system activated. A built 7.3L consisting of Carrillo rods, Colt Stage 2 cam, Full Force Diesel as low bottle pressure limited him to (a still impressive) 955 hp. However, Maier’s 1,969 lb-ft was
400/300 B-code injectors and dual high-pressure oil pumps, Swamps IDM, and Gearhead by far the highest torque number recorded all weekend. At the drag strip, his truck was good for
Automotive Performance tuning highlight his power-making recipe. consistent mid-7s at 92 to 93 mph.
t The event concluded with

a free-for-all in the dirt. With a
fully functional Christmas tree
this year, the dirt drag portion
of the weekend’s festivities
allowed impromptu heads-
up races to take place at will.
For the second year in a row,
Robby Ching’s TTB-equipped,
two-tone ’97 F-250 was one
of the trucks to beat.
u Here, Dylan Cink’s two-

wheel-drive F-250 faces
off against the F-350 dually
that trailered it to the event
(owned by Louis Miguel
Guereca). After swapping in
a new forged-rod engine,
upping the ante with 300/200
injectors, and as confirmed
by a 603hp run on the Beans
Diesel Performance dyno,
Cink’s regular cab now
belongs to the 600hp 7.3L
club.

CALL US!
877.622.6022
THE GMC LESS
FEATURE 2016 GMC CANYON
TRAVELED
FIRST OF ITS KIND:
KEITH KROLL’S
2016 GMC CANYON

I
TEXT BY RYAN LEE PRICE PHOTOS BY DALE MARTIN DIESEL WORLD MAGAZINE
In a world where it seems everyone is building Chevy Silverados and definitely had a plan.” The color scheme was thought out well in advance too, but
GMC Sierras—boosting already-formidable Duramax engines to their full then changed at the very last minute. Originally, the truck was supposed to remain
extent and lifting them ever skyward—it becomes a refreshing change of black with the underpinnings and accessories coated green. “The Avery metallic
pace to see someone take the road less traveled and opt to instead take wrap was rather a last-minute addition,” Kroll admits. “I love the lime green, so
advantage of General Motors’ latest development, the four-cylinder diesel making the suspension Shocker Yellow was always the idea. But at the last minute,
engine in the GMC Canyon and Chevy Colorado. “Everyone was doing the I saw four renderings of Sierras going to SEMA that all were black and green, and
Sierra and full-size trucks,” says owner Keith Kroll, founder of Offroad LED Bars I didn’t want them to outshine the Canyon.”
(aka OLB) in San Antonio, Texas. He chose to build a Canyon because he “wanted
to prove that a four-cylinder mid-size truck could look amazing, tow most loads, ENGINE MODS
and still get 35 miles per gallon.” Though the engine was left mostly stock, an efficient method to tap into the
powerplant’s hidden stable of horses is through a turbo upgrade. Kroll turned to
New for 2016, the four-cylinder 2.8-liter Duramax turbodiesel is the engine General Screamin’ Diesel Performance (SDP) in Port Angeles, Washington, for their newest
Motors has been placing in the redesigned Canyon SLE and SLT Crew Cab models. setup for the 2.8L Duramax engine. The compound turbo kit includes a Borg
According to GM, the 2.8L is the cleanest diesel truck engine ever produced while Warner S300SX-E atmospheric turbo, all the necessary plumbing powdercoated
providing an SAE-certified 181 horsepower and 369 lb-ft of torque, and all the to the customer’s needs, all the exhaust plumbing Cerakote Glacier coated and
while delivering greater highway fuel economy than the Canyon’s gas engines. heat-wrapped, as well as all the bolts, nuts, gaskets, and clamps—everything
With the trailering package and a 3.72 rear axle ratio, Kroll’s four-wheel-drive needed to completely install the kit.
Canyon can pull 7,600 pounds legally.
The results? According to the dyno runs in SDP’s shop, the turbo kit upgrade nearly
Kroll ordered the truck new from the factory in June 2016 with the explicit intention doubled the horsepower rating of the Canyon over stock (though they realize that
of doing a build for publicity at last year’s SEMA show in Las Vegas. “I had already anything over the 260 horsepower mark at the rear wheels may affect the engine’s
ordered most of the parts before I even ordered the truck,” he recalls. “So we longevity and they suggest keeping things under control).

 A Body Guard Bumper packed with OLB Lights looks right at home up front with a grille from Royalty Core finishing it off nicely.

Exhaust gases were forced through an upgraded Diamond Eye Performance
aluminum exhaust and muffler kit and a custom-made diesel particulate filter delete
option. Customized engine tuning was provided by PPEI Custom Tuning.
LOCKED AND LIFTED

To increase the ground clearance and add a much-appreciated cool factor to
any truck, specifically a rarely-done Canyon, Kroll visited the crew at Bulletproof
Suspensions in Mentone, California, for a 6 to 8-inch lift kit. The Bulletproof kit is
a one-piece cage with fabricated spindles, aluminum sway bar links, differential
drop downs and uniball A-arms. It features custom fabricated lift blocks and U-bolts,
impact bars, bump-stop brackets and new stainless steel braided brake lines for the
front brakes.
 Getting the GMC up in the air is handled by a high-end coilover conversion suspension system from
Bulletproof Suspension. For Kroll’s truck, they elected to use Option 5, which includes all of the upgrades
offered by Bulletproof Suspensions: Atlas leaf springs, Bulletproof 2.0 reservoir
shocks, Bulletproof 2.5 coilover springs, and upgraded rear traction bars. The six-
inch Atlas leaf springs from Atlas Suspension are a progressive pack, meaning that
the manufacturer uses several (as many as 12) thin, flexible leaves to provide a
specific result, in this case, lift and durability. Most all of the suspension parts were
coated with the eye-catching Shocker Yellow paint scheme.
As important as it is to make the truck go, when it comes to stopping, having quality
brakes—especially when the rolling stock has been enlarged as it has—is paramount
to a safe ride. The stopping duties for Kroll’s truck were sourced through R1 Concepts
in Cerritos, California. They’re known as one of the leading manufacturers of award-
winning braking systems, namely high-performance cross-drilled brake rotors and
ferro-carbon and ceramic pads found on today’s quickest race cars, but they also
offer packages for cars dating back to 1930.
WHEELS & TIRES

The truck wouldn’t get very far without the rubber on the road and the wheels to
hold it to the hubs. Following the lime green theme that Kroll was so enamored with,

 24-inch wheels from Grid Offroad (powdercoated to match) wrapped with 37x13.5x22-inch Interco tires.
 A heavy duty Body Guard bumper packed with more OLB lights protects  A set of air horns from Horn Blasters mounted to a headache rack made by Addition Offroad reside in the bed as well as a
the back end. sliding cargo rack from Cargo Glide. LED lights from Offroad LED Bars shine a little light on the situation when the need arises.

Shocker Yellow was applied by Prismatic Powders to of .50 Cal lug nuts from V&V Concept in Benton Harbor, from the other black and green trucks that appeared at
the wheels on all four corners. They are manufactured Michigan. SEMA in 2016; and two, it allowed the working bits of
by Grid Offroad in Anaheim, California. The GF-4 style this truck—which were all coated in Shocker Yellow—
is a two-piece wheel, 22x15 inches at all four corners. METALWORK to pop, forcing more attention on the truck’s underside.
As previously mentioned, the black and green concept The sponsor’s decals were provided by the Vinyl Decal
Wrapped around the wheels is a set of Interco M16 was scrapped in favor of a silver vinyl wrap that not only Shop on Long Island in New York.
tires, noted for their subtle military design of having drastically altered the color but gave it a completely
chevrons and 5.56-caliber bullets embossed around new look. The work was done by the competent hands Up front, the stock bumper was replaced with the A2L
the sidewalls. Adding to the overall impressive stance at Texas Vehicle Wrap in San Antonio using Avery’s model of low-profile bumpers from Bodyguard Truck
of the truck, the tires size comes in at 37x13.5x22. brushed silver vinyl. This achieved two things: One, it Accessories with polished chrome skid plate and light
Keeping with the military theme, there’s a complete set changed the vehicle enough to be able to stand apart mounting surrounds. The rear bumper comes from the

THE GMC LESS
TRAVELED
A2 Series, featuring 11-gauge bolt-on step pads, LED light
mounting points, corner steps and stainless steel button head
bolts. It is compatible with the Canyon’s factory hitch and
offers access to the original spare tire plug hole.
Bumpers fore and aft were both made from 10-gauge

plate steel with 3/16-inch frame mounts, 3/4-inch shackle
mounts, and cutouts for light bars and fog lights. They
were powdercoated black. The nose of the Canyon was
also upgraded with a grille from Royalty Core. The RC3DSX
Innovative Grille is made with polished gloss black frame, satin
black 5.0 super mesh diamond crimp pattern, and polished
T-304 raised elements on the corners and center emblem.
LIGHTS & ACCESSORIES

The light kits are top-of-the-line gear straight from the shelves
of Kroll’s business, Offroad LED Bars. The front bumper has
integrated into the design, a double-row 30-inch LED light
bar, which is flanked on either side by a pair of 3-inch LED
cubes. Flush in the rear bumper are another pair of the 3-inch
LED cubes, while a roof-mounted rack and roll bar (custom
constructed by Addition Offroad in San Antonio) incorporates
six eight LED floodlights and two 40-inch double-stacked LED
bars on the front and back.
Speaking of lights, when the sun goes down, the underside

of the truck is illuminated with 16 rock lights emitting a green
hue to match the overall color scheme. As well, the green rock
lights are carried over in the bed for an added touch. All of the
lights are controlled via an sPOD Special Edition eight-circuit
system with a touchscreen interface.

 Waking that four-cylinder Dmax up is a compound turbo system from Screamin’ Diesel Performance. The extra air and a good tune is enough to just about double the engine’s power over stock.
NEW FOR 2016, THE FOUR-CYLINDER 2.8-LITER

DURAMAX TURBODIESEL IS THE ENGINE GENERAL
MOTORS HAS BEEN PLACING IN THE REDESIGNED CANYON
SLE AND SLT CREW CAB MODELS.

Making it slightly easier to access the cab, a pair of of class and detail that would mesh with his overall
Lund nerf bars were added. The Terrain HX Extreme plans. The seats were shipped off the Roadwire
steps are three inches thick and constructed from Automotive Leather Interiors in Austin, Texas,
3mm heavy-duty steel tubing. The four-inch drop where they were subjected to a full reskinning,
hoop steps as well as the main bars themselves consisting of smooth leather with suede inserts and
are finished with a black Rhino Lining protective constrasting green stitching. The center console
coating. also received a sheath of suede.
In the bed, cargo and gear can be accessed much BUILD NOTES
easier by the addition of Cargo Glides CG1000, a One hundred percent of the truck’s build was
sturdy steel-framed telescoping platform that can planned and executed by the capable hands of the
slide out of the bed 75 percent of its overall length, Addiction Offroad crew in San Antonio. Chris Payne
all the while holding up to 1,000 pounds of payload. managed the day-to-day details of the build, while
Addiction Offroad’s Pete Alongi built the truck from
Adding a soundtrack to all of this awesome is a pair the ground up. “He personally delivered the truck
of Shaft Air Horns mounted above the bed in the to SEMA and then to my driveway when the show
rear window crossed like a pair of bandoliers on was over,” Kroll says. “He is an amazing person with
an outlaw. The 33-inch Tug Horn is powdercoated mad skills.”
matte black and provided by Horn Blasters in
Zephyrhills, Florida. Although Keith Kroll has had plenty of seat time in
this rig and is quite enjoying himself, the immediate
INTERIOR UPGRADES plans are to “show the hell out of it” this season.
The original black coloring of the interior from the Up next? Perhaps an H1 Duramax, he says, if
factory remained but Kroll wanted an extra touch everything falls into place.

HOME BREWED
FEATURE 1952 CHEVROLET 3100
MONSTER
BRIAN BICHANICH’S CUSTOM CREW CAB
’52 CHEVROLET 3100

BY CHRIS TOBIN DIESEL WORLD MAGAZINE
C
Classic ’50s trucks are cool without a doubt. But they are not exactly accommodate the coming crew cab body with the standard ’52 bed. He wanted a
spacious, especially for a family of four! When 52-year-old Brian massive lift to run huge 44-inch-tall tires, but he also didn’t want it to be impossible
Bichanich of Union Grove, Wisconsin, began to work on his 1952 for the family to climb in and out of the truck, so he designed the four-link front and
Chevrolet 3100 more than 10 years ago, his sons Max and Zach were rear suspension with air bags to allow it to drop five full inches from maximum ride
around 7 and 11 years old and he and his wife Karen wanted a cool truck height on demand.
that they could cruise in with the whole family. So the idea for a crew cab
’52 was born and Bichanich took the challenge on himself. The Dana 60 axle up front is from a 1980 one-ton Chevy pickup and is held in place
with a parallel four-link setup plus Panhard bar. To match the narrow width of the
After picking up a rusty old truck for only $300, Bichanich started fabrication in his ’52 pickup he narrowed the Dana 60 by 5 inches. Bichanich fabricated a crossover
home shop. He started with the chassis and suspension. Of course, young boys (and steering setup with a hydraulic assist to make it easy to turn the massive 44-inch
the kid inside Bichanich) love monster trucks, so he opted to go tall with his one-off Super Swamper tires he planned to run. He also mounted a Rock Jock universal anti-
creation rather than bring it down to the ground. The chassis was lengthened to sway bar to keep the truck flat in the turns.

