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AUGUST 2014 • VOLUME 9, NUMBER 8$5.99 U.S. • DISPLAY UNTIL: 7/15/14

Engaged Media By Beckett

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4 AUGUST 2014 • DIESEL WORLD www.dieselworldmag.com

DIESEL WORLD • AUGUST 2014 • DIE

ContentsAUGUST 2014VOLUME 9 NUMBER 8

ON THE COVER Jose Perez’s Ram not only looksgood, but can take plenty of off-road abuse.Cover photo by Bob Carpenter

FEATURES:20 BORDER BRAWLER

A Ram Prerunner With Style And Function

42 SOUND MACHINEDiesel Meets Music Studio

80 RAM HD UPDATE2014 Ram Heavy Duty, Better Than Ever

106 THE DURTY MAXNot Your Everyday Prerunner

116 SUPER MEGA CABAn Emissions-Compliant, Twin-Turbo 6.7L Cummins

128 STARTER KITThe Basis For A Street-Smart Daily Driver

148 GOLDRUSHFulfilling The Need For Speed

172 FIRST LOOK: DIESEL-POWERED NISSAN FRONTIERThe Next New Diesel From Commins?

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AUGUST 2014 • VOLUME 9, NUMBER 8

DIESEL WORLD • AUGUST 2014 5

2014 • DIESEL WORLD • AUGUST 2014 • DIESEL WORLD • AUGUST 2014 • DIESEL WORLD • AUGUST 2014

EDITORIALKEVIN WILSON • Editorial Director/EditorTRENT RIDDLE • Technical/Road Test EditorJEFFREY RICK • Managing EditorRONALD ABELLA • Art DirectorERIC KNAGG • Creative Director, Auto Group

CONTRIBUTING EDITORSJim Allen, Jim Bigley, Bob Carpenter, Joe Daniels, J.S. Hansen, Phillip Hooker,Todd Kaho, Tom Morr, Jason Mulligan, Bob Ryder, Jason Sands, Steve Temple,Chris Tobin, Kyle Tobin, Jacob White

ADVERTISINGGABE FRIMMEL • Ad Sales Director - (714) 200-1930 [email protected] LILLIE • Senior Account Executive - (714) 276-5279TOM “MONGOOSE” MCEWEN • Motorsports Director - (714) 200-1936BILL MIDDAUGH • Senior Account Executive - (714) 200-1937 CHRIS CRISPELL • Account Executive - (714) 200-1935BOB HULSY • Account Executive - (714) 200-1940ERIC GOMEZ • Ad Traffic Coordinator

DIRECT MARKETING GROUPJohn Bartulin (866) 866-5146 ext. 2746Paul Caca (866) 866-5146 ext. 4961Ryan Lauro (866) 866-5146 ext. 2756Mary Ann Jaca (866) 866-5146 ext 2716

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OPERATIONSGUS ALONZO • Newsstand Sales & Marketing ManagerCELIA MERRIDAY • Newsstand AnalystAMIT SHARMA • Business Analytics ManagerMOHIT PATEL • Newsstand & Production Analyst

DIESEL WORLD (ISSN 1559-8632) Volume 9, Number 8 is published monthly, 12 times a year by Beckett Media, LLC, 22840 Savi Ranch Parkway, #200, Yorba Linda, CA 92887. Periodical postage paid at Anaheim, CA and at additionalmailing offices. POSTMASTER: send address changes to Diesel World c/o BeckettMedia, 4635 McEwen Road, Dallas, TX 75244. Return undeliverable Canadian addresses to: Diesel World c/o Pitney Bowes, Inc., P.O. Box 25542, London, ON N6C 6B GST#855050365RT001. © 2014 by Beckett Media, LLC. Allrights reserved. Reproduction of any material from this issue in whole or in part isstrictly prohibited.

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This magazine is purchased by the buyer with the understanding that informationpresented is from various sources from which there can be no warranty or responsibility by Beckett Media, LLC as to the legality, completeness or technical accuracy.

DIESEL WORLD (ISSN 1559-8632) Volume 9, Number 8 is published monthly, 12 times a year by Beckett Media, LLC, 22840 Savi Ranch Parkway, #200, Yorba Linda, CA 92887. Periodical postage paid at Anaheim, CA and at additional mailing offices.POSTMASTER: send address changes to Diesel World c/o Beckett Media, 4635 McEwen Road, Dallas, TX 75244. Return undeliverable Canadian addresses to: Diesel World c/o Pitney Bowes, Inc., P.O. Box 25542, London, ON N6C 6B GST#855050365RT001. © 2014 by Beckett Media, LLC. All rights reserved. Reproduction of any material from this issue in whole or in part is strictly prohibited.

TECHNICAL:30 GO WITH THE FLOW

Performance Cylinder Head Technology For Diesels

54 BILLET EXCELLENCENew Wagler Duramax Cylinder Heads

92 PROJECT WORK TRUCK: PART 3Better Braking

140 MO FLOWBD Diesel’s Duramax Exhaust Manifold Upgrade

166 RAM STEERING BOX FIXEnding The Dodge Ram Death Wobble Blues

EVENTS:66 SPRING DIESEL NATIONALS

NHRDA Kicks Off 10th Year Of Competition In California

158 SOUTHERN HOSPITALITYDyno Proven Open House & Dyno Day

DEPARTMENTS:8 FULL BOOST

The Gray Area

10 FEEDBACKFrom Our Readers

12 NEWSWhat’s New In The Diesel World

16 NEW PRODUCTSHot New Stuff You Need

180 TRACTOR TALKCutting Edge: Fendt’s X Concept Tractor

188 TECH Q&AProblems And Fixes

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Full Boost

www.dieselworldmag.com8 AUGUST 2014 • DIESEL WORLD

In the old days, before com-puters and college-educated engineers came onto the scene,NASCAR teams used to bendthe rules with modifications thatwere either never spotted duringinspection, or with innovationswithin the gray area that gavethe team an advantage. Somecalled it cheating, while mostCup owners and crew chiefs referred to it as working withinthe gray area; i.e., things thatwere not spelled out in the rulesso their mods were “technically”considered legal until NASCARmodified the rules to addressthose changes.

It is this innovation, the abil-ity to make changes in perform-ance within the boundaries

(sort of) that grew the sport towhat it is today. With the adventof computer technology andlaser measurements for bodypanels, the gray area has shrunkconsiderably for NASCAR com-petitors, but teams still find away to build winning cars byworking within these boundaries.

The same principal applies tothe diesel aftermarket. In recentyears, aftermarket parts manu-facturers have strived to staywithin the letter of emissionslaws while still figuring out howto squeeze more horsepower andtorque out of a vehicle by work-ing within the gray areas. Whilethe EPA has apparently spelleddoom and gloom for new emis-sions-controlled diesels in terms

The Gray Area

“It’s nice to seethat the sameinnovation thatdrove NASCARteams todevelopingwinning racecarsby working inthe gray areabeginning totake shape inthe dieselindustry.”

BY KEVIN WILSON

Throughout the history of NASCAR, the gray area withinthe rules has been a subject of scrutiny for officials.While the NASCAR rulebook spells out the letter of the

law concerning how NASCAR racecars are built and dealswith associated components such as engines and drive-trains, the gray area includes all those things that are notspelled out in those rules, which is where innovation and winning come from.

of modifications for big power, it’srefreshing to see a small handfulof companies working in the grayarea to find more power and yetkeep emissions systems in placeand functioning normally.

A great case in point is JohnnyRamirez’ cool 2013 Ram SEMAtruck. Johnny worked with thefolks at ATS who came up with aslick compound-turbo, twin DualFueler setup that pushes thetruck’s output well over 600horsepower and 1,200 lb/ft oftorque. While the package is undergoing CARB certification,the good news is ALL the emis-sions equipment is in place andfunctioning as designed, Johnnysaid. The setup did require cus-tom tuning from H&S Perform-ance to make it work, but intheory, the truck is street-legalsince all the stock stuff is still inplace, including the DPF.

It’s nice to see that the same innovation that drove NASCARteams to developing winning race-cars by working in the gray area isbeginning to take shape in thediesel industry. The $64,000 ques-tion is whether the system will becertified by CARB as legal, but thisapproach is certainly more politi-cally correct than hacking off theDPF and removing all the emis-sions equipment, which in severalstates can get you a hefty fine andpossibly the impound of the vehi-cle. And as the premier diesel magazine on the market, DieselWorld will be the first to bring youthese innovations as they develop.Stay tuned. DW

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on orders over $99! Details at SummitRacing.com

Prices good through 7/1/14 • Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. ©2014 AUTOSALES, INC. SCode: 1408DW

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NeoSupreme Seat Covers Sporty Appearance, Extra Comfort!Keyword: CLD Neoas low as \ $179.97 each

TrailRunner Running BoardsWide Steps for Better Footing!Keyword: LND TrailRunner Boardsas low as \ $199.97 pair

LIFTMachine Adjustable Leveling KitsOn-Vehicle Adjustability!Keyword: PRL Liftmachineas low as \ $229.00 kit

Assault WheelsClassy Looks Strong Design! Keyword: ALE Assaultas low as \ $199.97 each

5th Wheel TailgatesLess Wind Resistance!Keyword: HUS Tailgatesas low as \ $584.95 each

15w-40 Classic Blue Flame Synthetic Blend Diesel Motor OilMaximum Lubrication and Wear Protection!Keyword: CBLClassic Blueas low as \ $7.99 quart, each

We Speak Diesel.Stop messing around with parts suppliers that don’t have the gear you need. Contact Summit Racing Equipment and speak to the diesel experts. We’ll help you fi nd the right parts and ship them the same day so you receive them quickly.

Rely on us to answer your questions and recommend solutions 24/7.

Black Series Exhaust SystemsBuilt to Run and Look Good!Keyword: MBR Black Systemsas low as \ $349.99 kit

Pro Series Cylinder Head Stud KitsEven Bolt Load Distribution!Keyword: ARP Diesel Head Studsas low as \ $195.56 kit

DW_1408_9 5/2/14 3:44 AM


Real World 12-ValveI've always been a diesel fan. So when I

ordered my truck in 1998 (I had never ownedanything new let alone ordered one), I couldnot be happier with what I got. It arrived inFebruary 1999 with a build-on date of 11/98. I still love my truck, but at this point, I wouldlove to make some improvements for betterperformance and towing.

The first issue: my engine is a Cummins 53block, and as far as I know it’s not cracked yet.I've removed the factory fuel filter and liftpump(s) in favor of the FASS 150 pump andfilters; one of the best changes I've done to it!I've had a few transmission rebuilds and Iwould like a six-speed transmission, as I tow a31-foot fifth-wheel trailer up some steepgrades.

I’d like to also swap out the Cummins for anewer 24-valve setup, which would be an ’03to ’06 5.9 Cummins common rail because ofhow quiet they are and the power they canmake. Would installing a stand-alone ECMfrom Destroked for the ’03 to ’06 engine in my’99 work without any issues? Do you knowwhat issues I would have with installing a six-speed Allison transmission, again with astand-alone controller? Would this controllersend a signal to the speedometer? Would Ineed an transmission adaptor to attach thetransfer case? I'm sure I'll have to fab linkagesand driveshafts.

My other option would be a newer blockwith a 12-valve head, with the same Allisontransmission. What would I have to do tomake the 12-valve work in my truck? Anythingyou could tell me would be great. Thank you. Richard Zintek Via Email

We’ve forwarded your email and questionsto our tech guru, Jim Bigley, who will give youthe detailed answers you’re looking for. In themeantime, here are a few options for you.