 To give his custom crew cab ’52 Chevrolet 3100 plenty of oomph Bichanich installed a ’94 5.9L Cummins turbodiesel engine under the hood.
 Looking under the customized front bumper you can see the intercooler and transmission
cooler as well as the narrowed Dana 60 axle and custom air bag suspension. Note the fabricated
crossover steering complete with hydraulic assist to help turn those monster-sized Super  In the rear, Bichanich fabricated a double-triangulated four-link suspension to keep the Eaton
Swamper tires and the Rock Jock anti-sway bar to keep the big truck level in the turns. axle housing centered under the truck.
HOME BREWED MONSTER

In the rear, Bichanich used a ’50s-era Eaton axle and configured a double-
triangulated four-link design to keep the axle centered under the truck without the
need for a Panhard bar. He installed a Rock Jock anti-sway bar in the rear as well
and converted the rear axle to disk brakes to help slow the big truck down. It rolls
on set of huge Interco 44x18.5x16.5LT Super Swamper TSL tires wrapped around
16.5x12-inch Weld wheels on all four corners.
Bichanich built the chassis and suspension to handle much more than the 85
horsepower the truck originally came with since he had a bigger engine in mind
for the project. To motivate the massive project, he turned to a tried-and-true diesel
powerplant in the form of a 1994 5.9L Cummins. While the internals of the 12-valve
Cummins are stock, he did upgrade the fuel system by installing a fuel plate in

 The beautiful wood in the bed of the truck came from a tree that Bichanich’s dad cut down from the woods on his northern Wisconsin property.
 In the back of the truck you’ll find an air tank and compressor as well
as the four trumpet air horns and the custom four-inch exhaust system
that Bichanich fabricated to exit behind the passenger-side rear tire.
HOME BREWED MONSTER

the injection pump for more aggressive fuel delivery through a set of 50hp-over
stock fuel injectors. The factory turbocharger pushes the intake charge through an
aftermarket intercooler, which Bichanich shoehorned between the grille and radiator,
before dumping the pressurized charge into the engine through the factory intake
elbow. Spent gases are expelled from the turbo through 4-inch diameter stainless
steel exhaust tubing that he fabricated himself. The Cummins engine is linked to
the transmission through a custom-built Coan Engineering torque converter that feeds
power into the Coan-built Turbo 400 transmission. The transmission is kept cool thanks
to a transmission cooler borrowed from a 2003 Ford E-350 motorhome. Bichanich
selects gears through an extra-long Lokar shifter mounted to the floor while a shorty
shifter is used to select gearing in the NP205 transfer case. To get the big tires rolling
4.10 gears are installed in each axle.
Once the chassis and driveline were completed, Bichanich turned his attention to the  Fueling is still enabled through the filler neck at the rear of the cab to fill the fuel tank inside
biggest challenge of the build: transforming the two-door regular cab truck into the the cab behind the rear seat.

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 Looking at the truck from the rear you can see more of Bichanich’s hard work and fabrication skills with the custom fabricated stainless steel rear bumper that protects the truck from the rear.
 Bichanich’s truck rolls on huge Interco 44x18.5x16.5LT Super Swamper TSL

tires wrapped around 16.5x12-inch Weld wheels at all four corners.
HOME BREWED
MONSTER
Phantom gauges below the dash to monitor boost and exhaust gas
temperature to make sure the Cummins stays healthy.
Bichanich’s one-off ’52 Chevrolet 3100 is an amazing truck that boggles

the mind when you consider that an electrician built it all himself at
home. While the project took longer than expected, he enjoys driving the
truck with his family and attending as many diesel events as he can. He
doesn’t drive it through the harsh Wisconsin winters but does enjoy the
truck as often as possible and nearly every weekend when the weather
 Standing tall in any crowd, Bichanich’s one-of-a-kind 1952 Chevrolet 3100 crew cab pickup is certain to is nice. The ten years of hard work have certainly paid off.
turn heads from any angle.

TECH | DIESEL WORLD MAGAZINE TEXT BY MIKE MCGLOTHLIN PHOTOS BY ADAM BLATTENBERG AND COURTESY OF DIESELSITE
DIESELSITE
888.414.3457
DieselSite.com
INSIDE DIESELSITE’S LEGENDARY 4R100

U
nlike the 5R110 TorqShift found in the trucks that
superseded theirs, ’99-03 Super Duty owners
don’t have the luxury of the stock automatic
transmission—the 4R100—holding up to 500 or
more horsepower. In fact, the factory slushbox can
even fail at the stock power level if it’s subjected to heavy
towing on a day-in, day-out basis. This makes beefing up
the 4R100 inevitable for any ’99-03 7.3L Power Stroke
owner seeking maximum reliability while towing or chasing
horsepower.
With tens of thousands of 7.3L Power Strokes still out there on

the road, built 4R100s remain in high demand. Unfortunately,
only a handful of reputable 4R100 builders exist, and the
Bob Riley, owner of DieselSite, has been in the 7.3L Power Stroke
game since the beginning of the diesel performance revolution. He
has an uncanny ability to produce high-quality components that solve
problems, improve performance, and seem to last forever while doing
it. In addition to producing the first bolt-on electric fuel system for
’94.5-97 trucks, he’s also the man behind the renowned Adrenaline
high-pressure oil pump, the high-flowing Wicked Wheel 2 compressor
wheels, and now offers the “Legendary” line of heavy-duty 4R100 and
E4OD transmissions.

TECH ENGINEEDED TO LAST
To eliminate the well-documented failure point in the 4R100’s coast clutch drum, DieselSite
replaces the factory open-ended retaining ring with a custom, spiral snap-ring and a
corresponding fully cut snap-ring groove. In addition, while the coast clutch is normally only used
for deceleration (engine braking), DieselSite uses it for First through Third gears, which helps
evenly distribute load across the transmission. Beyond the custom, spiral snap-ring, extra clutch
plates are added in as well, making the coast clutch drum much more suited to accommodate Using a proprietary material exclusive to DieselSite, the clutches used in the Legendary 4R100
an exhaust brake. are designed to handle elevated operating temperatures without burning.
As for the forward and direct drums, DieselSite’s clutches provide 120% of the OEM clutch
surface area for improved holding power. While 20 percent may not sound like a big increase,
it’s quite substantial, especially when you factor in the fact that the valve body will be configured
to quicken upshifts (i.e., limiting clutch slippage). To avoid stripped splines or cracked hubs,
customers can opt to upgrade to DieselSite’s 4140 billet-steel forward clutch drum for higher
horsepower applications.
Prior to being installed, all stack-up tolerances are measured for each clutch pack. Riley tells
Both the Overdrive and intermediate clutches encompass 133% of the OEM clutch surface area us that each clutch pack is measured and set to exact clearances, and that if the need arises,
within the transmission. The coast clutch assembly offers a whopping 200% of the factory clutch the pressure plates are machined once more until everything is within the required 0.003-inch
surface area—twice the area and therefore considerably more holding power. specification.

Here you can see the Reverse gear and its respective clutches ready to be installed in the
transmission case. We’ll also note that along with all other planetaries, the reverse planetary is
made of steel, not aluminum.
Instead of treating its transmission cases to a fresh coat of paint, DieselSite bead blasts them.
Along with removing any old dirt, grime, and debris, this finishing method is employed because it
lasts much longer than any paint will.
Because the input shaft handles the brunt of the shock load from the engine, it’s always wise
to upgrade this shaft in any performance-oriented transmission build. DieselSite offers 300M
billet-steel shafts as upgrade options for all its Legendary transmissions. For those unfamiliar
with 300M, it’s a form of through-hardened alloy that’s revered for its high fatigue strength and
great ductility.
ENGINEERED TO LAST
wait time to get your hands on one can be a bit lengthy. With its heavy-duty line of
Legendary 4R100 transmissions in stock and ready to go, DieselSite is looking to
change that. Proclaimed by the company as being “engineered to last,” DieselSite’s
version addresses a host of factory shortcomings, increases holding power, improves
shifting, and utilizes custom billet internals where they’re needed most.
We recently stopped by DieselSite’s Homosassa, Florida, facility to witness one of its

Legendary 4R100s going together. This particular unit now resides in our very own
Also exclusive to the Legendary 4R100 is the use of high energy, 850-degree-rated frictions in 7.3L-powered ’00 F-250, which recently cleared 596 rwhp on the chassis dyno. The
all forward gears (including Overdrive), which are said to yield 20% less heat. For maximum heat following build showcases the components and techniques DieselSite employed to turn our
transfer from the clutches, full thickness steels are utilized as well (shown). factory 4R100 into one that could handle heavy tow duty and as much as 700 hp.

With plans to send big torque through our 4R100, the intermediate and output shafts were
also upgraded to 300M units. A standard diameter 300M intermediate shaft—available as an
option on DieselSite’s Legendary 4R100—is shown on the right, while a larger diameter 300M
intermediate shaft can be seen sitting next to it. The larger intermediate shaft features deeper As previously mentioned, all DieselSite transmissions (even the Legendary E40D it builds) come with
splines, calls for a larger center support hub (with dual bushings), and is reserved for DieselSite’s steel planetaries for utmost strength. Along with being stronger, a steel planetary resists heat more
top-of-the-line, competition-ready Hercules 4R100. effectively than aluminum (aluminum units are known to soften and even crack).
Precise machining of the center support tightens up its tolerances considerably. And to prevent Once the new and improved center support had been installed, the center support bolts were
any internal leakage from occurring, the center support is sealed to the transmission case itself. threaded in and torqued to spec. Torquing these bolts to the proper specification is crucial.
A spiral snap-ring is also utilized over the center support, along with a center support bearing. If they back out, the result can be excessive heat, loss of Reverse, and even the loss of the
transmission’s forward gears.
(Left) Not unlike the

transmission case, the
transmission pump can
become warped over time
(mostly due to heat and
wear), so the transmission
pump is resurfaced prior to
being modified to provide
increased line pressure.
Then both halves of the
pump are joined together
and torqued to spec.
(Right) Using a host of

custom parts, the folks at
DieselSite build each valve
body in-house and set
them up for firmer shifts to
increase clutch life. Simply
put, the shorter the shift
duration, the less wear
there is on the clutches. We
consider this the icing on
the cake with DieselSite’s
transmission, as it eliminates
the sloppy shifts that factory
4R100s are notorious for.

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After assembly, each valve body is tested on a vacuum test stand before being installed. This
hydraulic pressure test ensures that no internal leakage occurs within the valve body.
In stock form, the 4R100 utilized an external cooler bypass tube, which redirected transmission With the transmission case chock full of custom, proprietary, and upgraded components, the
fluid from the pump back to the transmission’s return line instead of routing it through the cooler. tail housing was fitted over the billet output shaft and bolted into place. Keep in mind that our
This was done to bring transmission fluid up to adequate operating temp sooner. The problem transmission is a two-wheel-drive version—which has a different tail housing and output shaft
is that the bypass tube is prone to failure, which prevents flow to the transmission cooler, than 4x4 units—so it may not look exactly like the one underneath your truck.
culminating in an overheating scenario. On top of that, even when operating perfectly, the bypass
never fully closes—meaning full fluid flow to the transmission cooler never happens under any
operating condition. DieselSite fixes this common problem with its transmission cooler bypass
delete kit, which allows for removal of the bypass tube and includes a banjo bolt that’s void of a
spring and check ball (the key restriction in fluid flow to the cooler). The job of transferring all power from the
engine to the transmission is left in the
hands of one of Dieselsite’s Legendary
billet torque converters. For standard
transmission builds, this converter is
rated to handle up to 550 hp, but in our
case (a performance application) we were
given a converter that was fully splined
and void of damping springs. Without the
damping springs, this triple-disc unit can
support 1,000 hp.
In addition to offering billet shaft upgrades, a

Mag-Hytec high capacity transmission pan can
also be included in a Legendary 4R100 build.
These deep pans increase fluid capacity by 8
quarts (for added cooling ability), come with all
new hardware (bolt kit), a magnetic drain plug, and
an O-ring seal machined into the cover.
An ID tag complete with a serial number signifies the final touch on each Legendary 4R100. Every
unit DieselSite builds receives this badge of honor on the lower rear portion of the transmission
case.

To verify that each transmission

it builds is 100% ready to go,
DieselSite tests all units on
its state-of-the-art, in-house
transmission dyno. Equipped with
a BlueReach Automation data
acquisition and control system,
the dyno can duplicate real-world
driving and load conditions, as well
as upshifts and downshifts.
Now for the bottom line: What does a Legendary 4R100 cost? Surprisingly,
pricing begins at $2,799 without a torque converter (or shipping costs) factored
in. Adding a Legendary triple-disc converter rated
for 550 hp to the equation only increases the
price point by $700. At $3,499, this makes
DieselSite’s Legendary 4R100 one
of the most affordable high-quality
tow performance automatics on
the market today. For competition
use, DieselSite offers a built-to-
order Hercules 4R100 option
right). This transmission is fitted
with exotic components such as
a billet forward planet assembly
and forward clutch drum, Aermet
billet input shaft, a larger diameter
billet intermediate shaft and billet
output shaft, and the aforementioned
fully splined, dampless triple-disc torque
converter rated for 1,000 hp.