Swaps in general usually take a lot of time andmoney, so consider selling the truck and gettinga newer common rail model to get the engineyou want. The Allison trans swap is becomingcommon and the folks at Destroked can giveyou the details.

If you want to keep your truck, here are afew things to consider. The Cummins 12-valve isthe Cummins performance engine build’s motorof choice since it runs mechanical injectors andis essentially bulletproof and capable of mak-ing an easy 400 horsepower with the rightmods. So we suggest you use a newer non-53long-block for your truck, or a complete enginefor that matter from DFC Diesel. You can checkout their stuff at www.dfcdiesel.com or givethem a shout at 877-836-8341. The new blockwould allow you to have some work done toyour existing 12-valve head to improve per-formance, or you can check with folks like Industrial Injection in Salt Lake City, Utah,about getting a performance cylinder headthat’s port matched. Of course, this will giveyou time to install head studs so you can turnup the fuel and boost.

Speaking of which, simple mods to startwith for your 12-valve would be a performanceintake and exhaust system, and possibly a bitlarger injectors such as 50-70 horse units. Othertowing upgrades could include a bigger inter-cooler and turbo. To keep things less compli-cated, you might even consider a six-speedmanual conversion, although the Allison swapis pretty simple.

Real Diesel PeopleMy name is Victoria Ellis and I’ve been

active in the automotive industry since theage of 17 from building mud trucks with friendsto wrenching on NASCAR cup cars. I went toschool for auto/diesel/industrial and workedas a diesel technician on medium- and heavy-duty trucks. I just currently finished my Auto-motive Engineering degree and am workingfor one of the “Big Three” car manufacturersoutside Detroit.

I’m also the founder of the InternationalWomen’s Diesel Association, a non-profit organization to supply education and scholar-ships for women in the diesel industry. Ourgoal with the organization is to offer insight ofreal experiences within the industry as well asoffer support, educational references, and

information regarding career opportunitieswithin the diesel industry.

I currently have a 1997 F-350 crew cab dually which I purchased seven years ago totow my ’79 F-250 mud truck. As of now, thereare not many modifications (intake, tune and6-inch Aussie stacks), but come this winter itwill be an entirely different story. I love towrench on anything I can get my hands on, sothe plans are for a new mud truck build and500 ponies, 4x4 conversion, audio and newpaint for the dually.

I hope to continue to work in the automo-tive/diesel industry and to branch out my organization to offer support and opportuni-ties for women in all aspects of the automo-tive and diesel industry.Victoria EllisPresident & Executive DirectorInternational Women’s Diesel Association

We’ve gotten some criticism about ourGirls Gone Diesel issue that we run every yearclaiming the girls are not real diesel enthusi-asts and don’t even own the trucks we showthem with. That’s not the case. And here’s agal who’s elbows deep in grease and has developed an association for women dieselenthusiasts. Her material came in a bit late forthis year’s edition, but to address the “haters,”we thought it was appropriate to let her tellher story here. DW

Feedback

CONTACT US AT:Letters, photos and emails are welcome. We can’t always answerevery one, but we’ll read them all and select the ones that best suitthe magazine. Email: [email protected]

Or write to:DIESEL WORLD MAGAZINEDept: Letters22840 Savi Ranch Parkway, Suite 200, Yorba Linda, CA 92806www.dieselworldmag.com

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News


COMPILED BY TRENT RIDDLE

All the Diesel NewsThat's Fit to Print ...and Some That Isn't.

Audi Introduces All-New A3 TDI Sportback

The fans have spoken and Audi is responding withthe all-new Audi A3 TDI Sportback set to arrive in theU.S. in the summer of 2015. The A3 TDI Sportback isthe latest model to join the newly launched Audi A3family and the expanded lineup of Audi TDI models.

The A3 TDI Sportback is a premium, compacthatchback that pairs fuel efficiency and coupe-likelooks with the utility of a crossover. Its quality engi-neering and advanced features offer ideal perform-ance and functionality along with advancedtechnology and driving dynamics.

The A3 TDI Sportback will join the newly launchedall-new A3 family, which will be introduced over thenext 18 months – the Audi A3 Sedan, Audi A3 Cabrio-let, A3 TDI clean diesel sedan, the high-performance

S3 Sedan and the A3 Sportback e-tron gasoline elec-tric hybrid (PHEV). These vehicles are redefining thestandards of the entry level premium market with newinnovative technologies and the detailed craftsman-ship found in larger flagship Audi sedans.

In addition to advanced technology, the Audi A3TDI Sportback will offer the consumer the fuel efficiency of the iconic Audi TDI clean diesel power-train. This will include a 150-horsepower 2.0 TDIclean diesel mated to the standard six-speed Stronic transmission. This transmission provides thedriver immense shifting flexibility and driving pleasure with smooth, dynamic acceleration and virtually no interruption to the power flow. Pleasevisit www.audiusanews.com for video footage.

Jeep Introduces Diesel Concept Grand CherokeeThe Jeep and Mopar brands

debuted several concept Jeeps atthe annual Easter Jeep Safari inMoab, Utah, April 12-20. Jeep andMopar used production and prototype Jeep PerformanceParts on this year’s collection ofconcept vehicles.

The Jeep Grand CherokeeEcoDiesel Trail Warrior was thediesel of the group and our favorite. The trail-rated Grand

Cherokee EcoDiesel Trail Warriorbrings even more capability andconvenience to the mostawarded sport-utility vehicle(SUV) ever, courtesy of a host ofJeep Performance Parts andMopar accessories.

The Grand CherokeeEcoDiesel sits higher thanks to itsQuadra-Lift air suspension. TheMojave Sand exterior color isdressed with Satin Black flour-

ishes on the grille, hood, lowerfront fascia, door handles, mirrorcaps, wheel flares and badging.The prototype Mopar roof basket,mounted on production crossrails, provides plenty of space totransport gear and provisions.Prototype 20-inch cast alu-minum wheels in Satin black rollon aggressive All-Terrain BF-Goodrich tires. Jeep PerformanceParts tow hooks and rock rails are

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Silverado High Country HD, Chevrolet’s first premium heavy-duty pickup, combines the refine-ment and convenience of the Silverado 1500 HighCountry with the rugged capability of the new Silverado 2500HD and 3500HD pickups.

Unique content includes a chrome grille withhorizontal bars, and body-color front and rearbumpers – including Chevrolet’s CornerStep rearbumper. All models include 6-inch tubular chromeassist steps, High Country badges on the doors andtailgate, and High Country logos on the doorsillplates.

Silverado 2500HD High Country models alsofeature a unique 20-inch chrome wheel. Single-rear-wheel 3500HD models have an 18-inchchrome wheel, while dual-rear-wheel models use a17-inch forged polished aluminum wheel.

Inside, Silverado High Country HD features anexclusive saddle brown interior. Heated and cooled perforated premium leather front bucket seats with High Country logos on theheadrests are standard, along with Chevrolet MyLink connectivitywith an 8-inch touchscreen, Bose premium audio and front andrear park assist.

Options include a sunroof, navigation system and a rear-seatentertainment system with a Blu-ray/DVD player, as well as a HighCountry Premium Package that includes heated steering wheel,driver alert package and power adjustable pedals.

Also available on the Silverado HD High Country are Chevrolet’snew up-level trailer tow mirrors. The chrome-capped mirrors man-ually extend for wider trailers and feature power adjust with mem-ory and power fold. They include heat and turn signals in the glass.They also incorporate auxiliary clearance lamps and auxiliary cargolamps to help make backing a trailer easier.

The High Country comes in 2500HD and 3500HD crew cabmodels in both two- and four-wheel-drive. The 3500HD HighCountry will be available in single- or dual-rear wheel model varia-tions, with maximum tow ratings of up to 22,900 pounds for fifthwheel/ gooseneck towing, and up to 19,600 pounds for conven-tional towing.

Like other Silverado HDs, the High Country HD will offer achoice of three powertrains, the diesel option being the 6.6L Duramax turbodiesel teamed with the Allison 1000 six-speed automatic transmission. Rated at 397 horsepower and 765 lb/ft oftorque, the Duramax V-8 features a variable-vane turbochargerthat acts as an exhaust brake, helping control speed on down-grades for more confident towing.

Silverado 2500HD and 3500HD High Country models will beavailable starting this summer.

also featured. This unique Grand Cherokeefeatures a 44:1 crawl ratio.

The Trail Warrior’s interior offers a black-and-tan dual tone scheme. Gloss black accents appear on the HVAC bezels, steer-ing wheel, instrument panel and other appointments. Additional Mopar acces-sories include all-weather floor mats, door-sills, lighted Jeep logo sills, pedal kit andcargo tray.

This was the 48th year for the EasterJeep Safari. It was attended by thousands ofdie-hard off-road enthusiasts looking toenjoy a week of serious offroading on someof the country’s most renowned trails.

New Silverado High Country HD With All-Day Comfort

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News


The VW Golf, said to be the most successful European car of alltime, is turning 40. More than 30 million Golf models have been soldsince the car went on sale in May 1974 in Europe and in December ofthat year in the U.S. (as the Rabbit with a diesel engine option and apickup version that was also available). Seven generations later, thesuccessful formula remains the same: crisp, elegant styling; space-efficient packaging; frugal yet powerful engines; and entertaining front-wheel-drive handling.

In July 1978, production of the Rabbit started in a new plant in Westmoreland, Pennsylvania. The Rabbit models produced in the U.S.differed from their German Golf cousins in having square instead ofround headlights, larger taillights, color-matched interiors, and a softersuspension.

BY THE GENERATIONSGolf I - 1974 to ’83 (U.S.: 1975 to ’84 model years)Golf II - 1983 to ’91 (U.S.: 1985 to ’92 model years)Golf III - 1991 to ’97 (U.S.: 1993 to ’99 model years)Golf IV - 1997 to 2003 (U.S.: 2000 to ’05 model years)Golf V - 2003 to ’08 (U.S.: 2006 to ’09 model years)Golf VI - 2008 to ’12 (U.S.: 2010 to ’14 model years)Golf VII - 2012 + (U.S.: 2015 + ) Look for more on the new Golf in an upcoming issue of DW

Volkswagen Celebrates 40 Years

"Black Package” ExpandsTo Ram Heavy Duty Pickup

For 2014, on the heels of an overwhelming response forthe Ram 1500 Black Express package, the brand now offers anew, even more imposing visual appearance treatment forthe Ram Heavy Duty (2500 and 3500 SRW).

The 2014 Ram Heavy Duty Black package is distinguishedby its all-black exterior. Starting with 20-inch black aluminumwheels, it also features fog lamps, black grille surround withblack horizontal inserts specific to the two available trims. Ofcourse, body-colored front and rear bumpers and headbadges on the grille and tailgate complete the look, camou-flaged in darkness. All body-side badging has been removedunless if ordered with a Cummins engine. For those trucks,only the diesel designation remains.

Looks and technology go together. The Ram Heavy DutyBlack package features premium bi-functional halogen projector headlamps with black bezels, 15 amber LEDs forpark/turn/position lamp and three amber LEDs for the sidemarker. The taillamps also include black finishes and arecomprised of 15 red LEDs with three red LEDs for the sidemarkers. Also, as part of the Black package, the trim includesParkview and Parksense. The 2014 Ram Heavy Duty Blackpackage is available in Ram 2500 and 3500 SRW, Crew Caband Mega Cab, Big Horn/Lone Star and Laramie models withthe choice of two- or four-wheel-drive.

Chevy Cruze Named Diesel Car Of The YearDiesel enthusiasts around the world have deter-

mined the 2014 Chevrolet Cruze Diesel is the topdiesel car of the year and Chevrolet is the top dieselmanufacturer of 2014.

The Cruze finished with 59.3 percent of the11,030 votes cast. Competitors included the AudiA6, A7, A8, Q5 and Q7; BMW 328, 535 and X5; JeepGrand Cherokee; Mercedes-Benz E250, GLK250,ML350 and GL350; Porsche Cayenne; and Volk-swagen Beetle and Beetle Convertible, Golf, Jetta,Jetta Sportwagen, Passat and Touareg. DW

DW-1408-12-14-NEWS 5/6/14 3:39 AM

Scan the QR code with yoursmart phone to visit website

DW_1408_15 5/2/14 3:47 AM


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BED STEPSWHAT IT IS:AMP Research Hide-Away BedStepsWHY YOU WANT IT: AMP Research’s BedStep and BedStep2 makeit easier for 3/4-ton and 1-ton HD pickup truckowners to access tools and cargo. BedStepmounts under the rear bumper to provide asolid platform that helps truck owners step upor down from the truck bed. BedStep2 mountsunderneath either side of the truck bed, behindthe cab, allowing the owner to reach cargo orfifth-wheel trailer hitches near the middle or front of the bed. “BecauseHD trucks have taller bedsides, reaching into a toolbox or climbing upto load cargo can bring on additional fatigue and joint stress,” saysAMP Research. “The AMP BedStep and BedStep2 make it much easierto access tools or cargo, and do so without taking away any valuableground clearance that can be critical at many job-sites.”

BedStep and BedStep2 feature high-strength die-cast aluminumalloy construction with a military-spec anodized and Teflon and pow-der-coat finish to resist corrosion. A wide, all-weather, high-tractioncomposite step pad is big enough to stand on with two large boots. Italso utilizes a precision spring-loaded cam mechanism that keeps itsecure and rattle-free when it's not in use. Both steps are easily deployed by pushing them down with your foot; making it convenientwhen carrying cargo to the vehicle. Backed by AMP’s three-year/36,000-mile warranty, BedStep and BedStep2 are manufactured inthe U.S.A.WHERE TO GET IT: AMP Research, 800-309-6823, www.amp-research.com

CUSTOM BILLET BADGESWHAT IT IS:CNC-Machined Aluminum Badges WHY YOU WANT IT:Billet Badges provides the highest quality CNC-machined billet aluminum custom emblems andbadges on the market today. They offer eitherunique one-off designs to full production runswith no minimum quantities required. With sucha wide range of options, they can get the uniquelook you’re after to make your vehicle stand outfrom the crowd. Start with one of their standardsizes or order totally custom emblems that areany size and shape you want. All badges and emblems are made to order to meet everyone'sunique style.WHERE TO GET IT:Billet Badges Inc., 760-744-0663, www.billetbadges.com

REDUCE RAM FUEL SYSTEM REDUNDANCY WHAT IT IS:Cummins Fuel Filter DeleteWHY YOU WANT IT: If you’ve upgraded your fuel system with an aftermarket fuel filtration sys-tem such as an AirDog, FASS or other setup, your factory fuel filter is nolonger necessary. The OEM filter is now a redundant item that becomes anextra restriction on fuel flow and is also an eyesore. This fuel filter deletewill remove that restriction and help clean up the under-the-hood look ofyour truck. It mounts perfectly to allow the factory fuel return lines to beused without any relocating or bending. It also features a port for the fac-tory WIF (water in fuel) sensor and a 9/16-18 O-ring port for a dual CP3 return line. Available for the 2003-09 third-gen Dodge/Cummins (top) and2010-13 fourth-gen Dodge/Cummins. WHERE TO GET IT:Fleece Performance Engineering, Inc., 855-839-5040, www.fleeceperformance.com

DW-1408-16-17-PRODS.CX 5/8/14 12:53 AM

SUPER COOLERWHAT IT IS:Yeti Tundra 125 CoolerWHY YOU WANT IT:When you need a big, durable cooler that can take apounding and come back for more, the YETI Tundra 125 isyour go-to ice chest. YETI coolers are perfect for a week-end at the races, extended camping trips, family vacations,or hunting and fishing expeditions. Built from virtually invul-nerable, roto-molded polyethylene and insulated with 2-3inches of pressure-injected polyurethane in the walls andlid, it’s your best bet for keeping ice on longer journeys. TheYETI Tundra 125 offers ample space to hold all you need. Likeall YETI coolers, the Tundra 125 is certified grizzly proof — whatever youstash in this chill chest will still be there come morning. YETI offers a full lineof the toughest coolers on the market, in a wide variety of sizes to suit yourneeds.WHERE TO GET IT:Yeti Coolers, 512-394-9384, www.yeticoolers.com

DURAMAX TOWINGIMPROVERSWHAT IT IS:ProFab TowFlow Up-Pipe System

WHY YOU WANT IT:Are you’re looking for better street and towing perform-ance from your GM Duramax without breaking the bank?ProFab Performance of is now offering aftermarketTowFlow up-pipe systems for 2001-10 GM Duramax appli-cations that will help improve turbo spool-up and lower exhaust gas temperatures. Customers have also reportedup to a 34-hp gain on the chassis dyno. TowFlow up-pipekits are available with or without an EGR provision and canbe used with OEM or the BD-style exhaust manifolds. Kitscan also be ordered ceramic coated for improved perform-ance and lower under hood temperatures. WHERE TO GET IT:ProFab Performance, 816-633-8934, www.profabperformance.com

TIRE/WHEEL COMBOWHAT IT IS:Fuel Anza One-Piece Wheel And FuelGripper TireWHY YOU WANT IT:The Anza alloy wheel, from Fuel Off-Road, is a one-piecewheel with a beadlock look. This street wheel was inspiredby the full-beadlock, two-piece desert race Anza wheel, andfeatures a two-tone faux beadlock that has the look youwant, but is fully streetable and doesn’t require the mainte-nance of a true beadlock wheel. The Anza one-piece alloywheel, in eight-lug, is available in 17x9 -14mm offset, 18x9+0mm offset/18x9 +20mm offset/20x9 0mm offset and20x9 +20mm offset.

Also seen here is the new Anza Fuel Gripper tire. This tirehas the look and performance of a mud tire but is quiet onthe pavement like an all-terrain A/T tire. The strategicallydesigned tread pattern minimizes roadnoise on and off road, rain or shine.Look closely and you’ll see astylized "F" for Fuel in thetread pattern. One side ofthis new tire sports a cosmic green logo, theother side presents amore conservative blacksidewall. Available inmost sizes.

WHERE TO GET IT:Fuel Off-Road, 800-493-7891, www.fueloffroad.com


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WE ARE GRIT AND DIRT

TOYOTIRES.COM/OPENCOUNTRY ©2014 Toyo Tire U.S.A. Corp.

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Durability in the Shape of a Tire.

AND BITS OF EARTH.

WE ARE TOYO. ALL OR NOTHING.

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A Ram Prerunner With Style And FunctionBORDER BRAW

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Juan Jose Perez (Jose to his friends) was in the market for a truck,but what he was looking for couldn’t just be picked up at thelocal dealer’s lot. You see, Jose lives in Jalisco, Mexico. There

aren’t a lot of custom HD trucks in town, but Jose wanted a truckthat would be able to WORK as a truck in his construction company,but still look badass to drive on a Sunday cruise. AWLER TEXT AND PHOTOS BY BOB CARPENTER

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Jose didn’t have a lot of options locally so heturned to the Internet, scouring websites, checkingout the galleries of shops, taking notes about cooltrucks he found online; the badder, the better.Soon a list started forming: big lift, aftermarketbumper, cool wheels, aggressive tires, LED lightbars and more. During the search one shop keptgrabbing his attention. ATF Motorsports in ChulaVista, California, wasn’t too far over the border andthe trucks that were coming out of SergioJimenez’s shop were making it into the SEMAshow and onto custom truck magazine covers. Avisit to the 2,500-square-foot facility sealed thedeal. Jose and Sergio hit it off and the build planwas completed in no time at all. A 2010 Ram wasbought in the U.S. and the build was on its way.

Everything hinged on the custom 10-inch lift kitthat ATF built in-house. The brackets and tractionbars were handmade by Sergio and then sent outfor powder coating. After the lift was perfected, aset of King remote-reservoir coilover shocks, whichwas sponsored via Down South Motorsports, wasbolted in place up front with a second set of remote-reservoir units going on the back.

A custom 10-inch lift fabbed by ATF Motorsports in Chula Vista, California, features long-travel control arms and King Off-Road Racing coilover shocks supplied by Down South Motor-sports in San Diego.

“Jose didn’t have a lot of options locallyso he turned to the Internet, scouringwebsites, checking out the galleries ofshops, taking notes about cool trucks hefound online; the badder, the better.” Up front is an American Built Truck Equipment bumper fitted with a NFab LED light bar.

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The truck also sports dual King shocks and steering stabilizers.

Fuel’s 38-inch M/T tires are mounted on Incubus Alloys 20-inch wheels.

Out back is a set of King remote-reservoir off-road shocksthat work with the factory leaf springs.

Pocket flares from Bushwacker keep the tires under cover.

With all that room available in thewheel wells after the lift, Jose filled themwith 20-inch Incubus Alloys wheelswrapped with 38-inch Fuel Mud GripperM/T tires. A set of match-paintedBushwacker fender flares helps keep therolling stock covered. The finishing touchon the outside of truck was a roof-mounted LED light bar that complementsthe American Built Truck Equipmentbumper fitted with another NFab LEDlight bar.

Since more power is a must whenadding larger-than-stock tires, the 6.7LCummins was treated to a breathing treat-ment via an aFe intake working in conjunc-tion with an Edge CTS touchscreenprogrammer. The exhaust remains stockto keep the truck legal in California. On theinside, the truck remains relatively stocksince it’s both a work and play machine.

In the end, Jose got exactly what hewanted to handle the off-road rigors south

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The Cummins 6.7L remains relatively stock with the exception of some added breathing capacity from aFe and anEdge Products CTS tuner.

of the border. Besides usingthe truck for work, Jose alsotows his Class 6 race truckand his desert toys any-where he wants in style andcomfort, knowing that thetruck has the toughness toget there and back withoutany issues. DW

“ Since more power is a must whenadding larger-than-stock tires, the6.7L Cummins was treated to abreathing treatment via an aFe intakeworking in conjunction with an EdgeCTS touchscreen programmer.”

Additional NFab LED lighting is roof mounted on the truck.

Adding power and keeping track of vital info is an Edge CTS touch-screen tuner.

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Tech

TEXT AND PHOTOS BY J.S. HANSEN

Go WithThe FlowT

he science behind rebuilding and modifying cylinder heads for additional power and improved efficiency has been around justabout as long as the internal combustion engine itself, and for

good reason. It only makes sense that if someone has the wits to designan engine, there’s another person smart enough to improve upon it. Performance carburetors, different intake manifold designs and high-flowing cylinder heads were being made clear back in the ’30s and ’40swhen moonshiners were hopping up their three-window coupes to out-run the cops on two-lane back-country highways all across the South,setting the stage for what would become NASCAR stock car racing.

Performance Cylinder Head Technology For Diesels

THE ENGINE AS AN AIR PUMPWhile engine technology has improved exponentially since those days, the true

basics of an engine have not. Just pump some air and fuel into the combustionchambers, add some form of ignition and convert that tiny little explosion into rotational momentum to power a drivetrain. Obviously, we know there are somesubstantial differences between gas and diesel-powered engines, but the principalthat an engine is nothing more than a fancy air pump remains the same. Instead of

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Tech GO WITH THE FLOW

PERFORMANCE CYLINDER HEADSCurrently, under the guidance of Randy Farmer, an experienced

local automotive machinist, Industrial Injection now offers a full lineof CNC ported Duramax and Cummins cylinder heads to help turn arun-of-the-mill stock engine into a true powerhouse. Looking to improve upon the factory cylinder head design, the crew at Indus-trial Injection has developed Street and Competition cylinder headsto work in conjunction with their full line of performance parts tooffer increased airflow and power for just about any application.