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FEATURE 1975 FORD F-350

YOUNG CODY JONES TEXT BY KYLE TOBIN PHOTOS BY CHRIS TOBIN DIESEL WORLD MAGAZINE
CUSTOMIZED HIS W
hen you’re 14, everything in the world around you seems bigger.
When you’re 14 and your dad owns a diesel truck repair shop, all
you want to see is bigger and badder trucks. Cody Jones from
PERFECT TRUCK FROM

Spencer, Indiana, starting working with his dad, Bo Jones, at Jones
& Sons Truck Repair shop from an early age and began dreaming
up the perfect rig. From 14 years old, his dad helped Jones put
every cent of his money into building a truck that would take four and a half years
A ’75 FORD F-350

to bring to life. Out of the rough shell of a 1975 Ford F-350 dually pickup truck, a
uniquely customized semi-like machine would emerge.
But the Jones family had to start somewhere and the frame and chassis was a
good place to begin. Right away, young Jones knew he wanted a beast of a truck
standing strong and tall, so beefing up the frame was priority one. With a practically
seamless splicing together of two 1990 Ford frames, the chassis was bolstered to
handle a new powerplant and a planned total of nine inches of lift. Matte black
coating along the frame and entire undercarriage cleaned up the underside and
blended with the black-on-black theme. The ’90 front and rear ends were outfitted
with an International 9400 air suspension in the rear and Skyjacker 9000 shocks up
front. Keeping up with the towering lift and aggressive suspension are the 22.5-inch
Accuride Steel semi-truck wheels and 11R22.5 Michelin XDY3 tires.
With a rugged chassis ready to take on the world, Jones was able to turn his
attention to finding the perfect heart for his beast. A 1996 12-valve Cummins
engine was selected for the job, but it would need a few modifications
before making it into the truck. Jones fabricated a custom piece for the
Cummins’ intake. To keep up with the demand for fuel,
an Aeromotive A1000 fuel pump was added. Keeping
with the semi-truck theme, Jones equipped a Garrett

 Jones and his dad expertly grafted two 1990 Ford frames into one then painted the new
 With 9 inches of total lift and huge 22.5-inch wheels and tires, Jones installed dual Skyjacker “super frame” matte black. The custom front driveshaft wasn’t finished and installed yet at the
9000 steering stabilizers to keep the truck pointed in the right direction. time of our shoot, but it is now there to put power to the front axle when needed.
 The ’90 rear end with its International 9400 air suspension adds to the capabilities of the
truck while the mud flaps and air horns weave the dually in with a big-rig semi.
BUILT JONES TOUGH

intercooler from a 1990 Kenworth rig. A 55mm H1C turbo was installed to boost the
power, but Jones later upgraded to a 60mm HX40. Along with the later upgrades
came 191 delivery valves, 60-pound valve springs, 4,000rpm governor springs,
new head studs, .093 injection lines, and a custom-fabricated boost fooler using
the air system installed on the truck. A 1990 Eaton Fuller six-speed transmission
sourced from a school bus and a double-disc clutch from a semi truck completed the
package. This custom configuration comes in at over 400 estimated horsepower to
give Jones a potent but very drivable combination.
But some really unique custom work began to make this rig stand out with its
8-inch exhaust system. Traveling down the center of the undercarriage, the custom
fabricated exhaust splits toward the rear into twin side-exit tips positioned just in  Semi-truck wheels 22.5 inch across with bronzed-chrome caps and lug spikes combine with
front of the rear dual tires. The angle-cut tips are further customized with sharp the tall rubber of Michelin XDY3s to fill out the lifted look.

 Fitting just like it was meant to be is a 1996 12-valve Cummins to bring new life to the old  To keep the intake charge from the HX40 turbo cool, Jones installed a Garrett intercooler
Ford. Note the custom intake Jones fabricated to get the intake charge from the intercooler to out of a 1990 Kenworth. He painted custom red Ford script on the core to set the big
the cylinder head. intercooler off.
 The Eaton Fuller six-speed transmission connects to the divorced transfer case
with a short driveshaft that also features an integrated pneumatic parking brake
for which Jones fabricated a new linkage to work in this application.
BUILT JONES TOUGH  Jones’ custom side exhaust showcases the teenage dream as it dumps black smoke from just in front of
the dual rear tires out of the custom fabricated fighter jet-inspired tips.
triangles and faux gun barrels, giving an aggressive fighter jet/rat rod
style melded into the oversized, rugged pickup/semi.
Jones’ approach for the exterior was simple: Make it big and make
it black. Its stance with the modified suspension and double-stacked
frame already made the ’75 F-350 look imposing, but that was just
the beginning as the custom fabricated front and rear bumpers began
taking shape. The matte-black coating on the heavy duty bumpers ties
in well with the matte finish on the exhaust and chassis. To enable entry
into the towering machine, Amp Research motorized side steps were
adapted to the early model Ford. Jones did the body work and painted
the smooth, glossy black body paint himself to finish the transformation
from the rough shape the F-350 was found in to the show truck it’s
become. To set the truck off at shows and events, he fabricated and
installed a front end tilt conversion to allow people to view the Cummins
engine from ground level as they walk by. Spyder headlights with LED
rings bring some modern flair to rig’s classic and capable look.
The interior was kept straightforward with the stock black-on-black

color scheme staying intact. Jones added custom touches though, as
he extended the semi-truck feel inside with a semi wheel and semi
gauge cluster. He also pulled in the rat rod influence again with his

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steering. Borgeson U-Joint and shaft assemblies Part #800328 Manufactured from all new components this is a direct
give a tight precise feel to the steering. Original replacement Hi-Flow power steering pump for the 1994-2002 Dodge
steering shaft assemblies are not designed Ram 2500 & 3500 trucks with the Cummins Turbo Diesel motor. This
for towing, plowing, off-road use or body lifts. pump has the output pressure/flow calibrated to 1450-1550 PSI and
Borgeson replacement steering shafts are so 3.5 GPM to provide your Ram with all of the power its steering needs.
strong, they will probably outlast your truck! Includes new powder coated reservoir, cap and drive key.
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#800123 Fits all OEM and after-market pitman arms.
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BUILT JONES TOUGH
chrome “brass knuckles” that control a
pneumatic parking brake as well as train
horns installed under the rear of the
truck to cap off the big-rig vibe. And of
course, custom tunes weren’t forgotten,
as Jones installed a Kenwood head
unit and modern speakers installed at
factory speaker locations in the doors.
Putting in every bit of time and money

he could from an early age, Cody
Jones was successful in building a
truck customized to perfectly live up
to his imagination, and he still put
less cash into it then he’d have spent
on a brand-new F-350. Pulling ideas
from years spent around semi rigs and
diesel pickups, Jones transformed an
old junker into a beautiful machine that
truly stands tall—literally. This beast of
a truck proves a teen, a dream, and a
little hard work have no limits.
 Custom-made front and rear bumpers help balance the aggressive utility look of the massive truck with their beefy proportions and Jones’
heavy duty fabrication.
 Gleaming brass knuckles control the air-

actuated parking brake and air horns while a
Kenwood head unit controls his tunes to finish
off the modifications inside the spacious cab.
 The Amp Research motorized step helps you get up and into the lifted rig, thanks to custom fabricated mounts that allowed Jones to install the late-model steps on his early-model truck—but you
do have to put your legs directly in the sights of two gun barrels to use it.

BUILT JONES TOUGH
 As if the truck was not unique enough, Jones converted the hood and front fenders to a tilt configuration to help the big truck really stand out in a crowded truck show.
 The simple black interior was kept mostly original with a few alterations like the  The bed of the truck houses a large 100-gallon fuel tank for insane driving range and a diamond plate
semi-truck steering wheel and big-rig gauges. storage box to keep loose items from sliding around the bed.

The night was capped off by a 6.5L diesel-powered Monte
Carlo drag car, which has to be one of the oddest creations
we’ve ever seen on a dyno. All the engine had for modifications
was a tweaked injector pump, and it sounded like a low-rpm
smoke belching big block as it wound up on the dyno. The
power number through the non-lockup transmission was an
unimpressive 214 rwhp, but everyone had a good time.
After all the delicious food from Glenn’s Catering was eaten and
all the trucks left the rollers, it was clear that Jefferson State
had beat out the rain and still hosted one heck of an event.
With many competitors promising to come back “bigger and
better” next year, Jefferson State’s dyno day was a great way to
close out the year, and we can’t wait for a warm-weather redo
in 2017.
 This ’02 Dodge equipped with a VP44-pumped Cummins engine did

quite well for being in the Stock class. The blue beast laid down 437 hp
along with 932 lb-ft of torque.
 The highest-horsepower Ford of the

event belonged to Shaun McMaughton,
who cranked out 571 hp. A few days
later on a different tune the truck
topped the 600 mark with a 609hp
pull.
 A set of hefty wheels and tires didn’t

seem to hurt Ajay Munger’s truck any.
His Idaho Rob-tuned Chevy was the top
Duramax-powered truck, with a 460
horsepower pull.
 Built on a tight budget, Blake Iskara

figures he has about $10,000 in his
11-second Dodge including the cost of
the truck. The quick two-wheel drive
didn’t disappoint on the dyno, as the
12-valve Cummins laid down 602 hp
on a single turbo without nitrous.
 Arvind Saini made 640 hp to the

wheels with his ’03 Ram. The truck has
a Jefferson State Diesel transmission
and 66mm/80mm compound-turbo
setup. More fuel is next!
 One of the stronger Fords at the

meet was the 6.0L Power Stroke-
powered ’03 that belonged to Rich
Matlock. The Ford was equipped with
a 68mm BD PowerMax turbo, 190hp
injectors, and laid down 494 hp along
with 835 lb-ft of torque.
 They don’t get any lower than

Eduardo Acevedo’s two-wheel-
drive 6.0L-powered Ford, which was
another Blue Oval that put down some
good numbers. That day, it hit the
rollers to the tune of 534 hp, but has
made much more on nitrous.

WINNERS
STOCK CLASS
Jay Lynch, ’07 Dodge Ram 2500, 536 hp / 1,061 lb-ft
FUEL ONLY
 After Les Szmit’s puller hit more Aaron Flournoy, ’95 Dodge Ram 2500, 867 hp / 1,395 lb-ft
than 900 hp you’d think that he’d
be happy, but no. He convinced
UNLIMITED
a brave crew member to spray Les Szmidt, ’07 Dodge Ram 2500, 1,143 hp / 1,693 lb-ft
nitrous directly into the intake on
the next dyno pull, spinning the
rollers to an astounding 1,143
rear-wheel horsepower.
 Brad Ponci made the trip down

in his ’11 GMC from his shop in
Fortuna, California. The tune-
only Duramax laid down 436 hp
and 842 lb-ft—a pretty good
improvement over the factory
numbers.
 Jeremy “Stomp” Torgersen

was another participant that had
one heck of a Dodge, featuring
compounds with an insanely loud
Garrett atmosphere turbo. After
making 527 hp on his towing tune,
he cranked it up a little more and
laid down 603 hp.
 Newer 6.7L Fords are proving

to be quite decent at laying down
some power. This stock-class ’15
owned by Payton Davis made 502
hp and 986 lb-ft of torque.
 Aaron Flournoy had hands-

down one of the cleanest engine
bays in the competition. It was a
new engine so he didn’t want to
lean on it, but the 13mm P-pump’d
12-valve cranked out 867 hp at the
wheels at more than 4,000 rpm.
 Ahhh, the Monte Carlo. Owned by “Tim M” the race car shook, rattled
and rolled the dyno to 214 hp. “After the big-block blew up we needed to do
something fun with the car, so we threw a diesel in,” says Tim. He laughs:
“It feels pretty good for about the first 30 feet on the launch.”
 If you’re a Ford fan, it’s hard not to drool over Mike Lippner’s ’95, even
though it is Cummins-powered. The super-clean and super-long truck
put down a stout 562 hp, with lightning quick-spooling 57mm/66mm  Chris Werner, co-owner of Jefferson State Diesel, is quite well-known in the area for his 12-valve tuning. After
compound turbos and barely any smoke. picking up a little regular cab, a few tweaks and a 63mm BorgWarner SX-E turbo was good for an impressive 570 hp.

DAY ONE: DRAGS
UCC 2017 kicked off with the drag race, where competitors
would vie for the quickest elapsed time down the quarter mile
track. At the back of the group was the unfortunate Chase
Fleece, whose Dodge Ram launched with too much power and
swapped lanes, resulting in a disqualification. In front of him
was Todd Welch and his ’96 Ram, which chugged and smoked
its way to a 15.73-second run. Unbeknownst to them, a leaky
air-to-water intercooler core was injecting huge amounts of
water into the engine, and killing it when the boost hit. Anthony
Reams also had issues with an aborted 15.57-second run, but
that didn’t compare to Ashley Black, who broke his block well
before the eighth-mile mark and coasted to a 14.07-second
pass. Jaran Holder was just ahead of Black, and a bouncing
13.96 is simply miles away from the 10s the truck is capable
of. Andrew Tovornick from Midget Diesel also expected to be
competing for the win, but a coasting 12.86 ET would be his
last run of the event. Shawn Baca had shifting issues and ran a
12.28 with only about 300 feet of that pass under power. Just
ahead of Baca was the traction-less Randy Reyes, who slipped  Shawn Ellerton had a tough
and slid his 9-second dually to a 12.24-second time. weekend in his Ford. After he ran
into shifting issues at the drag
strip, his engine prompted an early
Running a 10 or 11-second quarter mile in a 7,000-pound truck exit on the dyno thanks to a bottom
is no easy task, and with three trucks in the 11s and six entries in end failure.
the 10s, it was clear that some of these competitors weren’t here
to play games. As with the 12-second group, a few of the trucks  Jesse Warren’s Warren Diesel
in the 11s also had problems. Cody Hopkins from Destructive Injection-sponsored 6.0L Ford had
a unique turbocharger combination
Diesel and Shawn Ellerton both had shifting issues, running
that incorporated a 4.4-inch Holset
11.56 and 11.64, respectively. Also in the 11s was the much- and produced more than 100 psi of
anticipated Wagler entry, which was on its way to a 9-second boost!
pass when the engine suffered a meltdown just past the eighth
mile, resulting in a 11.45 ET.  Ashley Black’s beautiful Ram
has been in the low 9s, but his first
pass at the drags was also his last
The 10-second group was a mixture of heavy trucks, lower
thanks to a broken block.
horsepower rides, and runs that didn’t go as planned. Ben
Shadday was a member of this group; the experimental engine in  Aaron Rudolf and Rudy’s Diesel
his Dodge blew a head gasket while still pulling off a 10.93 at only were another team that had to
79 mph. Up from there was the surprisingly competitive Revmax make a mad thrash over the
entry of Tom Hauser. The Dodge clicked off a 10.79, proving that weekend. Rudy’s crew pulled an
all-nighter and replaced the entire
this 2WD truck could put up a number at the dragstrip. The first
engine just in time for the sled pull
Ford to the 10s was driven by Wesley Beech, who laid down a on Sunday.
10.59 before making a mysterious exit. The Rudy’s Diesel 6.4L
drag truck was also a member of the 10-second club, running
a 10.21-second pass at 141 mph. Two heavyweights were just
ticks away from the 9s, as Jesse Warren’s 7,600-pound monster
ran a 10.20 at 144 mph and Zach Fuller from Starlite Diesel
managed a 10.05 in his Chevy dually.

 Anarchy Diesel tuning brought this slicked-down Dodge to the event,  Derek Rose with the DNR Customs ’06 Ram came in second place at the drag race portion of the event, where
and were looking good until they too couldn’t make the final event. he ran a strong 9.16 at 148 mph.
 Ben Shadday from Done Right Diesel had one of the most enormous compound setups
we’ve ever seen. With a 136mm turbo blowing into a 102mm blowing into a 6.7L Cummins,  Mike Graves of Hollyrock Customs has one of the fastest full-weight, full-interior GMCs
he was sure to make some power, and was running in fifth place until he failed to make the we’ve ever seen. On his final shot he threw everything he had at it and ran an incredible 9.55
call for the sled pull. at 149 mph!
 Lenny Reed and Dynomite

Diesel Performance got behind the
Canada-based Armor Inc. Dodge,
which was in the running for a top-
five finish at the dragstrip, with a
9.52-second quarter mile.
 Chase Fleece had a single

sideways pass at the drag strip,
which resulted in a lane swap
and no time. If he’d made another
pass, he would have definitely
improved on his overall finish.

There are only a handful of 9-second diesel trucks in the nation,
and we were lucky enough to witness six of them at UCC 2017.
The Anarchy Diesel Ram was the first truck into the 9s with a
9.91, followed by the Jag’s Pro Shop Dodge, which broke right
before the finish line and coasted to a 9.797 at 105 mph. Mere
inches away was the Trippplemax ’06 Chevy, which with a 5.84
eighth-mile was on the way to an 8-second run. However, the
output shaft on its Dodge transmission broke on the overdrive
shift, and the truck coasted to a 9.796-second time. Two
Duramax-powered entries surprised us with 9s as the Allison-
transmission trucks of Husker Diesel and Hollyrock Customs
clicked off a 9.62 and 9.55 respectively. There was only one
truck in the bottom 9s: Derek Rose hit a 9.16 in his all-aluminum
Cummins-powered Ram 2500 and made it look easy. And then
there was one. In a virtual repeat of last year, the sub-5,000-
pound Firepunk Ram driven by Lavon Miller was the only truck in
the 8-second zone, clicking it off early, still managing an 8.63,
and winning the drag portion of the event by a healthy margin.  Wesley Beech made a solid 10-second run on the track, but didn’t make the call for the dyno the next morning.
 Holderdown Performance hit it a little too hard on the line with their 6.0L-powered Ford and
 Husker Diesel had another flyin’ Duramax-powered truck, and ran a 9.62-second ET before never got a good pass in the bag. Owner Jaran Holder would have a lot of catching up to do on
mechanical gremlins kept the truck sidelined. both the dyno and pulling track.
 Jeremy Wagler had more hype behind his supercharged turbocharged tube-chassis puller  Lavon Miller was the odds-on favorite to win at the dragstrip, running a 8.63-second sprint
than any other vehicle in attendance. The 2WD launched with a good 1.45-second 60-foot and lifting at 1,000 feet. Miller put a half second on the next closest competitor and took the
time, but had problems down-track and was limited to an 11.45-second run. well-deserved win.
 Smokey burnouts? Yep, the Revmax entry was a low two-

wheel-drive, but owner Tom Hauser was still able to pilot it to
a 10.79 at 125 mph at the track.
DAY TWO: DYNO

Day Two of the Ultimate Callout Challenge saw
a surprising number of competitors out due to
breakage at the dragstrip. Still, there were 20
trucks left to spin the rollers and see who reigned
supreme. With an entire evening between the drag
races and the dyno runs, there was a good amount
of mad thrashing going on overnight. Event favorite
Lavon Miller had his engine out, as did Ben Shadday,
who brought a spare bullet. The XDP team switched
to a single turbo after their triple setup failed, and
Rudy’s Ford only had one gear left in its Dodge
transmission (well, one plus reverse). Notably absent
was the Wagler Performance two-wheel-drive, the
10-second truck of Wesley Beech, and the flyin’
Duramax-powered Husker Diesel entry, which ran a
9.62-second ET the day before.

When the smoke cleared (literally), there were some familiar
faces atop the podium, and probably the biggest surprise of
the year as well. Having the dubious honor of taking last place
among the trucks that were still working was Todd Welch and
the Power Driven Diesel team. As with their experience on the
dragstrip, the PDD crew had unforeseen problems on the dyno
as a pump key sheared off and the injection timing slipped mid-
pull. With less than half as much boost as normal, the 12-valve
Ram only put down 754 hp along with 1,308 lb-ft of torque.
The Revmax entry jumped up well past PDD. On the dyno, the
Dodge made 996 hp and 1,636 lb-ft of torque, which were very
impressive numbers through a 68RFE transmission.
Since the dyno competition was based on horsepower

and torque combined, a couple entries that were high on
horsepower but low on grunt were next. After running a 10.20
at the dragstrip Aaron Rudolf needed to make some serious
power, but his engine had other ideas. When they pulled it on
to the dyno, Rudy noticed that the oil pressure needle never
moved from zero. Broken gauge? Nope—no oil pressure! Still,
he made the decision to press forward with a dyno run that saw
the engine lock up, but only after a 1,122hp, 1,577 lb-ft pull.
Obviously, those weren’t the numbers Rudy was looking for, but
he remained upbeat: “We have 20 hours until the sled pulls.  Wade Minter in his GMC was
We’ll get it fixed!” the leader for most of the day
on Custom Auto’s Superfl ow
dynamometer, with an awesome
Just a few points ahead of Rudolf was the Destructive Diesel 1,960hp pull. He also cranked out
entry (with 1,105 hp, but with more torque than Rudy) followed 2,727 lb-ft of torque, which made
by Shawn Ellerton’s spectacular engine explosion at 1,062 hp him the highest placing Duramax-
and 1,843 lb-ft, and Anthony Reams’ turbo-splitting 1,197 powered ride
hp and 1,709 lb-ft. Just ahead of Ellerton and Reams were a  Despite cool ideas like this
grouping of trucks that made plain solid runs as evidenced by nitrous intercooler chiller, the
their healthy horsepower and torque numbers. Zach Fuller from Kingspeed entry’s only event
Starlite Diesel made 1,227 hp and 1,862 lb-ft, and Hollyrock was the dyno competition, where
Customs backed up its awesome 9.55-second dragstrip time it managed to churn out 1,576
horsepower.
with a 1,385-hp, 1,811-lb-ft dyno pull. Perhaps the two closest
competitors were two Fords, the 6.7L-powered truck of Dan  The Snyder Performance
Snyder (who had just missed the drags), and the 6.0L of Jaran Engineering entry was another
Holder. Holder was the first truck to break 2,000 lb-ft of torque, truck that missed the dragstrip,
with a massive 2,159 lb-ft (along with 1,172 hp), but Snyder but the mean Power Stroke made
was the horsepower king at 1,400 hp, and 1,933 lb-ft. In the up for it in the dyno competition,
where it cranked out 1,400 hp
end, the combined reading was 3,331 to 3,333, with SNyder along with 1,933 lb-ft of torque.
winning the matchup in a nail-biter. Josh Gruis and Cody Hail
both had 9-second passes at the track, and they were close on
the dyno as well, with Gruis barely edging out Hail thanks to a
bit more power, 1,393 hp versus 1,372.
We expected the top trucks to make insane power levels, and

they didn’t disappoint, with 10 trucks and teams above 1,500
horsepower. Chase Lunsford from Kingspeed used a load of
nitrous to spray his way to 1,576 horsepower and 2,307 lb-
ft of torque. Donovan Harris broke the 1,600hp mark in his
common-rail Dodge but was outpaced by Jesse Warren’s ’06
6.0L truck, which made 1,611 hp and an astounding 2,422
lb-ft of torque. An astounding number of Cummins-powered
Dodges were close to or over the 1,90-hp mark, as Randy
Reyes made up for his dragstrip outing with a 1,898hp pull,
Chase Fleece hit 1,855, and Ben Shadday came in at 1,930 hp
but toasted another head gasket in the process. There to ruin
the Cummins party was Wade Minter, who laid down more than
1,700 hp on fuel alone, then sprayed to a mammoth 1,960-hp,
2,727 lb-ft throwdown. Minter’s run was early on in the day,
and as the afternoon progressed, we wondered if anyone would
catch him.
Ten years ago, 1,000 horsepower was an incredible number,

but now it seems like the 2K mark is what everyone was
shooting for. A few teams had already tested close to or over
2,000 hp, and with a brand-new aluminum Cummins, Derek
Rose wasn’t looking to hold back. With copious amounts of  Shawn Baca’s Industrial Injection-sponsored Dodge Ram was the winner on the dyno, with a mental 2,447
fuel, his Dodge was the first truck to hit the magical number, horsepower and 3,311 lb-ft of torque. Unfortunately, the dyno was Baca’s only bright spot, as he had troubles on
with a nitrous-assisted 2,047hp pull. At this point, only two both the dragstrip and on the pulling track.

trucks could beat him—Shawn Baca’s outrageous Dodge and
the common-rail of Lavon Miller. Baca was first up, and the
cold-blooded truck was barely running on the dyno. Would the
favorite be out? With just minutes to spare on the 20-minute
time limit, a stuck nitrous solenoid was discovered and Baca
was up and running. With a huge set of triple pumps and
triple turbos, Baca didn’t disappoint; 144 psi of boost and
three 0.088-inch jets resulted in an incredible 2,447-hp,
3,311 lb-ft pull that left us wondering how it could be beat.
But there was still one competitor left. From deep in the
pits we heard the unmistakable thump-thump-thump of a
Super Stock sled puller. There was just one problem—there
weren’t any of those trucks in attendance! Or so we thought.
In a herculean effort to win the dyno competition, Lavon Miller
and team Firepunk had switched to a 3,000-plus horsepower,
mechanically-injected 6.7L with a 17mm Sigma injection pump.
In one of the wildest dyno runs ever, Miller revved the truck past
6,000 rpm and set the brakes on fire trying to beat Baca, but
in the end he came up just short, with a 2,399-hp, 2,712-lb-ft
dyno run that will be forever seared in our memories.
DAY THREE: SLED PULLS

As Day Three rolled around, there was only one event left: the
sled pull. The dyno had taken out a few more trucks, most
notably Ben Shadday, who had been in fifth place. Lavon
Miller was holding on to first, but it was far from a runaway.
Derek Rose, Wade Minter, and the DDP/Armor Inc. truck were
all right on his heels should he make a mistake. “I see a lot
 After running 144 mph at the
of unreinforced axles around here. This is going to be bad,”
track, we knew Jesse Warren had
some serious power. He proved it one of the sled operators noted. Unlike drag racing (which is
the next day on the dyno, as the hard on driveline parts), sled pulling is absolute murder, and
“obsolete” Power Stroke made an it looked like we were in for some carnage. Once the smoke
impressive 1,611 horsepower and cleared, the Rudy’s Diesel entry, Power Driven Diesel, Firepunk,
2,422 lb-ft.
Hollyrock, Randy’s Transmission, and Industrial Injection were
all left with broken trucks. But the question remained: How far
 Randy Reyes was the winner did they pull?
of the ATS Gauntlet Challenge,
so everyone expected big things Out of the trucks that remained, the shortest distance of
out of the street-driven dually. He
81.07 feet belonged to Shawn Baca in his Master Shredder
didn’t disappoint, and managed to
crank out 1,898 hp. Dodge, who was just having a heck of a time with the truck’s
transmission. Randy Reyes was truckin’ along in his dually until
he pretzeled a driveshaft at 141.09 feet. Dan Snyder’s beautiful
z XDP’s common-rail-powered drag truck had been completed just as the event started and
monster had a heck of a time at
didn’t have a weight bar. The ultra-light truck hopped its way
UCC. It ran 8s last year in testing,
but this time they broke the turbos, to 183.11 feet, third to last. Coming in 15th was the underdog
the transmission, and finally the 2WD of Tom Hauser, who added weight to the bed of his truck
engine itself. to improve traction and managed a 226.10-foot effort. In the
closest finish of any of the competitions, Zach Fuller from
Starlite pulled 247.01 feet while Aaron Rudolf pulled 247.02!
 Ever seen an all-aluminum
Cummins? Neither had we until Cody Hopkins also put in a strong effort, 255.01 feet, but was
Derek Rose showed up. A project slightly edged out by Holderdown Performance’s F-250, at
for most of 2016, the DNR 263.09 feet.
Customs entry used triple turbos
and a completely custom engine
It was expected that the top part of the field would finish in the
to be the first over 2,000 hp on
the dyno. 270 to 310-foot range, and indeed that was one of the densest
groupings of competitors. Mike Graves from Hollyrock Customs
had done well so far, and he was able to manage 275.11 feet
 In a surprise of epic proportions, before his rear axle gave up. Jesse Warren was first in the
Lavon Miller showed up to the
280s, with a 283.03-foot pull, right behind the Jag’s Pro Shop
dyno with a complete late-night
engine swap. The triple-turbo truck at 286.07. In sled pulling, battles are won by inches, as
Sigma pump Cummins had made evidenced by the 296.06-foot and 296.09-foot respective pulls
more than 3,300 horsepower on by Chase Fleece and Lavon Miller. After skipping the dyno due
an engine dyno, and Miller was to breakage, the Wagler Competition entry returned for the sled
ready for battle.
pull, where it proved that a 2WD could compete with a 297.05-
foot run.
With the Firepunk team failing to break the 300-foot mark,

the door was open for Derek Rose, Wade Minter, and Donavan
Harris to make their move. They’d need to put 20 to 30 feet on
Miller for a chance at the victory, and all three had incredible