When it comes to performance cylinder heads, there are a fewmajor upgrades that can be made to improve the cylinder heads’potential on both stock and modified engines. Porting of the intakeand exhaust runners, performance valves and high-rev valvesprings are the ones we all expect, but Industrial Injection performs a few other upgrades that only further enhance theircylinder heads durability and potential under even the most extreme conditions.

1 Industrial Injection offers a complete line of performance cylinder heads for both GM Duramax and Dodge Cummins applications. They offer everything from mild CNC portedheads for street and towing use to full-blown competition race applications. This Duramaxhead has port-matched intake and exhaust runners, unshrouded valves, 95-lb valvesprings and steel valve guides. These modifications will maximize flow for an improvedpower band.

2 This 24-valve cylinder head is being prepped for installation on a fully built competition6.7L Cummins short block. Industrial’s Competition head includes full CNC porting on theintake and exhaust, new valves, guides, performance valve springs, and fire ring head gas-ket grooves. The factory intake manifold is also machined off, leaving a flat milled surfacethat’s drilled and tapped to accept an aftermarket high-flow manifold.

3 Industrial Injection developed a state-of-the-art, thread-in injector cup kit that willeliminate any issues from lifting cups in higher-horsepower LB7 Duramax engines. It’s acommon failure point in the LB7 application, so by replacing the factory pressed-in cupswith the threaded version, end users can rest easy when pushing the limits of cylinderpressures and power levels. The cylinder head must be machined specific for the thread-ininjector cups. The kit includes the required thread tap and installation tool.

4 & 5 While the factory LB7 injector cups are apressed-in item, in high-boost and higher cylin-der pressure applications, the cups lifting can bequite troublesome, frustrating and labor inten-sive to repair. To resolve these worries in theirStreet and Competition heads, the threadedTorque Lock injector cup is used. First, thethreads must be cut into the cylinder head,which is done on a computer-controlled machine to ensure exact depth and angle forthe threads. Industrial Injection does howeversell the injector cup kit and tooling required todo this to your own cylinder heads, but stronglysuggests the work be done by an experiencedmachine shop.

5

4

spark plugs to ignite the fuel, a diesel uses nothing but compres-sion, and like in those moonshiners’ flathead V-8s, the more airand fuel you squeeze into the cylinder the more potential you’llhave at making power.

Today’s diesel powerplants are quite advanced compared tothose first found in farm and commercial equipment all thoseyears ago. With electronically controlled injection events, high-pressure injection pumps, multiple intake and exhaust valves percylinder, and variable geometry turbochargers, it seems the federalstandards for cleaner emissions is really what has driven the GMDuramax, Dodge Cummins and Ford Power Stroke engine devel-opment over the past decade. And again, most of the increases inpower in diesels over the past few decades have been related toefficiency improvements in both fuel and air delivery.

Industrial Injection of Salt Lake City, Utah, has been on theforefront of diesel performance since 1985 and has been a part ofincreased performance through better efficiencies for years. Thecompany started in the fuel injection business for local agricultureand commercial markets, but over time grew the performance sideof the diesel business by expanding into the turbocharger marketas the light duty diesel market expanded. Over the past decade,Industrial Injection has been developing new products for justabout every diesel application and has even expanded into theperformance engine and machining business.

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big numbers when it comes to CFM improvements over stock, butporting too far or close to water jackets or between valves can leadto cracks that can be detrimental to an engine over time. This is especially true in a diesel that experiences such a large heat absorption and temperature change in such short amounts of timeor extremely high EGT.

Lead machinist Randy Farmer conducts the cylinder head portwork on a five-axis CNC machine built specifically for cylinder headporting. With state-of-the-art CAD/CAM software with the previ-ously developed porting profiles, each intake and exhaust runner undergoes a lengthy machining process. Both the angles andsmoothness of the bore are done to exacting specifications to ensure proper air distribution to the valve, which will help with overallflow, meaning a more useful power band, especially when thecamshaft profile can be modified to match the cylinder head’s potential. Thanks to the CNC machine, head porting can be preciseand extremely accurate, ensuring each port flows the same. By balancing flow of each cylinder, an engine’s performance and tuningcan be much simpler and safer through improved efficiencies overall.

HEAD PREP & ASSEMBLYAfter the port match work is completed, machine work is

started on the valves and other areas of the head. Since the OEM

HOW IT BEGINS: CLEANING AND TESTINGTo start off the process of building a set of their Street or Com-

petition heads, used heads are first jet washed in a high-pressurecabinet, which helps remove any excess dirt, oil or debris. Oncecleaned and dried, the heads are then bead blasted with smallglass beads to remove any carbon buildup on the surfaces and inside the intake and exhaust runners. It’s worth noting that whileyou’d think the carbon buildup would be worst on the exhaust sideof the motor, in today’s emission-controlled engines, it’s quitecommon to see an extensive buildup of carbon in the intake runners, thanks to the introduction of Exhaust Gas Recirculation(EGR) systems, which route part of the exhaust back into the intake tract.

Once the cylinder heads are completely cleaned, they can thenbe checked for cracks using the same tried and true Magnafluxprocess that has been used on cast iron heads for decades. SinceMagnafluxing won’t work on aluminum, Duramax cylinder headsare pressure tested to help track down any unwanted cracks. Ifcracks are found, depending on their location and severity, thecylinder head may be able to be repaired, but in most cases badcylinder heads are tossed on the scrap heap.

Heads that are cleaned and have passed the crack test and visual inspection then move on to the machining and assemblyprocess. To allow complete access to the intake and exhaust portrunners, valve guides and valve seats are removed. After years andyears of testing cylinder head flow patterns on their in-house Superflow 600 flow bench, which has computer software that analyzes and measures flow from each port, master porting dimensions and CNC programs were written to bring the cylinderhead to maximum flow potential without sacrificing durability.

PORT-MATCH MACHININGIn most things performance related, the belief is often held that

if “some is good, more is better.” This isn’t always true and cylinderhead flow and port work is a prime example since port work can affect combustion, swirl, etc. so the port work done by Industrial Injection doesn’t entirely pertain to that statement as there aremore things to consider than just maximum airflow. Port wall thick-ness has to be taken into consideration if durability is a concern.

The general idea behind porting your heads for additional airflow is important, and just about any machine shop can claim


8 While not required on the Duramax cylinder heads, to seal the 5.9L and 6.7L Cumminsheads to the engine block, a Fire Ring head gasket kit is used, which requires a ring grooveto be machined into the head. The depth and diameter of the ring groove will be depend-ent on the thickness of the gasket being used, the size of the steel fire ring, and whether ornot the engine block will be machined with grooves as well.

7 To ensure every set of cylinder heads is perfect, a five-axis CNC machine is used for all in-house porting. By using the computer-controlled system, both the intake and exhaustports on the aluminum Duramax heads can be cut to exacting specifications to ensuremaximum flow potential is reached, without getting too deep or close to the water jacketports.

6 To complement the CNC porting and valvework machined into the Street and Comple-tion Duramax cylinder heads, Industrial Injection also installs their own 95-lb valvespring kit. The stiffer valve springs will elimi-nate valve float at higher rpm levels andallow for better control of the valves when alarger than stock camshaft profile is beingused.

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factory-style pressed-in plugs. Once all the machining has beencompleted, the cylinder heads can undergo one last wash and thefinal assembly can be done.

DURAMAX TORQUE LOCK INJECTOR CUPSOn the 2001-04 LB7 Duramax, the factory pressed-in injector

cup can become a common failure point in performance

valve guides were removed, these will be replaced with a newhigh-strength iron-based alloy, which has been heat treated fordurability and wear resistance. The new valve guides also offer aspiral groove on the inside bore which aids in oiling and lubrica-tions of the valve while the engine is operating. According to Industrial, these two steps ensure miles and miles of trouble-freeperformance, even in high-rpm competition applications like dragracing and sled pulling motors. Once installed into the cylinderhead, each valve guide is honed with a Diamond mandrel abrasiveto give the most exact and consistent size and finish possible.

The cylinder head will then receive an all-new set of valve seatsmade from a nickel-based non-magnetic material. These valveseats were developed to perform under the most extreme condi-tions and are extremely resilient to heat stress fractures and crack-ing. Dropping a valve seat in a brand new engine is not somethingyou want to be concerned about and these seats have proventhemselves in plenty of engines sold by Industrial Injection. Thevalve seats receive a full multi-angle machining to maximize air-flow in and out of the cylinder head. Industrial Injection uses aSerdi 100 Valve Guide and Seat machine for these processes,which uses and solid carbide straight shanked pilot. This acts asthe valve stem, which centers the tooling perfectly for unmatchedvalve to seat machining surfaces.

At this point, the mating surface of the cylinder head can bemachined and milled using the CBN or Diamond tooling depend-ing on the surface finish required by the chosen head gasket. Depending on the application, the cylinder head may also be machined for Fire Rings, which places a small, machined ringgroove around each combustion chamber. This is extremely com-mon on both the 12V and 24V Cummins heads, as Fire Ring gasketkits have proven to be the most reliable way to seal a cylinder headto the engine block in high-performance and high-boost applica-tions. Some cylinder heads will also have the freeze plug portsdrilled and tapped for threaded inserts, which will replace the


10

9 & 10 Just like in their custom-machined Duramax heads, Indus-trial Injection performs fine portwork in the cast iron Cumminscylinder heads as well. By enlarg-ing and smoothing out the intakeand exhaust runners, air can flowmore efficiently to the intakevalves and then exit from the exhaust valves. Since an engine isbasically nothing more than an airpump, the more air that can bemoved in and out, the more horsepower it can make throughbetter efficiencies.

9

11 One of the biggest differences between the Industrial Injection Street and CompetitionCummins cylinder heads is the work done on the intake manifold. While the Street headstill uses the factory intake manifold with a billet aluminum cover plate, the Competitionseries head has the entire stock manifold machined off. The intake side surface is thenmilled to be perfectly flat and drilled and tapped to accept various aftermarket intakemanifolds offered by Industrial Injection. The higher-flowing intake manifolds can moveeven larger amounts of air more evenly to each specific intake runner.

12 On the 12V Cummins heads, the stock intake manifold is machined off and milled flatfor the new performance manifold. A small space is left open between runners, which cancause air to travel from one runner to the other. To prevent this, the cylinder head is machined with a pocket between runners, a small brass insert is machined to fit andpressed into the pocket. Some small set screws are then used to secure them and finallyit’s all milled off flat. This is a rather labor-intensive machining process, but is just onemore extreme step taken by Industrial Injection to ensure the absolute best cylinder headperformance.

13 This cutaway of a Competition Series 12-valve cylinder head shows the intake runners’path. If you look at the water jacket pathway on the right, you can see how imperative it isthat the porting job be done correctly. If the port work is taken too deep, that divider wallcan become too thin and will be more likely to crack and leak, at which point, the headwould be unrepairable and need to be replaced.

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from traveling between ports and help maximize the cylinderhead’s performance.

AN UPGRADE WORTH CONSIDERINGThe guys at Industrial Injection say that their line of ported

cylinder heads can complement just about any engine build frommild to wild. Their Street series heads can also be purchased asupgrades to an otherwise stock engine. Should you find yourself ina position where a cylinder head has to be removed to repair blownhead gaskets, it may be worth your time to look into the line of performance cylinder heads they have to offer, especially if thecylinder head is a high-miler, needs valves and is otherwise tired.The increased airflow from CNC porting and pieces used in theStreet and Competition heads can not only improve an engine’spower potential, they can make for a smoother and more usablepower band, which can equate to better EGT and better turbocharger performance as well. DW

applications. As boost and cylinder pressures are increased, the in-jector cup can actually lift out of its seated position causing an extreme leak. To prevent this from ever happening, Industrial Injec-tion developed the Torque Lock injector cup, which has a threadedportion right at the cylinder head surface, which will lock the cupinto place and alleviate any future problems. Industrial Injectionoffers this Torque Lock system as a complete kit, but it will requiremachining of your cylinder heads for installation. Their Street andCompetition heads can also be ordered with the Torque Lock cupsalready installed.

CUMMINS HIGH-FLOW INTAKE MANIFOLDSOne of the biggest differences between the Street and Compe-

tition Cummins cylinder heads is the addition of an aftermarkethigh-flow intake manifold to the cylinder head. Depending on thecustomers’ needs and the potential goals of the engine, the factory intake manifold can be machined completely off of thecylinder head. By doing this, the new surface can be milled flat andthen drilled and tapped with bolt holes to accept various aftermarket manifolds. The performance manifolds can moreevenly distribute massive amounts of air to each intake runner, further increasing the cylinder head’s potential. On the 12-valveCummins applications, small brass inserts are machined and installed between intake runners to create a better sealing surfacewith the new intake manifold. These brass inserts will keep air


17 Because of the five-axis CNC machine and CAD/CAM software designed specifically forcylinder head porting, the intake runners on the Duramax cylinder heads are near perfect,every time. The smooth internal bores and matching profiles eliminate restriction in the airstreams path and will help with overall engine efficiency. The cylinder head porting shouldalso help increase turbocharger performance, especially when paired with the rightcamshaft profile, which will allow the valves to open and close at the exact moment it’sneeded to.

16 On the Street Dura-max heads, additionalmachine work is donearound the valves. Thisprocess is referred to as“Unshrouded Valves.”Since most diesel engine cylinder headshave the valve face recessed from the decksurface to allow theproper piston clear-ance, the amount oftime the valve is openand the amount of airthat can be passedthrough it is affected.By machining the small

grooves around the valves, the air just has that much more area to travel through beforethe valve is fully closed. You’ll also notice the groove doesn’t go all the around the valve,as this portion gets too close to the outer cylinder wall and could cause issues with thehead sealing surface.

14 Once the cylinder head cleaning, machining and assembly is completed, the heads arewrapped and boxed in wooden crates for shipping. The wooden crates offer maximum protection so that the perfectly flat and machined gasket surfaces and valve train won’tbe damaged before being installed on your engine. The crates also make for great packaging to return your stock core cylinder head.

15 Just like on the 24-valveCummins cylinder heads, Indus-trial Injection machines thesame style Fire Ring groovesinto their 12-valve Cumminshead. In high-boost applica-tions, the Fire Ring gasket sethas proven to be the effectiveway to seal around the com-bustion chamber and alleviateblown head gasket problems.The 12-valve cylinder head canalso be upgraded with +.100oversized stainless valves. With45-degree seats cut to fit,they’ll move an additional 10-15 cfm of air.

SOURCEINDUSTRIAL INJECTIONDept. DW800-836-4207www.industrialinjection.net

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Like most diesel enthusiasts, Alan Fraze purchased hisdiesel truck primarily for its load-carrying capability andpowerful diesel engine. But Fraze, a music producer from

Denver, Colorado, didn't intend to haul typical loads; hebought the truck to haul the extravagant custom sound system that he planned to have installed. Working with EliteCreations owner Tim Olsen, they designed the massive soundsystem but needed to find a vehicle that could house it as wellas keep up with the electrical demands.

Diesel Meets Music StudioTEXT AND PHOTO BY CHRIS TOBIN

SOUND MADW-1408-42-50-CHEV 5/6/14 3:54 AM


MACHINEDW-1408-42-50-CHEV 5/6/14 3:54 AM


Considering that Fraze wantedto build a daily driver, not a simpletrailer queen, they opted to go witha 2008 Chevrolet 2500 HD knowingthat the big Duramax truck couldhandle the extra weight of the audiosystem and the engine could keepup with the electrical needs. Theyalso knew that the diesel platformwouldn't have any trouble gettingthe extra weight from the stereosystem moving, allowing him todrive the truck in a normal manner.

The truck underwent its trans-formation in just four months at thehands of Olsen and the team atElite Creations in Corona, California.Exterior modifications came first,including the CST suspension liftthat uses dual Fox Racing shocks atall four corners. The shocks featureremote reservoirs and polishedbodies to make sure they look asgood as they ride. In the rear, he installed a new set of leaf springs tocompensate for the additionalweight of the sound system, alongwith a 4-inch lift block for theproper stance. New shock mountswere fabricated in the rear for thedual shocks that are now mountedon the rear side of the axle.

While the crew was workingunder the truck, they also polishedthe aluminum rear driveshaft andinstalled a set of AMP Researchmotorized running boards to makeit easier to get into the truck. They

The impressive stance comes courtesy of the CST suspension lift.

Looking under the truck you can see the polished driveshaft as well as the CST drop suspension bracket for the torsion bars.

The rear axle utilizes dual Fox Racing Shox on each side with fabricated mounts. You can also see the center-dump RBP exhaustand the bottom of the battery cover for the four Odyssey batteries that power the sound system.

Dual Fox Racing Shox on each corner of the truck give it a smooth ride while themassive Brembo brake upgrade is sure to whoa the truck down from speed.

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also installed a Brembo brake upgrade onthe front of the truck to make sure thatFraze wouldn't have any problems stop-ping despite all the added weight from thesound system installation.

The massive Brembo calipers sportsix pistons for plenty of clamping forceon the 15-inch cross-drilled rotors. In therear, the stock rotors were retained andthe rear calipers were painted red tomatch the Brembo fronts. It’s easy to seethe brake upgrade through the customcolor-matched eight-spoke RBP 24-inchwheels wrapped in 37X13.50R24 Toyo

M/T Open Country tires. The rear differ-ential cover and transmission pan wereboth replaced with cast aluminum piecesfrom Mag-Hytec for better cooling andserviceability.

To dress up the rest of the exterior, thebadges and molding were removed andnearly everything that could be removedwas removed and color-matched to thedeep blue of the truck. Among the itemspainted were the hood vents, mirrors, doorhandles, tailgate handle, bumpers andtonneau cover. The lights were alsotreated to a light smoke treatment to

From any angle, Fraze's deep blue Chevy is a beautiful truck. Here you can see the color-matched rear bumper, tailgate handle, tonneau cover and door handles that combine with thebadge removal to give the truck such clean lines.

The refinished suede headliner is home to a factory sun-roof as well as an Alpine video monitor for rear seat pas-sengers.

The Duramax engine was outfitted with three 340-amp alternators to power the mighty sound system. The engine wasenhanced with an aFe intake and RBP exhaust as well as EFILive tuning to make sure the engine could handle the extraelectrical load and weight of the system.

Each front A-pillar is home to a pair of Dynaudio tweetersthat are molded into the suede-covered panels and posi-tioned to provide excellent sound quality.

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blend better with the body. To give thetruck some more style and an aggressivetouch, they replaced the factory Chevygrille assembly with a matte-black meshRBP grille that has chrome accents. Ofcourse, dark tinted windows are a manda-tory addition to keep prying eyes at bay.

After the exterior was whipped intoshape, Olsen and the crew at Elite Cre-ations turned their attention to power andperformance upgrades. In addition to thenew pan, the Allison transmission wastreated to a full performance rebuild withthe team from Red Line Performancewrenching on the trans.

The 6.6L Duramax engine was alsotweaked for improved performance with anew RBP exhaust system that dumps inthe center behind the rear axle. To help theLMM inhale easier, the build team installedan aFe cold air intake system. They alsoinstalled a Snow Performance water/methanol kit for a little added power aswell as improved fuel economy. To bringthe engine package together, they tuned itwith EFILive and estimate that the engineis making around 550-600 horsepower. Inthe future, Fraze may go for getting moreout of the engine by upgrading the turboand fuel injectors.

The build team also replaced the factory alternator with a high-current 340-ampere unit and even added custommounts for two additional 340-amp alter-nators to power the massive sound system. The alternators charge a pair ofOdyssey PC-1500 batteries in the factorylocations under the hood and four largePC-2150 batteries mounted under the bedwhere the spare tire once resided.

For Fraze, as a music producer, theaudio system is one of the most importantaspects of any of his vehicles, and this onedoes not disappoint. Olsen and his EliteCreations team of builders custom

When the air-controlled lift cylinders raise the tonneau cover, the heart of the beast is shown with eight JL Audio amplifiers and four massive JL Audio subwoofers, all custom molded intothe bed.

The low-frequency sounds are channeled into the cab behind the rear bucket seats with a cut-through section in the bed and cab. When peeking into the enclosure you can see the cus-tom-molded panels that hold the massive JL Audio W7 subwoofers.

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fabricated every aspect of the audio sys-tem, including reconfiguring the interior forfour bucket seats with a modified centerconsole that runs the length of the cab butlooks factory. The heart of the system isthe Alpine audio/video head unit moldedseamlessly into the factory dash location.A drop-down Alpine video monitor ismounted to the headliner for rear seat entertainment in addition to the pair ofAlpine headrest monitors.

The front and rear door panels were reconstructed to house Dynaudio compo-nent speakers while retaining a factorystyle integrated look with a midbass andmidrange in each rear door and two mid-bass and two midrange drivers in eachfront door. The front A-pillars hold a pairof integrated Dynaudio tweeters on eachside for high-frequency performance.

To handle the low-frequency sounds,the Elite Creations crew cut through thebed into the cab and built a sub enclosureto house four massive JL Audio W7-seriessubwoofers. The subs feature chrome-plated baskets that are visible through thecurved Lexan panel that forms the top andrear of the enclosure. The bed of the truckalso houses eight JL Audio amplifiers thatpower the sound system. With the ton-neau cover down, the system is neatly hidden from view, but pneumatic actua-tors lift the cover and reveal the glory ofsound production that fills the bed of thebig Chevy.

In addition to the big sound system,the interior of the truck was also reuphol-stered to make it more comfortable. Theheadliner was recovered in suede and thebucket seats were redone with a suede

center section to contrast the dark leatherouter portion. Suede inserts were also installed in the door panels to tie thewhole interior together and make it looklike a factory option.

While it looks like a full-blown showtruck, the Chevy was built as a daily driver

that Fraze could use as a mobile office andsound studio. The Duramax engine andpayload capacity of the truck were thekeys to make the rig possible. Even with-out the amazing audio/video system, thisis one killer truck and the system takes itway over the top. DW

Both the front and rear door panels were reworked to hold the Dynaudio speakers while giving them a factory look and feel.

The rear bucket seats are separated by the factory-style center console that continues to run from the dash all the way tothe back of the cab. Also notice the suede inserts in the seats as well as the Alpine monitors integrated into the front seatheadrests.

The control center for the audio/video system is the Alpine head unit that’s framed by a custom-fabricated bezel thatmakes it look integrated, just like a factory head unit.

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TEXT AND PHOTOS BY CHRIS TOBIN

Billet ExcellenceA

ll engines, diesels included, are essentially giant air pumps when you think ofthem in their most basic form. The pistons move up and down in a cylinder, drawing in and pushing out air and combusted fuel to make power. The gate-

keeper becomes the cylinder head and intake and exhaust valves.