 While Miller’s switcheroo on the dyno was the news of the event, Power Driven Diesel was right behind him with a complete drivetrain swap, including front and rear axles, a drop box, and
six cut tires. Their madness worked, and the mechanically injected Dodge won the pulls with a 321-foot run.
 Lavon Miller was in the lead going into the sled pull, and he needed a strong finish to secure  Starlite Diesel’s heavyweight Chevy was looking to make a move at the sled pull, and was
his title. With a tire and suspension change, both truck and driver were up to the task with a geared up to do so with a weight box and aggressive tires. A mid-pack 247-foot pull was good
296.09-foot effort. enough to land the Chevy in 8th place overall.
hooks. In a heart-stopping finale, all three trucks pulled past

310 feet, with Donovan Harris pulling the furthest at 312.11.
Which leaves us the winner of the sled pull. In an incredible

effort of labor, Todd Welch and the Power Driven Diesel crew
swapped out their entire driveline, replacing their drag racing
hardware with an SQHD rear-end and a HD Dana 60 up front. To
top it all off, the team ran six cut pulling tires, which brought the
truck up to ludicrous levels for the pull. To everyone’s surprise,
the setup actually worked, and put a good 10 feet on the rest of
the field with a 321.02 feet.
AND THE WINNER IS…

After the last hook, all that was left was to tabulate the final
results to see who would be the winner after three days of
unimaginable action. Unlike 2016, a number of competitors
were right on Lavon Miller’s heels this year, with Derek Rose
just a few points behind and Wade Minter right behind him, just
ahead of Donovan Harris. Jesse Warren also proved that Fords
can hang with the best of them and rounded out the top five.
But for the second year in a row it was Lavon Miller and team
Firepunk who took top honors. While Miller may have had one
of the best mechanical setups, there’s no dismissing all the
time and effort, lack of sleep, and hours of testing he and his
team put in to make sure they were in the best shape possible.
From first place to 27th, every team at UCC came to fight,
and the resulting melee and back-to-back wins by Firepunk is  Checks and trophies were given out to the winners of each of the events, along with the top three overall. But,
something that will be not soon be forgotten. Who’s ready for for the second year in a row, the $20,000 overall winner’s purse went to Lavon Miller and his incredible Swiss
2018? Army Knife Dodge.

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ALL BETS
EVENT LOCATION: ENNIS, TEXAS
SURPRISE WINNERS AND UPSETS AT THE NHRDA WORLD FINALS
BY JASON SANDS PHOTOS COURTESY OF NHRDA DIESEL WORLD MAGAZINE
F
For 13 years now, the National Hot Rod a leak, and Moody went on a single pass for the win,
Diesel Association (NHRDA) has held running a 6.97 at 197 mph in the quarter mile. In
one of the most exciting diesel events in Pro Stock, the cream of the crop was the ’41 Willys
the country—the World Finals. Over the owned by G&J Diesel and driven by Jarid Vollmer,
course of a season, racers battle it out which was nipping at the heels of the National
in the sled pulling and drag racing ranks record in the finals with a 7.57 at 184 mph.
for a spot at the World Finals in Ennis, Texas. It’s the
NHRDA’s season closer, a race that settles season- While Top Diesel and Pro Stock are tube chassis
long points battles and gives racers a chance to win creations, some of the most popular classes in
a coveted World Finals trophy. the NHRDA are Pro Street and Super Street, which
still feature full-bodied trucks. Pro Street is always
This year’s event saw closer action than ever, and interesting to watch, as a 4WD vs. 2WD battle
with nine drag racing classes and six sled pulling happens at nearly every race. This time, however, it
categories, there was a spot for every diesel from was two 4x4s in the finals, as Aaron Wiebe faced off
mild to wild. On the drag racing side of things, the against class favorite Lavon Miller in his 8-second
Top Dragster class saw the fastest times, with John Dodge. In a surprise twist, Miller had issues mid-
Robinson, Wade Moody, and Scheid Motorsports track, and Wiebe streaked on to the win with a 10.1
all making the trip. In a heartbreaker of a final, the at 144 mph against the faltering Ram. Super Street
Scheid dragster had to be pushed back because of saw an epic battle as Chris Budihar faced off against

ARE OFF
p Two of the nastiest and fastest Super Street trucks faced off in the
final, with Chris Budihar taking a close win with a 9.44 at 150 mph over
Phillip Franklin.

ALL BETS ARE OFF
Phillip Franklin. Buhidar pulled off the win
on a holeshot, with a 9.44 at 150 mph to
Franklin’s quicker 9.34. The last of the
heads-up classes was Hot Rod semi, where
Gord Cooper went way faster than anyone in
a semi should, 11.48 at 116 mph with his
twin-turbo nitrous-huffing big rig.
In addition to the heads-up classes, the

NHRDA also has a number of index and
bracket classes. The quickest of these is
10.90, where racers try and run as close
to that number as they can without going
under it. In the 10.90 class it was Will Terry
against Chris Perales in a 2WD versus 4x4
battle. The finals also saw a rare double
breakout, with both racers running under
10.90. In this case it was Chris Perales in p The Scheid dragster driven by Jared Jones set a quick elapsed time in qualifying with a 6.65-second blast. Unfortunately, mechanical
his ’01 Dodge, 10.89 to Terry’s 10.87. If problems in the finals gave the win to Wade Moody in his Duramax-powered digger.
the breakouts in 10.90 weren’t odd enough,
11.90 also saw a double breakout, with t Larry Brown entered
Verlon Southwick taking the win over Larry dual classes with his
Dodge, Sportsman and
Brown. Brown wasn’t done however, as he
Super Diesel. This year
also made it to the finals of the Sportsman was Brown’s year for
class where he beat last year’s winner, Trey Sportsman, as he took
Sikes, in his ’10 VW. The final bracket class a very close win against
was the Big Rig Bracket, which saw Jim Trey Sikes.
Disher’s awesome ’71 Kenworth take the
win with a 14.61 at 97 mph.
With a number of new winners, shattered

records, and fast-paced action, the
2016 World Finals was quite an event.
Congratulations are in order to all those who
participated, and we’ll be looking forward
to the 2017 season, where the NHRDA
continues to provide one of the biggest
shows in diesel.
t G&J Diesel’s Duramax-
powered Willys has been on
a terror in Pro Stock all year,
running consistent mid-7s
at virtually every track in
the West.
u Pro Street saw a surprise

upset, as Lavon Miller’s
8-second Dodge had
mechanical issues and
Aaron Wiebe motored by for
the win with an impressive
144mph trap speed.
p Gord Cooper’s Smokin’ Gun semi has to be seen to be believed; it set a new p The NHRDA’s 10.90 class has been growing in popularity as more and more competitors push their trucks
NHRDA record of 11.48 and won Hot Rod Semi in the process. to consistently fast times. The finals saw an all-Dodge battle between Will Terry and Chris Perales.

ALL BETS ARE OFF
p In addition to the drag racing action, there were different sled pulling classes to keep fans
p Wade Moody became the first with a Duramax-powered vehicle to run a 6-second quarter entertained. Everything from Work Stock to purpose-built pulling trucks could be seen all
mile, and was deadly consistently quick on the tree and down the track. around the grounds.
RESULTS
TOP DRAGSTER
2016 WORLD FINALS WINNERS
AND RUNNERS-UP
BIG RIG BRACKET
Wade Moody, Spitzer dragster 6.97 @ Jim Disher, ’71 Kenworth 14.61 @ 97.17
197.08 Ron Clifton, ’04 Peterbilt 23.31 @ 69.26
Jared Jones, Spitzer dragster (DNF)
SUPER STOCK SLED
PRO STOCK Jason Stott, “Addicted” 304.11
Jarid Vollmer, ’41 Willys 7.57 @ 184.57 Jim Greenway, “Gertrude” 304.01
Matt Kubik, ’98 Mustang (DNF)
PRO STOCK SLED
PRO STREET Jim Greenway, “Gertrude” 335.10
Aaron Wiebe, ’99 Chevy 10.12 @ 144.52 Amalee Mueller, “Save the Racks”
Lavon Miller, ’06 Dodge 11.59 @ 86.85 317.00
p Texas local Vanessa Hyndman took the win in Limited Pro Stock with a 342.01-foot effort, SUPER STREET LIMITED PRO STOCK SLED
squeaking by last year’s winner, Jim Greenway. Chris Buhidar, ’00 Ford 9.44 @ 150.82 Vanessa Hyndman, “Uncommon” 342.01
Phillip Franklin, ’06 Dodge 9.34 @ Jim Greenway, “MBRP Diesel” 341.03
145.05
2.5 CLASS SLED
HOT ROD SEMI Eric Whitmarsh, “Strictly Buisness”
Gord Gooper, ’68 Kenworth 11.48 @ 332.04
116.49 Aaron Powell, “High Rollin” 330.02
Jim Disher, ’71 Kenworth (DNF)
WORK STOCK SLED
10.90 INDEX Spike Fuller, “Pavement Princess”
Chris Perales, ’01 Dodge 10.89 @ 342.01
124.25 Jarvis Duecker, “Grasshopper” 293.01
William Terry, ’95 Dodge 10.87 @
122.91 DYNO
Clay Stewart, ’08 Ford F-250
SUPER DIESEL (11.90) INDEX
Verlon Southwick, ’06 GMC 11.86 @ 110.60 SHOW-N-SHINE
Larry Brown, ’07 Dodge 11.85 @ 113.32 April Pihlstrom, ’02 Chevy (pickup)
Tommy Howard, ’09 Peterbilt (combo)
SPORTSMAN Todd Nash, ’99 Peterbilt (bobtail)
Larry Brown, ’07 Dodge 11.94 @ 105.32
p The ironically named Pavement Princess was a winner in the Work Stock class for the Trey Sikes, ’10 VW 15.43 @ 88.74 For more results go to NHRDA.com
second year in a row with a 342.01-foot pull.
p One of the few Super Stock Diesel pullers on the West Coast, Jason Stott had his hands full p We’re not used to seeing Jim Greenway on cut tires, but this year he stepped it up a notch
with Jim Greenway, who had also entered the class with a second truck. Stott pulled off the and entered the Super Stock class. Instead of scoring a double victory, he came away short
closest win of the event, taking the victory by just a tenth of a foot! in a laser-measured finish.

!

!
TECH | DIESEL WORLD MAGAZINE BY J.S. HANSEN
HARRINGTON DIESEL
PERFORMANCE
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HIGH TECH TURBO

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HTTurbo.com
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The variable geometry turbo can be a great thing and perform well
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In the case of the 6.0L Power Stroke, the factory VGT came from Garrett and is
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can start to stick from soot build-up and the constant heat cycles from heavy use
and abuse. A vane position sensor, oil control solenoid, unison ring and the vanes
themselves are all parts that can experience issues over time and start to affect
turbocharger performance. These issues can reduce engine power, increase EGTs
and just make the truck less responsive and tough to drive. It’d be easy to swap a
worn-out stocker with another, but with time and mileage, you may start to run into
the same issues further down the road. But there are other options out there—non-
VGT options.
HARRINGTON DIESEL T4 CONVERSION KIT

02 Removing the old parts will take a few hours for a skilled mechanic, as the complete factory The complete non-VGT conversion kit from Harrington Diesel is actually quite simple
up-pipe system, turbo, pedestal and oil lines will need to be removed, along with a host of other and there aren’t a lot of pieces required to get that factory variable geometry turbo
parts to gain the access you need like the cold-air intake, FICM, and coolant reservoir. replaced with something a bit simpler in design. Fully TIG-welded 304 stainless steel
up-pipes and a turbo pedestal for a new Borg Warner S300 SX-E turbocharger are
the main parts to the kit, but Harrington also includes professional grade oil feed
and drain lines with OEM Ford O-rings for a leak free seal. You won’t need to worry
about trying to save your rusted out original up-pipe bolts, as the kit has new Ford
bolts included.
03 On the factory up-pipes, there are a few points of failure that the new Harrington T4 kit
will address. Most commonly, the passenger side up-pipe’s lower bellows will crack and leak,
causing poor turbo performance, a sooty engine compartment, and loud squeal in the cab. The
new system uses a much simpler and stronger bellows that will hold up better to the constant
heat cycles and exhaust pressure.
05 Once the up-pipes are slipped back into place between the engine and firewall, the
technician installs the supplied stainless steel pedestal, which bolts into the stock location with
factory hardware.
06 Next up was the turbine housing off the new Borg Warner S300 SXE turbocharger that will
replace the factory VGT unit. For this truck running stock injectors, custom SCT tuning and a
04 Sitting on the shop floor beside each other, you can see how much simpler the Harrington six-speed manual transmission, High Tech Turbo of Salt Lake City spec’d out their 62mm SXE
up-pipes are. Stronger bellows allow more flex and expansion. Full TIG-welded joints and the with a 73mm turbine wheel and custom machined .83 A/R turbine housing for a perfect quick-
stainless-steel construction will take the abuse of high horsepower and heavy towing with ease. spooling match.

08 The drain line will slip over the barbed drain outlet on the pedestal and wrap around back into the engine with the machined
adapter.
07 Before the turbo center section can go in, the oil drain
line needs to be connected to the pedestal and into the factory
drain location of the engine. Harrington includes this custom
machined adapter.
MAKE IT RELIABLE.
Since the factory up-pipes are prone to failure on the
passenger-side lower pipe, where the bellows can crack
and leak over time, Harrington uses a higher strength
stainless bellows that will allow for more flex and
expansion under higher horsepower and heavy towing
applications. The company claims it has yet to replace
a failed bellows in the hundreds of kits out on the road.
The supplied turbo pedestal will bolt directly in place of

the OEM unit using the factory hardware, and it’s well
thought out design makes installing the oil drain line
easy while allowing the new turbocharger to sit perfectly
in place on the engine block so the factory style intake,
intercooler piping and even the exhaust downpipe can 09 Next, installing the pedestal studs that were included into the turbo’s center section before slipping it into the turbine housing
be re-used. No need to buy an exhaust or intake specific and snugging down onto the pedestal.
for this turbo conversion, which can also save you time
on the install and save you on labor expense if you’re
paying a shop to do the installation for you.
S300 SX-E TURBOCHARGER

For the turbocharger, the latest BorgWarner S300
SX-E platform makes the perfect fit for the 6.0L Power
Stroke and offers a few advantages over the factory
VGT unit. The SX-E can be purchased in varying sizes
to fit your specific driving needs. The platform uses
BorgWarner’s latest Forged Mill compressor wheel
technology, which is one of the strongest, highest-
flowing designs available in turbochargers today. The
7-blade compressor wheel offers a broad powerband
and low surge points when paired with the right turbine
wheel size for your application. A 360-degree thrust
bearing aids in longevity in a high boost application
(35-45 psi) and the latest compressor cover design
offers a more efficient charge of air to reach the engine
for a more efficient burn in the combustion chamber.
In the 6.0L Power Stroke, the largest 69mm S300 SX-E
will supply enough air to support over 700 hp while
still offering good street manners as long as the right 10 Using some finesse, the turbo’s center section can be installed. Use caution not to hit or ding up the turbine wheel blades if you
injector and tuning combination is chosen to go with choose to install this way and not as a complete unit. Even the smallest bend or ding in the wheels can cause severe performance
it. While 700 hp is a bit on the extreme side of things, issues, like slow spool-up and low boost.

11 The new S300 SX-E and old VGT are very close in overall size, but we all know it’s what’s on
the inside that counts. The simplicity behind the SX-E is hard to beat for longevity and reliability.
No more vanes to stick or pressure regulators and internal O-rings to fail. After close inspection 12 You don’t see many regular cab trucks out on the road anymore, and even fewer with six-
of the turbo being removed, a damaged compressor wheel and damaged unison ring explained speed manual transmissions. This 2003 Power Stroke has seen its share of hard miles, but with
some of the slow response and poor drivability issues the owner was fighting that led to this turbo some elbow grease and a few new parts, it should make for a great daily driver and tow rig with
conversion to begin with. the new 62/73/.83 T4 SX-E turbo under the hood.
13 The BorgWarner S300 SX-E offers some great internal parts that should make for a very
reliable setup if it’s spec’d correctly for your needs and the boost and drive pressures are kept
within their max ranges. The Forged Mill billet compressor wheel, 360-degree thrust bearing 14 This swap couldn’t be any easier. The system will re-use your factory intercooler piping,
and high-flow compressor cover are all standard equipment. And compressor wheel sizes are exhaust downpipe and intake system. All that you’re swapping out are the oil lines, pedestal,
available in 62, 63, 64.5, 66 and 69mm. Whether you need enough air to support 350 hp or 700 up-pipes and turbocharger, and once it’s all back together, an untrained eye may not even notice
hp, the Harrington Diesel T4 conversion kit could be the answer to your airflow needs. that S300 hiding under the cowl.
MAKE IT RELIABLE.
the smaller 62mm and 63mm versions can offer great room to grow should some 155cc or 175cc injectors ever and there were no oil or coolant leaks, it was time for
towing performance with easier EGT control when be installed. With that larger turbine wheel at 4,500+ feet that first test drive. After taking it easy for a few miles
compared to the factory variable geometry turbo. Since elevation, a custom machined .83 A/R exhaust housing while the engine came up to temperature, we could
the 6.0L has always been known to be a little “laggier” was bolted onto the turbo to keep as much low end as already feel how completely different the powerband
or slower to respond to driver input, it’s good to keep possible, offering a little better spool-up compared to the felt than that of the non-VGT turbo. Along with the
in mind that a bigger turbo doesn’t always equal better. more popular .91 A/R turbine housing. much throatier exhaust note, this 62mm came up
Making sure you get the right size turbo for your needs on boost extremely quickly and actually put out less
is key to getting the best performing truck possible. RESULTS smoke. Light throttle driving around town showed a
Once the swap was completed, the truck needed to get significant improvement from the driver seat; the truck
On this build, the 2003 manual transmission truck is a quick ECM retune. Since the VGT sensors were no just felt like it was accelerating easier. On the Extreme
still running stock injectors with basic intake, exhaust longer being used, those parameters would need to be tune, a wide-open throttle run while rowing through the
and SCT tuning. This truck is used weekly to tow heavy turned off in the computer to keep it from tossing check gears, the pyrometer would easily touch 1,600 degrees
through the higher elevations of the Rocky Mountains, engine lights and throwing all sorts of codes. The right with the stock turbo. But the new SX-E reaches around
so Harrington Diesel worked with High Tech Turbo out of custom tune built specific for your modifications and 1,325 degrees and holds steady no matter how long
Salt Lake City to build something specific for the truck turbo size will also ensure the best turbo performance you stay in the throttle. Towing a heavy fifth wheel
owner. HT Turbo spec’d out the 62mm compressor, and drivability. If you’re not already running an SCT trailer, the owner tells us he’s now pulling big grades
since it’d be more than enough air for stock injectors, tuner or custom tuning from an experienced 6.0L in 5th and even 6th gear, where he used to have to
but they opted to go to the 73mm turbine wheel over Power Stroke tuning shop, Harrington Diesel can also drop to 4th to keep the EGTs under control. He’s
the smaller the 68mm wheel, which would’ve offered get you the custom files you’ll need. been extremely happy with the new turbocharger’s
slightly better off-throttle response. The 73mm turbine performance and says his mind is at ease knowing
wheel will be better at controlling EGTs and exhaust With the new tunes downloaded and after idling the there are less moving parts to fail and a more durable
backpressure at the upper rpm range and allow a little truck for a bit to make sure the up-pipes were sealed turbo and up-pipe setup under the hood.

OLD HUSTLE,
FEATURE 1994 FORD SVT LIGHTNING
NEW FLOW
A CUMMINS-POWERED
FORD LIGHTNING
ON THE HUNT FOR 7S
BY MIKE MCGLOTHLIN DIESEL
PHOTOS BY MIKE MCGLOTHLIN WORLD
MAGAZINE
I
& COURTESY OF RANDY MCCUDDY
f this first-generation Lightning doesn’t look familiar to you, it should. The

infamous Pro Street F-150 has been an on-again, off-again regular on the
diesel drag racing scene for the better part of a decade. Over the years, the
truck has perpetually gone faster and faster, and its biography
reads like a 10-second countdown. It has
been in the 10s, gone 9s,

OLD HUSTLE,
NEW FLOW
currently runs in the 8s, and could soon be in
the 7s…
After dipping into the 9s courtesy of a nitrous-

fed 7.3L and then pushing into the 8s with a
Cummins under the hood, you could say the
Lightning’s former owner, Zane Koch, built up a
bit of a reputation with the truck. This reputation
wasn’t lost on Dustin Jackson, and he leapt at
the chance to buy the old Ford when it came up
for sale in 2015. “The truck always turned heads
and laid down good numbers,” he told us. “I’d
known about its track record for quite a while.”
COMP 6.4 CUMMINS

Unfortunately, the 6.7L Cummins in the Lightning
spun a rod bearing on its first test pass of 2016.
Undeterred by the failure, Jackson decided
to upgrade to one of the toughest race-ready
common-rail engines on the market today: a
Comp 6.4 Cummins from Fleece Performance
Engineering. The 6.7L-based cast-iron block
is sleeved and machined to accept fire rings,
along with 14mm main and head studs. It utilizes  The common-rail Cummins powering Dustin Jackson’s ’94 Lightning was put together by Freedom Racing Engines, the engine building and
R&D arm of Fleece Performance Engineering. Called the Comp 6.4, it features a sleeved 6.7L block (hence the lower displacement), Haisley
the factory crankshaft, secured via a Haisley Machine girdle, ARP 14mm main studs, Carrillo connecting rods, forged-aluminum Diamond Racing pistons, and a high-lift Hamilton cam. A
Machine girdle, to swing a set of Carrillo rods Fleece Stage II cylinder head with oversize valves, Hamilton valve springs and push tubes, and 14mm ARP head studs resides up top. To keep the
and forged-aluminum Diamond Racing pistons. head gasket alive at more than 120 psi of boost, fire-rings are incorporated in the Comp 6.4 engine, and protrude into both the block and head.
 A pair of BorgWarner S400-based turbos from Forced Inductions act as one giant atmospheric unit
in Jackson’s two-stage, triple-turbo arrangement. Each S400SX-76R charger features a billet 76mm
(inducer) compressor wheel, 87mm (exducer) turbine wheel, and a stainless steel Tial turbine housing
with a V-band inlet flange. Both turbo oil drains were integrated into the chassis courtesy of Fleece
Performance Engineering.
 With two stages of turbocharging and triple-digit boost pressure, intake temps can get out of hand
in a hurry. To keep the temperature in check, this water-to-air intercooler from Precision Turbo &  The second stage of compression employs an S400-ET-R, also from Forced Inductions. It makes
Engine is employed, and resides on the passenger side of the cab. Here you can also see some of the use of a billet 88mm (inducer) compressor wheel, 96mm (exducer) turbine wheel, 1.32 A/R turbine
recent roll cage improvements, in which thicker-walled yet lighter-weight 4130 chromoly tubing was housing, and mounts to a Stainless Diesel T6 Monster Foot exhaust manifold. All intercooler and
required in various areas to meet the newest SFI 25.6 specification. exhaust piping was fabricated by the folks at Fleece.

CALIFORNIA AIR RESOURCES BOARD EXECUTIVE ORDER #D-778
122004 ‘94-’97 FORD 7.3L 125102 ‘08-’10 FORD 6.4L #321055 ‘01-’04 CHEVY/GM #321056 ‘04-’10 CHEVY/GM
3” ALUMINIZED 2 PIECE DOWN 4” ALUMINIZED 2 PIECE DOWN 3” TURBO DIRECT PIPE FOR 3” TURBO DIRECT PIPE FOR
PIPE EXHAUST KIT PIPE EXHAUST KIT LB7 DURAMAX LL7, LBZ & LMM DURAMAX
C.A.R.B. EXEMPT
409 STAINLESS
STEEL KITS AND
PARTS ARE ALSO
AVAILABLE
K4306A ‘94-’97 FORD 7.3L K4308A ‘94-’97 FORD 7.3L K5314A ‘94-’97 FORD 7.3L #162004, #165102, &
4” ALUMINIZED TURBO BACK 4” ALUMINIZED TURBO BACK 5” ALUMINIZED TURBO BACK K4306S, K4308S, K5314S
SINGLE EXHAUST KIT DUAL EXHAUST KIT SINGLE EXHAUST KIT
UPC BARCODES WILL NOW BE

APPLIED TO ALL NEW EXHAUST
PARTS AND EXHAUST KITS
DIAMONDEYEPERFORMANCE.COM
800-635-9950
 Dual 12mm CP3s from S&S Diesel Motorsport supply in excess of 30,000 psi worth of rail pressure  To ensure the CP3s never run out of low-pressure fuel supply, twin AirDog II systems are utilized.
for a set of custom Dynomite Diesel Performance injectors to use. Also note the Banks Big Hoss intake The 200gph lift pumps mounted at the rear of the bed rails pull fuel from a bed-mounted 7-gallon
manifold, which complements Fleece’s high-flowing Stage II cylinder head. polyethylene fuel cell.
 Efficient horsepower and torque transfer begins with a Rossler-built TH-400 automatic. The
aftermarket Turbo 400 case is stuffed with larger clutches, 300M material shafts, and sports a Neal
Chance lock-up torque converter within an aluminum Browell bell housing.
 During staging, a transmission brake and nitrous spool kit help bring the truck up to where it needs
to be for an ideal launch, which Jackson tells us is about 40 psi of boost. A bump box is used to inch
forward with the engine singing and the turbos up on boost.

A high-lift camshaft from Hamilton Cams rounds out the exotic hard parts found in
the bottom end.
COMPETITION CYLINDER HEAD

Maximizing airflow into and out of the 6.4L Cummins is a 24-valve common-rail
head, transformed into one of Fleece’s Stage II units. The worked-over head was cut
for fire rings, treated to extensive port work, and fitted with oversize valves (2mm
larger than stock). Competition valve springs and extreme duty push tubes from
Hamilton Cams reinforce the valvetrain, and 14mm ARP studs anchor the head to
the block.
2 LIFT PUMPS, 2 CP3S

The Comp 6.4 engine’s healthy diet of diesel begins with two 200gph AirDog II fuel
systems pulling fuel from a 7-gallon cell mounted in the bed. From there, twin 12mm
S&S Diesel Motorsport CP3s pressurize fuel, while a set of proprietary injectors from
 Handling the TH-400’s gear changes is an air shifter from Precision Performance Products. To save
Dynomite Diesel Performance inject massive amounts of fuel in a very short window.
weight, simplify things, and make use of the nitrous bottles already being used to spool the truck at the Tuning was handled by Ryan Milliken of Hardway Performance, courtesy of EFI Live
starting line, the air shifter is activated via N2O. and a 5.9L ECU.