New Wagler Duramax Cylinder Heads

Tech

Wagler Competition Productspartnered with Brodix to develop bolt-on Duramax cylinder heads that offer muchbetter performance than thefactory heads.

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Improving the airflow in an engine increases efficiency, and consequently performance in terms of more horsepower andtorque from improved airflow into and out of the cylinder. The improved efficiencies have been demonstrated on the outside ofthe engine with the addition of such aftermarket goodies as an intake and exhaust system, and turbo upgrades. Once these bolt-on upgrades are done, what other area can improve enginebreathing? The answer is cylinder head upgrades.

In the performance arena, cylinder head mods, such as CNCporting, are a very common upgrade in the diesel world. The gasfolks have enjoyed a wide selection of aftermarket cylinder headupgrades to choose from that would boost performance and efficiency, but there were few aftermarket performance cylinderheads available for us diesel guys. Jeremy Wagler of Wagler Competition Products set out to change that.

Wagler is a long-time gearhead with many years of diesel per-formance experience. In 2011, he established Wagler CompetitionProducts (WCP) to develop a performance aftermarket cylinderhead for the GM Duramax diesel engine. He teamed with one ofthe most famous cylinder head manufacturers in the gasolineworld, Brodix, to cast a replacement aluminum cylinder head forthe Duramax engine that would be able to serve as both a replacement alternative to factory heads and a high-performancehead capable of supporting high-power competition engines.

The heads are cast from virgin A356-grade aluminum alloy byBrodix in their Mena, Arkansas, foundry. They also handle basicmachining for mating surfaces, injector mounts, valve guide pock-ets and spring seats to deliver great "As-Cast" performance out ofthe box before final machining and assembly at Wagler Competi-tion Products in Odon, Indiana. The heads can be configured in analmost limitless manner ranging from stock replacement, reusingoriginal valves, springs and hardware to full-race with larger valves,bronze guides and high-performance beehive springs.

Wagler also incorporates a relocated valve centerline that allows larger valves to be used and unshrouds the valves for moreperformance, and better airflow and swirl than factory heads. Evenwith stock-sized valves, the WCP heads flow more air than factoryheads and larger valves flow even more!

Even though it looks a lot like a stock Duramax head and boltsinto place like a stock head, it’s a fresh ground-up design that removes many of the factory weaknesses and improves upon thehead with larger ports to take full advantage of aftermarket per-formance parts and fuel system upgrades. For LB7 applications,Wagler incorporated the injector cups into the casting to removethe need for factory or aftermarket cups that are prone to leaking.

In addition to valves, springs, retainers and guide options, WCPalso offers many levels of porting options. Using one of their twoin-house, multi-axis CNC machines they can cut a relief to work

1 One side of the CNC machine shop is dominated by the large five-axis Centroid A560XL that’s used to perform complicated CNC machining (like head porting) that would be impossiblewith a three-axis machine.

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retainers and keepers. Using the factory33mm intake and 31mm exhaust valves,Wagler measured around 60 more CFM ofairflow per cylinder on the intake and about50 more CFM per cylinder on the exhaust.So with a basic head swap, the Duramaxengine is capable of ingesting an additional480 cubic feet of air per minute and expelling an additional 400 CFM.

Stepping up to larger 36mm intakevalves, 35mm exhaust valves and portingshowed nearly 120 CFM more airflow onboth the intake and exhaust versus a stockGM LMM head. It’s easy to see that this upgrade has a lot of potential to make morepower, especially when you consider thatwith the ported head and larger valves theengine could flow 960 CFM more in and outof the engine.

To put that into perspective, 960 cubicfeet of volume is equal to the volume of aroom that’s 10-feet by 10-feet by 9.6-feettall! With proper supporting modifications,

Wagler and his team have seen increases of 200 to 300 horse-power on high-horsepower competition engines by swapping production GM heads for a set of WCP heads.

For those wanting even more flow, WCP can build the headswith 38mm intake and 37mm exhaust valves that are 15- and 19-percent larger than the stock valves respectively. With a stock 6.6LDuramax cylinder bore you can run up to 34/33mm valves whilelarger sizes require boring the block for proper valve clearance.

Thanks to larger intake and exhaust parts and runners all of theWCP heads flow more air than factory Duramax heads. It’s note-worthy from looking at the flow bench data that the GM headsreach their flow limits right around .300 inches of valve lift,

with the factory clamshell intake manifolds. The ports can also behand blended for increased flow over the As-Cast versions ortreated to full-blown five-axis CNC porting with hand polishingthat provides the ultimate flow for a Duramax head. Of course, theport and polish work will increase the flow when using stock-sizedvalves, but will be even better with larger valves.

The WCP S-Series heads are designated as stock replacementheads while the X-Series heads are for competition use. Regard-less of the designations, the heads all come from the same Brodixcastings. The differences lie in the valve sizing and optional port-ing, as well as the valvetrain hardware like valves, springs, guidesand retainers.

Customers wanting entry-level WCP Duramax heads can optto reuse their valvetrain hardware including valves, springs,

4 Looking inside a machined head we can see that the bowl below the valves is machinedto maximize airflow. Notice the bronze valve guides on the exhaust side are machined aswell to prevent the tips from overheating from the hot exhaust gasses of a performanceDuramax engine.

Tech BILLET EXCELLENCE

2 Alex Divine is the lead machinist at WCP and oversees the CNC porting of the cylinder heads. Here he’s securing a head tothe machining plate inside the large machine.

3 Since the machining plate can rotate and the head can swivel, the tool is able to reachdeep inside the head to get maximum airflow from the CNC porting process.

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meaning that additional lift from an aftermarket cam will do littleto provide more airflow with stock heads. As a contrast, the WCPheads outflow the factory heads in the lower lift range, but alsokeep flowing more air as the lift increases, making them perfect forcompetition applications where high-lift camshafts are used.

The new Wagler Competition Products cylinder heads bolt directly to factory Duramax engine blocks and can be configured towork with Duramax V-8s produced from 2001 and up. They workwith all of the factory provisions and can be used as a factory replacement head for Duramax engines. Factory rocker arms andbridges are still used to actuate the valves so there’s no need foradditional custom components. Intake ports and mounting surfaces can be ported and machined to optimize airflow with factory or aftermarket runner-style intake manifolds.


8 Looking closely at the exhaust side of the "As–Cast" WCP head (top) versus the factoryhead, it’s easy to see the size difference in the ports as well as how closely the WCP portmatches the exhaust manifold gasket.

7 Here a stock head out of an LMM (complete with EGR soot stains) is sandwiched by apair of "As-Cast" S-Series Wagler Competition Products heads. The top head has the optional clamshell intake relief machined into the intake surface, note how well the machining follows the path of the clamshell manifold as you can see by comparing it tothe stock head.

6 On the exhaust side of the head you can see all the way into the valve pockets through the machined port and runner.

5 The intake ports and runners are machined beyond visible depth or reach by hand tomake sure airflow is optimized into each cylinder.

We were invited up to WCPs facility tocheck out the cylinder heads in person,watch the machining processes and seeflow bench testing on their SuperFlow SF-1020 flow bench. Seeing the high-techshop and machining capability on the outskirts of a small rural Indiana town inAmish country complete with horses andbuggies roaming the roads is an odd sightfor sure, but the capabilities at WCP arequite impressive to say the least.

In addition to their Duramax heads theyalso do porting on all makes of cylinderheads for diesels. Wagler and his crew alsodesign and build custom billet aluminumintake manifolds as well as complete competition engine packages from bal-anced rotating assemblies to high-end fuel systems.

Wagler Competition Products' three-axis Haas VF3 CNC mill is used primarily forfabrication of billet aluminum parts like intake manifolds and such while their five-

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14 Wagler uses his SuperFlow flow bench to preciselymeasure and verify the performance gains of the cylinderheads making precision adjustments to the valve openingbefore each measurement.

13 This graph shows the differences between a stock GM head, a WCP As-Cast head withstock-sized valves and a CNC-ported WCP head with larger 36mm intake valves and 35mmexhaust valves. Notice that there’s nearly 100 CFM more airflow at .500 lift with theported head and about 60 CFM additional with the As-Cast head. Those are large per-formance differences that will allow you to get much more air in and out of your engine forbetter performance and efficiency.

12 Looking at the flow bench data on this graph you can see the comparison between individual cylinder airflow of a stock LMM head with and without the intake clamshell installed versus a WCP head with and without the clamshell. Notice that the airflow keepsrising with valve lift on the WCP head while the LMM head flattens out at about .300-inchlift. Flow bench testing was done using the same valves in each head so the performancedifferences are directly attributed to the difference in the head design.

11 Wagler then machines the deck surface to set the valve face to deck face surface clearance to make sure that the valvesdo not have a nasty run-in with the pistons.

10 After the valve seats are installed then cut for the multi-angle valve job, Jeremy Waglerhand blends the transition from the valve seat to the bowl for best flow.

9 With the EGR soot cleaned you can clearly see the size difference of the WCP intakeports (on top) compared to the tiny factory ports in the stock head.

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axis Centroid A560XL CNC tackles the intricate CNC porting ofcylinder heads. A trio of Rottler machines are used to completethe heads, including machining the valve guides and seats (atmulti-angles), multi-angle valve refacing and cylinder head surfacing. The Rottler surfacing machine is also used to true andcut block and manifold surfaces. In the near future, Wagler plansto add an engine dyno to his already stout arsenal of shop equip-ment so that he can further refine and test not only his cylinderheads but also the complete engine combinations that they offer.

Prices for the cylinder heads range from $3,250 for bare cast-ings that you install your own components into, all the way up to$8,905 for complete assembled big-valve CNC-ported headsready to bolt onto your competition engine. Whichever route youdecide to take, if your Duramax is in need of new heads or you’relooking to squeeze every last bit of power out of your competitionengine you owe it to yourself to check out the Wagler CompetitionPerformance heads. While we were at the shop we also followed

along as Wagler installed a set of heads ona LMM GMC along with an injector upgrade, and we'll bring that installation toyou in next month’s issue. DW

18 Wagler uses an Intercomp scale to measure the springpressure at installed height to optimize valvetrain performance and minimize valve float at high rpm.

16

17

15 The WCP heads are hand assembled in the engine assembly clean room.

16 & 17 Looking at the deck surface of this big valve head we slid a set of stock valves into the third cylinder position sothat you could easily see the difference in valve size between the stock valves and the oversized stainless steel intake andInconel exhaust valves. They’re also shown on the workbench with the intake valves on the left and exhaust valves on theright.

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Turbocharger Sales & ServiceArea Diesel Service, Inc.

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SOURCEWAGLER COMPETITIONPRODUCTSDept. DW9612 North 675 EastOdon, IN 47562812-636-0391www.waglercompetition.com

Flow Bench Measurements:Valve Lift Stock GM Head Stock W/Clamshell Intake WCP "As-Cast" WCP "As-Cast" W/Clamshell Intake WCP Ported 36/35mm Valves

Int CFM Exh CFM Int CFM Exh CFM Int CFM Exh CFM Int CFM Exh CFM Int CFM Exh CFM.100 86.3 70.2 82.1 65.5 89.0 73.8 88.1 72.0 91.9 89.5.200 151.7 130.0 145.9 125.4 162.9 135.5 164.3 133.8 175.6 163.0.300 177.1 146.8 168.8 144.6 214.8 163.6 206.9 162.5 243.7 198.2.400 180.5 149.8 176.3 147.9 234.6 179.2 221.1 178.1 267.1 228.4.500 183.6 149.5 177.1 148.1 239.2 189.2 226.6 188.2 277.7 245.4.600 182.9 149.4 177.2 148.4 244.2 196.0 229.5 195.3 289.7 254.4.700 183.3 149.5 176.5 148.4 249.1 200.4 233.2 199.7 296.8 260.9.800 300.1 264.0

20 We caught this shot of Devine running the lower portion of an intake manifold on the CNC.

21 The finished manifold looks like this one that will alsoget an air-to-water intercooler between the upper andlower halves of the manifold.