OLD HUSTLE,
NEW FLOW
3 TURBOS & WATER-TO-AIR
As you can imagine, with a sleeved, girdled, and fire-ringed
Cummins saddled with 2,100hp worth of fuel, Jackson has no
misgivings about the kind of boost he throws at it. A two-stage
triple-turbo arrangement begins with a pair of Forced Inductions
S476 units acting as a large atmosphere charger, while an S488
(also from Forced Inductions) mounts to a T6 flanged Stainless
Diesel exhaust manifold. The twice-compressed intake air passes
through a Precision Turbo & Engine water-to-air intercooler, and
then a Banks Big Hoss intake manifold before entering the engine.
ROSSLER TURBO 400

To get as much power to the ground as possible without
overwhelming the rear slicks, Jackson turned to one of the
biggest names in the gasoline world: Rossler Transmissions.
The diesel-prepped TH-400 is fitted with 300M billet shafts,
a Neal Chance lockup torque converter, and a Precision air
shifter handles upshifts. The combination of the Turbo 400,  A four-link rear suspension and adjustable coilover shocks from Chris Alston’s ChassisWorks allow the truck to squat and
3.25 ring and pinion ratio, and 34-inch slicks mean a top hook the way you’d expect from an 8-second vehicle. The rear axle is a Strange Engineering Pro-Race 9.5 equipped with a spool
speed of 175 mph is theoretically possible. and 3.25 gears.
 Anyone who’s ever been around the old body style Fords knows that
the factory frame leaves much to be desired in the rigidity department.
Luckily for Jackson, the stock frame rails had already been boxed in when
he purchased the truck from its former owner, Zane Koch.
SPECIFICATIONS
1994
OWNER:
FORD SVT LIGHTNING
Dustin Jackson
HOMETOWN: Floresville, Texas
ENGINE: 6.4L Cummins “Comp 6.4” built by Fleece Performance
Engineering
SHORT BLOCK: Sleeved and fire-ringed 6.7L block with Haisley
Machine girdle, stock crank, ARP 14mm main studs, Carrillo connecting
rods, forged-aluminum Diamond Racing pistons, Hamilton camshaft,
Fleece Performance Engineering coolant bypass kit
HEAD: Fleece Performance Engineering Stage II fire-ringed and ported
24-valve head with +2mm larger valves, Hamilton valve springs, Hamilton
Extreme Duty push tubes, ARP 14mm head studs
FUEL: Dynomite Diesel Performance competition injectors, S&S Diesel
Motorsport dual 12mm CP3s, twin AirDog II 200gph fuel supply systems,
7-gallon fuel cell
AIR: Triple turbo arrangement: two billet Forced Inductions S476 units
with Tial V-band turbine housings, Forced Inductions billet S488 manifold
charger, Stainless Diesel T6 Monster Foot exhaust manifold, Banks Big
Hoss intake manifold, Precision Turbo & Engine water-to-air intercooler,
Fleece Performance Engineering exhaust and intercooler piping
TUNING/ELECTRONICS: Hardway Performance via EFI Live (5.9L
ECU), Racepak data acquisition system
TRANSMISSION: Rossler Transmissions Turbo 400 with 300M billet
shafts, Neal Chance lock-up torque converter, Precision Performance
Products air shifter
HORSEPOWER: 2,100 hp (est.)
TORQUE: 3,000 lb-ft (est.)
TIRES: 28x4.5x15 Mickey Thompson ET (front), 34x13.5x16 Mickey
Thompson ET Drag Slicks (rear)
WHEELS: 15x4 Weld Magnum Drag 2.0 (front), 16x16 Weld Magnum
Drag 2.0 (rear)
REAR AXLE: Strange Engineering Pro-Race 9.5 with spool and 3.25
ring and pinion
 Due to the inherent light weight of a half-ton Ford (and thanks to a recent diet), Jackson’s Lightning tips the scales at just 4,510 CHASSIS/SUSPENSION: Four-link rear suspension, Fleece
pounds with him in the driver seat. But while competing at the Pro Street weight minimum is a plus, Jackson has one more card Performance Engineering SFI 25.6 spec chassis, Chris Alston’s
up his sleeve: The wick is yet to be completely turned up on his engine. If this truck hooks with a couple hundred more ponies ChassisWorks adjustable VariShocks front and rear, boxed factory frame
making it to the ground, it could sail past its 7.99-second certification.

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 Thanks to help from Hardway Performance, Fleece Performance Engineering, Dynomite Diesel Performance, and AirDog, Jackson thinks the best is yet to come for his old-school Lightning. After all, he already
managed an 8.40-second pass with little effort in 2016—and that was prior to its recent chassis updates. “I believe we can do 8 flat right now, but I’m gonna push to get into the 7s,” he told us.
 The infamous flat-black Lightning has always been known for its hard launches and on occasion even pulling the front wheels off the ground. This shot was taken back when the truck was still being propelled
by a 7.3L and clicking off 9.90s. In its current low-8-second trim, cutting 1.3-second 60-foots is the norm, and with the recent chassis improvements performed on the truck Jackson should be able to get out
of the hole even quicker.

HUNTING SEVENS it spent the winter at Fleece Performance Engineering receiving chassis updates. As we
In late 2016, Jackson finally got to make his first full-power pass on the new engine went to press, the Lightning was the first Pro Street truck in the country to meet the
and transmission combination at the NHRDA World Finals. But after storming through new SFI 25.6 spec—meaning it can now make a 7.99-second pass legally. With plenty
the 1320 in 8.4 seconds (at a blazing 167 mph), it was immediately apparent that the of horsepower still on the table, we can’t help but wonder how long it will take for him
truck had outgrown its 8.50-second chassis certification. To make the truck legal again, to once again outrun the truck’s chassis certification.

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BALANCED POWER
TRACTOR TALK DIESEL WORLD MAGAZINE BY JIM ALLEN
1963 OLIVER 1600B
F
p Randy Goying’s ’63 1600D is a later year production or the 1963 model year, Oliver fleshed out its modernized and restyled lineup
B model. The B series changeover didn’t add all that by adding the 1600. It replaced the 880 model in the lineup and provided a
much to the diesel tractors. It’s a tricycle rowcrop model bridge between the 770, Oliver’s smallest 6-cylinder tractor, and the 1800, the
with Hydra-Power and adjustable-track rear wheels. It
also mounts a set of dual rear wheel adapters. Oliver’s
company’s most powerful six-cylinder. The new-style 1800 and 1900 (with a
method of stacking front weights was unique, and each GM 2-stroke diesel) had debuted in 1960 but were updated cosmetically and
slab weighed 115 pounds. mechanically to fit alongside the new 1963 line. The catchphrase was “Balanced Power,”
referring to the heavy cast grille that balanced the front and rear unballasted weight.
Like the 880 it replaced, the 1600 was powered by a choice of three engines, one gas,
one LPG and one diesel. All were sixes from Waukesha. The gassers or LPG engines were
either 231ci (’63 Series A) or 247ci (’63-64 Series B). The diesel was the Waukesha-
built, Oliver-badged 265ci, Lanova cell engine. The 1600 diesel output was rated at 58

TRACTOR TALK 1963 OLIVER 1600D
t The rowcrop version came standard with a narrow swinging drawbar,

three-point hitch with draft control and a 540rpm PTO. This tractor also has the
upgraded seat mounted.
PTO horsepower at 1,900 rpm in Nebraska tests. Waukesha had

moved past the Lanova cell combustion chamber and into a true
IDI system but built the Lanova specially for Oliver. Except for the
pistons, the block the Oliver version was similar to Waukesha’s
190-DLCA IDI. In road use, the 190DLCA was rated at 85 hp on
the flywheel at 2,800 rpm but there are no comparable numbers
for the Oliver engine.
The 1600 came in several configurations, most commonly a

rowcrop with a wide adjustable track front axle or a double-
wheel tricycle front. The double-wheel “trike” could be ordered
with a single front wheel as well. A standard fixed-tread (wide
front only) tractor was available in Commercial, Utility, Riceland,
or Wheatland configurations. A high-clearance model was also
offered. In the second year of production, four-wheel drive was
added to the options list.
The row crop tractors came standard with a 540rpm rear PTO,
with a 1,000rpm setup optional, a three-point hitch with draft
control and a swinging drawbar. An adjustable-position steering
column was standard but power steering was an option on the
rear-drive tractors, and standard on the 4x4. A steel pan seat was
also standard but a padded seat was an option and one that was
commonly ordered.
The 1600 came standard with a six-speed gearbox. Hydra-

Power, Oliver’s version of a powershift that allowed a clutchless
split between the gears and delivered a total of 12 forward
ranges, was optional. It was one of the better and more durable
u Oliver had a standard adjustable

steering column that tilted forward
and back and telescoped. The control
layout on the Oliver was generally
well liked. The throttle lever was on
the far right. The main gearshift was
centralized and the small knob under
the proof meter was the Hydra-Power
control.

TRACTOR TALK 1963 OLIVER 1600D
TYPICAL SPECIFICATIONS:
1963 OLIVER 1600D
ENGINE: 6-cylinder Oliver-Waukesha diesel
DISPLACEMENT: 265 ci
BORE & STROKE: 3.75 x 4.00 in.
*RATED PTO POWER: 57.95 hp @ 1,900 rpm
*RATED DRAWBAR POWER: 48.44 hp @ 1,900 rpm
COMPRESSION RATIO: 16.25:1
TRANSMISSION: 12-speed, 6-speed (3x2) plus Hydra-Power
TIRES: Front—6.00-16
Rear—13.6x38
*FUEL CONSUMPTION: 4.2 gph @ full power
*DRAWBAR PULL: 8,401 lbs @ 14.67% slip
WEIGHT: 6,070 lbs
FUEL CAPACITY: 27 gal
*TOP SPEED: 13.5 mph
*As rated by Nebraska Tractor Test 840
systems of the period, with one disadvantage; in owned subsidiary. In ’62, White also purchased pq Oliver was still a proponent of the Lanova diesel combustion
order to achieve a smooth downshift, it freewheeled. Cockshutt Farm Equipment of Canada and folded it chamber and had long been having Waukesha build them. The
That could be a minor annoyance on the road or in into the Oliver group. Just the next year, Minneapolis- bottom ends for the Waukesha engines was nearly identical to the
Olivers but the heads were different. The non-counterbalanced
certain other situations. Moline was purchased and more or less the same cranks were supported by four main bearings. The Lanova engines
thing happened. By 1969, the White-Oliver brand were economical, relatively quiet and decent cold starters in their
The 1600 would have a rather short production run, had been created. The Oliver marque would finally day but were getting long in the tooth by the early 1960s. Oliver
being replaced by the 1650 late in 1964. Sources die in 1974 and the signature Oliver Meadow Green diesels in previous generations had been running Bosch PSB
list just under 7,000 Oliver A and B model 1600s and Clover White colors were gone for good. The injection pumps but in this era had switched over to the Roosa-
Master pumps (later to be known as Stanadyne).
being built in the two model years, an unknown new White tractors were rebranded, restyled and
percentage of them diesel. The ’60s would be repainted, but they were still mostly Oliver under the
Oliver’s final years in the sun. Having been bought skin, with a little Minneapolis-Moline and Cockshutt
by White Motor Company in 1960, it was a wholly- DNA added in.

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Q&A | DIESEL WORLD MAGAZINE BY JIM BIGLEY Q&A
DRIVETRAIN SHUDDER Have you eliminated the front wheel bearings as a possible cause of the droning
Our company operates a landscape service here in Tennessee. Aside from the sound?
usual equipment and trailers we operate, we also haul a heavy backhoe or skid
loader on occasion for the bigger jobs. Beginning last season, our company’s Through the years that I’ve owned diesel pickups I’ve had two that nearly drove
2005 Dodge 3500 began shuddering under load when first starting out with me to the brink due to a hard-to-diagnose droning sound. The drone seemed
the loaded trailer. We’ve owned this truck since new, and didn’t have the to be related to engine speed, which caused me to believe the annoyance was
problem during the early years. Because the truck hardly ever leaves the larger related to the engine. In both cases, a bad front wheel bearing was eventually
Memphis area, I haven’t added any performance products to increase power. discovered to be the root cause of the annoying sound.
The Cummins does all I need it to. I would appreciate any suggestions you
might have. What finally shed some light on the wheel bearing issue in one case was that I
noticed the sound would nearly disappear when in a gradual right-hand curve
William Pensa at freeway speeds. The right side of the truck would unload ever so slightly in
Millington, TN the turn, taking pressure off the right-side wheel bearing. The right front wheel
bearing had apparently been affected by an 18-inch-deep water crossing I had
Pickups of all makes and models can produce a shudder when launching or driven in a few months before. Water must have seeped into the wheel bearing
accelerating from a stop while under a heavy load. A driveline shudder is usually assembly and pitted the surfaces. Why the sounds seemed to be related to
caused by unequal U-joint angles between the front and rear U-joints of the engine speed remains a mystery, though some have suggested that the noise
rear driveshaft. produced by the bad bearing was resonating with the engine and cab structure,
which produced harmonics at various speeds. Sounds complicated, but I do
The chassis, suspension, rear axle positioning and driveline geometry were all know the annoying sounds completely disappeared after changing the pitted
designed to maintain a more or less equal angle in both the front and rear wheel bearing assembly.
U-joints between the transmission’s tailshaft housing and the rear axle’s pinion
yoke as the rear axle moves through its vertical range of motion. If the angular I replaced the front wheel bearing hub assemblies in my 2001 GMC a couple
difference between these two points increases beyond an acceptable amount of years ago for largely the same reason. The bearing in one hub assembly was
the angular speed, differences between the two U-joints can produce a minor bad enough to create a “fairy dust” of steel particles that accumulated on the
binding that is usually felt in varying degrees as launch shudder. A-arm and brake rotor. Also, there was movement in the front wheel/tire when
itDW-1708-Gale
was lifted off the Banks2 5/4/17
ground. The source12:04
of the PM
dronePage 1
was obvious at that point.
In the early period during a loaded acceleration, the rear axle will twist against Genuine OE replacement Timken brand hub bearing assemblies were available
the leaf springs as it reacts to driveline torque. This causes the axle’s pinion from Amazon with free shipping for about $140 each at that time.
to rise a bit, which reduces the angle relative to the driveline. Weak, sagging
or overloaded springs, missing bump-stops, or some other rear suspension
problem or modification can increase the likelihood of a launch shudder.
If your truck didn’t do this a few years ago but does now with the same loads,
your truck’s rear suspension has likely changed in some way. If a bad U-joint
isn’t the problem, you may need to shim the rear axle a few degrees using
wedge-shaped shims between the axle and the leaf springs in an effort to lower
the pinion. Or you could install track bars on the rear axle that should help
prevent excessive rear leaf spring windup. The rear axle’s pinion may simply be
climbing too high given the load and chassis/suspension sag over time.
DRONING ON AND ON
I have a 2007 Chevy 2500HD that is producing a drone/vibration that can be
heard and felt. All this seems to worsen at freeway speeds. I have installed
new motor mounts and a transmission mount with no change. It sounds like a
diesel with a straight pipe on it. This truck has accumulated 50,000 miles and
is all stock.
I checked the exhaust system and found no part of it touching a chassis or

powertrain component. I can feel the vibration in the front tires, the exhaust
system and the body, but when I touch the frame rail it’s a very light vibra-
tion. The drone seems to be coming from high on the engine and is more
pronounced at the top of the shift points. I can also feel the vibration in the
air filter box. Has anyone experienced anything like this?
Mike Mog
Via Email