19 Here are a few of the WCP heads shown alongside a stock GM head and a modified GM head. If your performancebudget does not allow for a new set of WCP heads they can also modify your stock heads to make some improvements inairflow.

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DW_1408_65 5/4/14 10:56 PM


It’s hard to believe that the National Hot Rod DieselAssociation is celebrating its 10th anniversary, butwhat better place to kick off the 2014 season than in

sunny Southern California at one of the state’s oldestdragstrips, the Auto Club Famoso Raceway just northof Bakersfield? While running an event in March in Cali-fornia is often risky, since it falls in the “rainy” season,the Southern California drought conditions played intothe hands of the NHRDA for their kick-off event.

NHRDA Kicks Off 10thYear Of Competition

In CaliforniaBY JOE DANIELS

PHOTOGRAPHY BY TRENT RIDDLE, JACOB WHITE & BOB HULSY

SPRING DIESELNationals

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While the NHRDA declined to releasea total spectator and truck count for theone-day event, judging from what wesaw in both the grandstands and thepits, their first foray into California couldbe deemed a success. The event fea-tured drag racing on the historic Famosoquarter-mile with competition in ProStock, Pro Street, Super Street, SuperDiesel and Sportsman classes. On thesled pulling track, only two classes par-ticipated, 3.0 and 2.6 trucks.

There wereplenty of street-driven dieselscompeting inthe sled pull.

Turnout for the one-day event was good with the Southern California weather cooperating and with plenty of vendors onhand.

DW-1408-66-74-BAKER 5/6/14 4:19 AM

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Dennis Schroeder of Strictly Diesel in Phoenix, Arizona, made the trek to SoCal to shake down his wild 7.3L Power Stroke hot rod.

Several trucks spent time up on the dyno getting an accurate measure of horsepower and torque.

Even a handful of tractors were on hand for the sled pull.

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With two competitions loaded into a one-day event, the day started early and ended uplate into the evening. A bonus to the SpringDiesel Nationals was a Pro Mod test and tunesession and an exhibition pass by a jet drag-ster. Technically, it runs on diesel fuel too.

Of course, no NHRDA event would be com-plete without a full vendor’s row, a nice collec-tion of show and shine trucks, an on-site dynoand the ever-popular burnout contest. Joe Rodriguez of Delano, California, took topShow-N-Shine honors with his 2012 Ramwhile William Terry of Las Vegas, Nevada,burned the rear tires off his ’95 Ram to win theburnout contest. Topping the horsepower andtorque charts on the dyno was Cody Beaman,of Merced, California, who put down an amaz-ing 1,105 horsepower and 1,800 lb/ft oftorque, according to NHRDA.

For more information on the Spring DieselNationals or to find an NHRDA event near you,check out www.nhrda.com. DW

While NHRDA declined to provide spectator and truckcount numbers to the media, judging from the stands andthe pits, the event had a good turnout.

This Cummins-powered rat rod garnered a lot of attention atBakersfield.

Both Pro Mods and a jet dragster shared the track with thediesel folks with the jet car putting on quite a show.

The Show-N-Shine competition had a nice collection ofcool-looking diesels.

Side-by-side drag racing was the order of the day on the historic Famoso dragstrip.

Both 3.0 and 2.6 class trucks competed on the sled pullingtrack.

We think this is the diesel equivalent to dual exhausts.

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National SponsorsAirAid FiltersAirDogARP FastenerBD Diesel PerformanceBully DogEdge ProductsElite EngineringFluidamprG&J Diesel PerformanceH&S PerformanceIndustrial InjectionISSPRO IncLiquid MPHMBRP Performance ExhaustNAPCOptima BatteryPPERandy’s Offroad ConnectionSouth Bend ClutchesXDPYukon Gear and Axle

Event SponsorsFleece Performance EngineeringScheid’s Diesel PerformanceHaisley MachineMaryland Performance DieselDanville PerformanceAlligator PerformanceStrictly Diesel

Burnout Contest and Show-N-Shine WinnersVehicle Name City State

Burnout Contest 1995 Dodge Ram William Terry Las Vegas NVDyno Winner 1995 Dodge Ram Cody Beaman Merced CA HP 1,105 Torque 1,800+Show-N-Shine 2012 Ram Joey Rodriguez Delano CA

SPRING DIESEL NATIONALSDATE 3/22/14

TRACK NAME Famoso RacewayLOCATION Bakersfield, CA

MBRP Performance Exhaust-Diesel Drag Racing ResultsClass Vehicle Name City State ET MPH RTPro Stock 1st Chevrolet Ryan Milliken Navarre FL 9.70 140.00 1.094Pro Stock 2nd 1973 Nova Rick Fletes Galt CA 10.00 140.00

Pro Street 1st 2007 Dodge Ram Jarid Valley Chubbuck ID 10.17 139.63 8.160Pro Street 2nd 2002 Ford Dennis Schroeder Phoenix AR 13.25 116.69 1.881Pro Street 3rd 1992 Ford Payton Hugie St. George UT 9.30 150.00 0.170

Super Street 1st 2006 Chevrolet Wade Minter Maypearl TX 9.37 145.52 0.157Super Street 2nd 2007 Dodge Ram Ryan Milliken Navarro FL 10.39 137.65 0.199Super Street 3rd 1994 Dodge Ram Tyler Kipp Coeur d'Alene ID 10.74 128.18 0.258

Dial ET RT MPHSuper Diesel 1st 2004 Dodge Ram Ryan Dubois Boise ID 11.90 12.39 0.089 81.78Super Diesel 2nd 2005 Dodge Ram Pat Liskey Meridian ID 11.90 12.62 0.710 87.61Super Diesel 3rd 2006 GMC Verlon Southwick Shoshone ID 11.90 12.32 0.074 97.36

Dial ET RT MPHSportsman 1st 1997 Dodge Jim Calmoun Kent WA 13.55 13.55 0.087 97.88Sportsman 2nd 2006 Ford Steve Price Lakewood CA 14.00 13.99 0.107 94.99Sportman 3rd 2006 GMC Verlon Southwick Shoshone ID 12.00 12.41 0.046 98.79

Fleece Performance Engineering - Sled Pull ResultsClass Vehicle Name City State Distance3.0 Class 2005 Dodge Tom Hansen Stansbury Park UT 252.803.0 Class 2000 Dodge Tom Colesanti Simi Valley CA 249.503.0 Class 1995 Dodge Trevor Nieffengerrer Brigham City UT 235.102.6 Class 2007 Dodge Garrett Parlette Snohomish WA 315.402.6 Class 2006 Dodge Weylin Richards Wellsville UT 289.402.6 Class 2003 Chevrolet Kevin Wiebe Ferndale WA 264.60

One of the most popular eventsof any NHRDA gathering is theburnout contest.

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Ram HD UpdateT

he introduction of the new Ram 1500 with the V-6 EcoDiesel earlier this year was exciting news forall. The introduction of a diesel engine to the half-ton could turn what would have been just a ho-hum, second year, mid-cycle refreshed truck into an industry best, and first-in-class truck. The

newest Ram diesel was well worth the wait, but it did distract from the improvements that were also goingon in the Ram Heavy Duty trucks. Here’s a look at the improvements in the Ram HD rigs for 2014 and someof the major upgrades from last year that these new upgrades build on.

2014 Ram Heavy Duty,Better Than Ever

BY TRENT RIDDLEPHOTOGRAPHY BY TRENT RIDDLE AND COURTESY OF THE MANUFACTURER

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The first of the new upgrades that really stand out on performance, but aretucked under the body and remain unseenby most, are suspension upgrades. TheRam 2500 has an all-new, five-link coilsuspension with optional air suspension.The Ram 3500 now has an optional sup-plemental air bag suspension that workswith the leaf spring rear suspension. Bothof these setups auto-adjust ride heightdepending on trailer weight and tongueweight to keep the ride and tow on aneven keel. As load is added or removed,the system raises or lowers the truck’sback end as needed.

Not only do these trucks have haulingand towing capacity, they also ride bettertoo. Heavy-duty trucks generally have suspension equipped for constant, heavypayloads. Ram states that the “Ram 2500takes lessons learned from the Ram 1500and adds an all-new, segment exclusivefive-link coil rear suspension system forbest-in-class ride and handling and newoptional rear air suspension system.”

They further point out that “the exclu-sive five-link coil design provides better articulation over obstacles than a leafspring system, and the robust coil springsare more than up to the task of handling

the loads required of a Heavy Duty Ram2500.”

While the Ram 3500 rear suspensiondoesn’t offer the same level of ride qualityas the new Ram 2500, it can haul and tow

The new in-bed fifth-wheel hitch setup and the changes in suspension mean that the new Ram 2500 can tow big and ride nice at the same time. We enjoyed our time behind the wheel,even when pulling a full load.

As with the new Ram 2500, the 3500 with the rear supplemental air bag setup and new front suspension was the besttowing Ram 1-ton we’ve driven to date. It, of course, hauls more than the 2500 and as such is a little stiffer all around, butit’s better riding than the Ram 3500s of yesteryear.

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much more. The rear Hotchkis leaf springsystem remains the same on the Ram3500, but will now “offer a supplementalair suspension system on SRW and DRWapplications.”

The factory points out that by addingsupplemental air bags to the rear suspen-sion, they were “able to soften the leafsprings, allowing for more unladed sus-pension movement” and provide a betterunladed ride. However, when load is increased in the bed and/or the trailerhitch, “the air suspension automaticallyfills the rear air bags to level the truck toimprove stability and ride quality.”

The front suspension is “an advancedthree-link front suspension to ensure roll

Here you can see the details of the new Ram 3500 supplemental rear air suspension. This setup levels theride, as the load changes. The air system allows for asofter rear spring, making the ride at all load levels better than past Ram trucks. The Hotchkis leaf springrear suspension was redesigned last year and is improved on with the addition of air ride on the Ram.

New for last year on the Ram 3500 4x4 wasthe “advanced three-link” design front suspension. This improves handling and morewith the new Ram 3500’s higher GVWR. Italso improves steering feel and response withheavy front loads, including snowplows. Thiscolor illustration helps to show the new anddifferent components.

This is the max tow capacity axle option for the Ram3500. This key component is part of the package thatgives a properly equipped, new Ram 3500 a towing capacity of up to 30,000 and a GCWR or gross combined weight rating of 37,600 pounds.

Here you can see the setup for theoptional rear air suspension setupon the Ram 2500.

This is the standard rear suspen-sion for the Ram 2500 trucks. Thiswas introduced last season.

Up front, the Ram Heavy Dutyline now has an advancedthree-link front suspension; the3500’s is seen here. This improves roll stiffness and bet-ter roll stiffness is a good thing,As an FYI, roll stiffness is alsoknown as body roll, and is animportant characteristic intaller vehicles and especiallytrucks with heavy payloads.“Roll stiffness is measured bythe amount the truck’s bodytips side-to-side, independentlyof the wheels, during cornering,”improving roll stiffness in tallervehicles, trucks for example.Those trucks with heavy pay-loads make for a safer and morecomforting ride.

The interiors of the Ram Truck line have been improving every year since the first rig rolled off the assembly line. ThisLaramie Longhorn interior package is more comfortable than most offices and more than a few living rooms.