Q&A | DIESEL WORLD MAGAZINE Q&A
EX-MIL DIESELS comes to fuel economy? What should I look for when day, and was a great car to drive out on the open
I live in northern Minnesota and am looking for a evaluating one of these diesels at an auction site? road.
pickup truck that can deal with the winter cold and Is the 6.2L diesel a good choice for our cold winter Vadan Wiess
still be cheap to drive. Not having much experience climate? Does diesel fuel still gel or clog the fuel Via Email
with diesels, I’m interested in your opinion about systems when it’s really cold outside? Is the block
an older diesel’s suitability for both me and where heater still the only way to go for open-air parking Aside from being bare-bones transportation with few
I live. during the winter? amenities, most ex-military 6.2L diesel pickups and
SUVs are geared lower (usually 4.10) and come with
I’ve read about ex-military diesel pickups and SUVs My father owned a Pontiac wagon in the late a 3-speed non-overdrive automatic transmission.
being sold dirt cheap in vehicle auctions all around 1970s that was converted to use a 6.2L diesel The low differential gearing combined with no
the country. Some have fewer than 5,000 miles on (was originally equipped with a 5.7L diesel). That overdrive make these 1980s-era trucks hard to live
DW-1708-Hypermax 4/10/17 1:45 PM Page 1
the odometer. Are these vehicles worth considering? car would deliver more than 30 mpg on a good with for today’s higher highway speed limits. The
Can the ex-military pickups be a good choice when it first modification should be installing an overdrive
transmission. The best fuel economy will come
when the engine is running at 1,800-2,000 rpm at
your chosen cruise speed. Depending on how fast
you drive, this may also require a differential gear
set change too. For a fuel economy oriented 6.2L
diesel, I prefer 3.42 differential gearing along with
an overdrive transmission. It’s not the best choice for
hauling or towing, but the fuel economy possibilities
will be what you remember from your father’s Pontiac.
A few of the military electrical systems are powered

by 24 volts DC. These systems include the starter,
fuel injection pump solenoids, and glow system. I
recommend converting these systems to their civilian
12 volts DC equivalents. Replacement parts are
easily obtainable, and there’s a lot more technical
assistance available if you need it in the future.
Converting to all 12v systems isn’t all that difficult.
Not all auctions allow you to start the engine or test

drive the vehicle. The better auctions will however
offer some sort of declaration indicating what they
found during a pre-auction evaluation. Otherwise,
just look at overall appearance and whether the
vehicle has been maintained.
Reliable operation of the 6.2L diesel during the winter

will require the use of a block heater. I use a block
heater on a timer with my 6.2/6.5 diesels whenever
overnight temperatres dip below +20 F. I have the
timer set to begin a heating cycle two hours before I
need to drive the truck. Using the block heater allows
the engine to start instantly, thus saving wear and
tear on the batteries and starter. Plus, you begin
getting heat inside the truck much sooner.
Commercial diesel fuel is regionally blended to resist

clouding during the coldest winter months. This is
accomplished by blending #1 petroleum diesel fuel
with #2. Straight summer blend DF2 (diesel fuel
#2), under just the right conditions of temperature
and fuel quality, can develop wax crystals at
approximately +20° F. These crystals produce a
cloudy appearance in the fuel and accumulate in
the fuel filter or on the fuel strainer in the fuel tank
while the engine is running. This accumulation can
get to a point of closing off the fuel supply to the
engine, and the engine will stop running. Winterized

Q&A
#2 diesel fuel is supposed to resist clouding down factory recommended tire size. For example, I installed offset could produce what is termed “bump steer.”
to the lowest temperature expected in a given a set of 20” factory wheels equipped with the factory Changing the offset can also reduce the life of ball-
region, but fuel blending is done weeks in advance 275/55R20 tires from a 2003 Chevy SS K1500 on my joints and steering components.
and might not be adequate for a big unexpected 1989 Chevy K1500 and experienced no rubbing.
drop in temperature. As a precaution, all diesel
owners can treat their own fuel during periods of For anyone else contemplating aftermarket wheels, I
extremely low temperatures if you don’t completely recommend using the GM wheel offset of 30/31mm Send your questions to
trust the winterized fuel blending at the pump. Most for any wheel you might be considering. Moving the DWEditor@EngagedMediaInc.com
national brand fuel treatments can help diesel fuel hub in or out in relation to rim width could cause too or mail them here:
resist clouding and gelling. As of spring 2017, I’ve much backspacing and excessive tire rubbing while Diesel World
driven a diesel pickup through a total of 31 cold turning. In addition,Raff
a different offset 9:03
could AM
affectPage
how 1 17890 Sky Park Circle,
DW-1708-Riff 5/17/17 Irvine, CA 92614
Montana winters, and have never once experienced well the truck tracks on well-worn highways, and less
gelled fuel. Good luck with your truck.
WHEEL OFFSETS AND

BACKSPACING
I own a 2000 Chevy K2500 Suburban (8-lug wheels).
I would like to install factory GM 2007+ 8-lug, 17 x
7.5 OEM six-spoke alloy wheels on my Suburban.
I've spent way too much time searching the web and
simply cannot find the factory backspacing and offset
specs for the 17 x 7.5 OEM six spoke alloy wheels. I
don’t want to make a mistake. Can you point me in the
right direction?
Janet Beal
Via Email
From what I understand, GM used the same wheel

offset for all 1988 and newer full-size 1500-2500-
3500 SRW series pickup trucks and Sport Utility
Vehicles, which is a positive offset of 30/31mm
for all of their factory wheels. This means that the
machined hub surface of the wheel that mounts
against the rotor is closer to the outside of the wheel
by 30/31mm, as measured from the centerline of
the total wheel rim width.
Factory GM wheel offset and backspacing:

16 x 6.5” wheel = +30mm positive offset,
5” backspacing
5.5" backspacing
18 x 8” wheel = +31mm positive offset,
5.7" backspacing
5.9" backspacing
Backspacing is the distance from the hub mounting

surface to the inside wheel lip (back side of the
wheel) and is usually measured in inches. Obviously,
narrower rims have less backspacing and wider rims
have more, even though the offset ratio remains the
same between rims of different widths.
If the offset remains the same, backspacing will

increase when using a wider wheel. It’s important to
pay attention to the backspacing and tire size because
of the potential for rubbing. I doubt you would have a
problem when using any GM factory wheel with the

AD INDEX |
TO C A L L
DIESEL WORLD MAGAZINE
715-204-3115 DA
The Ad Index is provided as a service to the reader,
Engaged Media, Inc. Is not responsible for omissions or
Y!
typographical errors in names or page numbers.
Advertiser Page Number
8Lug Truck Gear 81

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Alligator Performance 194-195
American Force Wheels 6-7
Amsoil 8-9
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BD Engine Brake 41, 153
Bean's Diesel Performance 69
Borgeson Universal Co.Inc. 119
Brake Performance 59
Callies Performance Products 121
Colt Cams Inc. 182
Dan's Diesel Performance 96-97
Design Infini 124
Destroked 43
DFC Reman' Engines and Machining 161
Diamond Eye Manufacturing LLC 167
Diesel Forward 175
Diesel Ops 33
Diesel Performance Parts, Inc. 183
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Dieselsite 63, 173
Discount Tire Direct 49
DP Tuner 79
EBC Brakes USA Inc 35
Edge Products Inc. 141
EFILive Limited 151
Elite Diesel Engineering 162
QUALITY DIESEL
Federal Mogul Motorparts 193
Fleece Performance Engineerin 143
Flex-A-Lite Consolidated 191
Ford Performance Specialists 171
Fusion Bumpers 48, 117
Gale Banks Engineering 2-3, 185
Garmon's Diesel Performance 31
PERFORMANCE
Haisley Machine 191
Harbor Freight Tools 22
Hypermax Engineering 186
Hypertech Inc. 29
Industrial Injection 82-83
IPA, Inc 181
Irate Diesel 137
PARTS
KC Turbos Inc. 67
Krazy On Highways Inc. 131
Lubrication Specialties 103
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Merchant Automotive 191
MHT 110-111
Mishimoto 57
Monster Hooks Inc 45
Move Bumpers 77
Neal Technologies, Inc. 14-15, 190
NHRA Marketing 163, 190
Nitto Tires 196
Oil Charge System 190
One Up Offroad 47
Overkill Fabrications 45
Oz Tuner 75
Pac Brake 145
Pacific Performance Engineering 36-37
Power Driven Diesel 184
Powerstroke Products 109
Preble Diesel Performance 190
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Pusher Intakes 55
Radiator Supply House 163
Rare Parts 23
Ready Lift Suspension, Inc. 19
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Recon Truck Accessories 94-95
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Road Armor 112-113
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Scheid Diesel Service Co., Inc 159
Socal Diesel 58
Southeast Power Systems 157
Sport Truck USA Inc. 87
SpynTec Industries 191
Stainless Diesel 21
Strictly Diesel LLC 65

Suncoast Converters, Inc. 155
Swamp's Diesel Performance 107
The Wheel Group 17
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TITAN Fuel Tanks 70, 179
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2017
EVENT SCHEDULE
57th annual Circle K NHRA Winternationals
Feb. 9-12 • Pomona, Calif.
33rd annual NHRA Arizona Nationals

Feb. 24-26 • Phoenix
48th annual Amalie Motor Oil NHRA Gatornationals
March 16-19 • Gainesville
18th annual DENSO Spark Plugs NHRA Nationals
March 31-April 2 • Las Vegas
30th annual NHRA SpringNationals
April 21-23 • Houston
8th annual NHRA Four-Wide Nationals
April 28-30 • Charlotte, N.C.
37th annual NHRA Southern Nationals
May 5-7 • Atlanta
29th annual Menards NHRA Heartland Nationals
presented by Minties
May 19-21 • Topeka, Kan.
5th annual NHRA New England Nationals
June 2-4 • Epping, N.H.
48th annual NHRA Summernationals
June 8-11 • Englishtown
17th annual NHRA Thunder Valley Nationals
June 16-18 • Bristol, Tenn.
11th annual Summit Racing Equipment
NHRA Nationals
June 22-25 • Norwalk, Ohio
20th annual Route 66 NHRA Nationals
July 6-9 • Chicago
38th annual Mopar Mile-High NHRA Nationals
July 21-23 • Denver
30th annual Toyota NHRA Sonoma Nationals
July 28-30 • Sonoma, Calif.
30th annual NHRA Northwest Nationals
Aug. 4-6 • Seattle
36th annual Lucas Oil NHRA Nationals
Aug. 17-20 • Brainerd, Minn.
63rd annual Chevrolet Performance U.S. Nationals
Aug. 30-Sept. 4 • Indianapolis
NHRA MELLO YELLO DRAG RACING SERIES
COUNTDOWN TO THE CHAMPIONSHIP
10th annual NHRA Carolina Nationals
Sept. 15-17 • Charlotte, N.C.
33rd annual Dodge NHRA Nationals
Sept. 21-24 • Reading, Pa.
6th annual AAA Insurance NHRA Midwest Nationals
Sept. 29-Oct. 1 • St. Louis
32nd annual AAA Texas NHRA FallNationals
Oct. 12-15 • Dallas
17th annual NHRA Toyota Nationals
Oct. 26-29 • Las Vegas
53rd annual Auto Club NHRA Finals
Nov. 9-12 • Pomona, Calif.
FOR COMPLETE SCHEDULE
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ULTIMATE CALLOUT CHALLENGE 2017 – BEHIND THE SCENES COVERAGE INSIDE

AUGUST 2017 • VOLUME 12, NUMBER 8

4 AUGUST I 2017 • DIESEL WORLD www.dieselworldmag.com

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AUGUST 2017 • VOLUME 12, NUMBER 8

AUGUST 2017 • VOLUME 12, NUMBER 8

COMPOUND (714) 200-1935

EDITORIAL, PRODUCTION & SALES OFFICE

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

ENGAGED MEDIA, INC.

This magazine is purchased by the buyer with the understanding that

www.dieselworldmag.com AUGUST I 2017 • DIESEL WORLD 5

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This build was designed to handle tough off-road terrain and

While the truck is no slouch in the performance and reliability

 5.0L Cummins under the hood.

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HELLWIG RULE BREAKER XD

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The Hellwig Rule Breaker XD overland adventuremobile wasn’t a cheap build,

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