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LOVE YOUR DIESEL BUT HATE THE STEERING? Borgeson steering components can get you in-line.

BORGESON STEERING SHAFTS

HD Shafts available for:

1979-2008 Chevy1979-2008 Dodge1979-2008 Ford1972-2006 Jeeps

Worn steering shafts will cause loose, wandering steering. Borgeson U-Joint and shaft assemblies give a tight precise feel to the steering. Original steering shaft assemblies are not designed for towing, plowing, off-road use or body lifts. Borgeson replacement steering shafts are so strong, they will probably outlast your truck!

BORGESON 2003–2008 DODGE BOXESBorgeson has two great Delphi power steering gearbox options for your 2003–2008 Dodge pick-up. #800116, The Borgeson #800116 “Dodge Box” is a re-manufactured Delphi 680 series power steering box that offers a large piston diameter for more available power assist and a modern variable valve for stable highway driving. #800116 will not fit vehicles that require a dropped pitman arm.

#800121, Borgeson has sourced and adapted a brand new Delphi 684 series power steering box for the 2003–2008 Dodge trucks. The Borgeson / Delphi 684 series “Dodge Box” offers the largest piston diameter for the most available power assist and a modern variable valve for stable highway driving. #800121 Fits all OEM and after-market pitman arms.

BORGESON 1994–2002 DODGE BOXES#800112 Borgeson has re-manufactured and adapted a modern Delphi 680 series power steering gearbox for your 1994–2008 Dodge truck. The new Borgeson “Dodge Box” offers a large piston diameter for more available power assist and modern variable valve that allows for stable highway driving. Fits OEM and after-market pitman arms.

#800120 The same features of the 800112 but brand new

‘03–08 #800116

‘94–02 #800120

Find out more!!! Visit us at...www.borgeson.comBorgeson Universal Company, Torrington, CT 06790 860• 482• 8283

SINCE 1914

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Ram Heavy Duty trucks continue as tow rating standouts for the 2014 model year.Best in class ratings are as follows:•Towing – Up to 30,000 pounds with Ram 3500•Towing – Up to 17,970 pounds with Ram 2500•Payload – Up to 7,320 pounds with Ram 3500•Capacity – Gross Combined Weight Rating (GCWR) of 37,600 pounds with Ram 3500

Ram 3500

Ram 2500

stiffness. Greater roll stiffness, also known as bodyroll, is an important characteristic in taller vehiclesand especially trucks with heavy payloads.”

In addition, the 2014 Ram 2500 now comesfrom the factory with a bed and frame that aregooseneck and fifth-wheel-hitch capable. Ram offers a “hitch ’n’ go” towing prep package and anin-box connection junction. In addition, a Class 4and 5 receiver hitch with a four- and seven-pinconnector on the bumper is standard.

As with last year, peak power of 850 lb/ft oftorque and 385 hp with 6.7-liter Cummins is avail-able on the 3500, with the upgraded Aisin six-speed automatic. This new transmission iscapable of running a PTO. The 2500 is rated onlyslightly less and is a towing brute in its class too.

Earlier this year we did some towing with theRam 1500, 2500 and 3500 trucks. We can say thatin our humble opinion, the new Ram rode betterthan ever empty and could tow all that we couldhitch to them, within the manufacturer’s recom-mended limits, with ease. Last year, we really enjoyed the advanced three-link front suspensionon the 1-ton (3500) trucks. This year, we can saythat the supplemental air bag rear system is theperfect complement and really rounds out thepackage and improves the ride. Yes, unloaded, the3500 is not as smooth as the 2500, but they’re thesmoothest-riding Ram trucks yet that can tow anhonest 30,000 lbs. DW

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TEXT AND PHOTOS BY CHRIS TOBIN

Project Work Truck:M

any enthusiasts think about adding more power or making their truck look better. The last thing on theirlist is figuring out how to better stop their truck pulling a 10,000-pound trailer. This never comes to minduntil you’re doing 70 mph down the interstate with a fully loaded trailer pushing you toward dead-stopped

traffic. It’s then you realize the stock brakes come up a little short.

Better Braking

Tech

Vincent Uriah, a concrete contractorwho regularly pulls loads with his 20037.3L Power Stroke F-350, already knowsthe need for improved stopping power.Since Uriah tows heavy on a regular basis,

he wanted to upgrade his wheel brakes aswell as add an exhaust brake to the125,000+ mile Ford for maximum brakinghelp when needed. The cool thing abouta diesel is that you not only can upgrade

the mechanical brake system, you canalso add an exhaust brake to help slowthe load.

Since Uriah’s truck has been atSwamp’s Diesel Performance for a series

PART 3

The Pacbrake exhaust brake kit contains everything you need for the installation and more, such as a handy air tool kit and storage bag to make use of the compressor and tank formore than just actuating the exhaust brake.

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of work truck upgrades we’ve been follow-ing, upgrading the brake system was nexton the list. For the exhaust brake, the teamat Swamp’s turned to Pacbrake for theirair-actuated PRXB inline exhaust brakevalve as well as vehicle interface to controlthe automatic transmission for maximumbraking. Then, for the wheel brake upgrade,the crew at Swamp’s installed new EBC Ultimax rotors and EBC Orange Extra Dutybrake pads on all four corners of the truck.

We followed along as Chris Murra installed the components on Uriah's truckover a two-day span. Installing the enginebrake is quite involved and requiresmounting the brake valve in the exhaustsystem, but also mounting, plumbing andwiring the compressor, tank, valves and integration module. You will even need awelder to install the supplied exhaust couplers on the exhaust pipe after remov-ing a section of tubing to make room forthe brake valve. The included installationmanual is well written and should helpskilled DIYers complete the installationwithout problems, but if you’re a beginnerit may be better to let your local diesel performance shop handle the installationfor you.

After the Pacbrake exhaust brake instal-lation, attention turned to the wheel brakesystem. Armed with new rotors and padsfrom EBC, this upgrade really comes downto about the same thing as a basic brakejob, which most DIYers can handle them-selves. Since Uriah's F-350 is a 2WD duallyand has the large full-floating rear axle,changing out the front and rear rotors ismore involved than your typical brake job.

When performing the upgrade, it’s agood idea to pick up a new set of front andrear inner seals as well as a new set ofbrake hardware to make sure everythinggoes back together smoothly and contin-ues to work well for years to come. Also, besure to thoroughly inspect the wheel bear-ings for any signs of wear or pitting and replace them as needed while you havethings taken apart. It’s also a good ideawhile you’re inspecting the wheel bearingsto thoroughly clean them and repack themwith a quality wheel bearing grease suchas the Valvoline Multi-Purpose grease usedby the team at Swamp’s.

Working on the brake system is notsomething for amateurs or beginners.There’s too much safety at risk if somethinggoes wrong. If this is beyond your comfortlevel, there’s no shame in calling in the professionals to do the job properly. It will

be money well spent to ensure the safetyof you and your family, let alone other mo-torists on the road.

The Pacbrake PRXB kit even comeswith an accessory kit that can be used forinflating tires or just about any other small

EBC makes some of the best brake components, including the massive front rotors for this 2WD Ford F-350 along withmatching rear rotors and their new Extreme Duty brake pads for excellent stopping power.

1 While it isn't necessary for the installation, lifting the truck on a two-post lift makes it much easier to work on and allowsus to get in there and photograph the installation details.

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can be used to help control speed when traveling down gradeswithout using the wheel brakes, allowing them to stay cool andready for use in an emergency situation if needed.

Speaking of wheel brakes, Uriah's were not in bad shape, butthe rotors were definitely showing their age with some grooves andpretty serious glazing all the way around. Glazing is caused by heat

air needs you might have. The kit comes with a coiled hose and asoft case to keep everything organized in your truck so it’s all in oneplace when you need it. Driving with the system in the off position,the truck operates normally, as though the system is not even installed. When the system is activated, the LED in the switch willglow red, indicating that it’s enabled and ready for activation. TheLED will glow green during initialization of the controller and willglow orange when the engine brake is active.

When driving with the Pacbrake system enabled, the exhaustbrake will only activate if the accelerator position is at zero throttleand vehicle speed is more than 22 mph. It’s noteworthy to mentionthat the cruise control function of the truck is disabled when thePacbrake is enabled; we presume this is to prevent the systemfrom falsely activating when the cruise is maintaining speed butthe physical position of the throttle is at zero. The system workswell slowing the truck greatly whenever you let off the throttle; it

3 Murra then cut out the marked section to make room for the exhaust brake. Be sure towear eye protection when using a reciprocating saw.

4 Next, he temporarily installed the brake and couplers on the exhaust tubing to makesure everything was properly aligned before tack welding the couplers to the exhaust system.

5 After removing the brake valve assembly, he welded the couplers to the exhaust tubingfrom the inside to get a 360-degree weld without having to completely remove the exhaust system from the truck.

Tech PROJECT WORK TRUCK: PART 3

2 To start the Pacbrake installation, Chris Murra assembled the exhaust brake and exhaustcouplers to mark the section of the exhaust tubing that will need to be removed.

6 Murra then installed the Pacbrake valve and actuator assembly in position using thesupplied V-band clamps.

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showing that these brakes have been heavily used at timesthroughout their service life. It causes the rotor surface to becomeglossy and slick and is not a good surface for the pads to grip andslow the truck, meaning more pressure will be needed and moreheat will be generated. The pads were getting close to the end oftheir life, especially in the rear, so while he could have gone for several thousand more miles before running into a metal-to-metalbrake situation, it was a good time to replace the pads and rotors.

The EBC Extra Duty Orange brake pads come with a brake-insurface coating like their other pads to season the rotors to thepads during your initial couple hundred miles of driving. Extra Duty


9 Then, he mounted the air compressor in the space vacated by the vacuum pump assem-bly relocation using the supplied mounting brackets.

10 The pressure switch assembly and air hose connector mounts to the studs securing theMAP sensor. Murra fabricated a new bracket as the one supplied in the kit was for the 6.0Lengine.

11 Moving into the cab, he mounted the Pacbrake control module below the dash using thesupplied bracket to securely hold it in place between the brake pedal and the PCM.

7 Moving to the outside of the frame rail, Murra had to drill a couple holes to mount theactivation solenoid as well as the small air tank. He also routed the air line to the actuator,solenoid and tank before lowering the truck and moving on to the rest of the installation.

8 Murra relocated the small vacuum pump from the factory location near the blowermotor to the radiator core support near the passenger side battery with the suppliedmounting bracket. He used the supplied wire and hose to extend the electrical connectionsand vacuum hose, then covered them with protective wire loom.

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pads are built to provide low noise and long life along with improved stopping power compared to stock pads. They’re alsorotor friendly thanks to their new carbon granule construction thatalso minimizes noise and dust.

Driving the truck, the brakes provided good pedal feel and excellent stopping power as we’ve experienced with EBC Brakeupgrades in the past. When combined with the Pacbrake PRXB exhaust brake, Uriah's truck is now ready to tackle heavy loads andthe steep grades commonly found around Southeastern Ten-nessee and Northern Georgia where he commonly uses the truckfor work, towing heavy earth-moving equipment. DW


15 He mounted the activation switch on the top of the steering column to allow Uriaheasy access to activate the system and view the LED to verify operational modes.

14 In the passenger-side fender well, Murra connects the Pacbrake harness to the PCMharness with the supplied heat shrink butt connectors that will ensure years of trouble-free performance.

13

12 & 13 The harness is then pulled through the firewall for the electrical connectionsunder the hood and under the truck. It can also be plugged into the control module andcarefully routed and secured under the dash, paying close attention to moving components.

12

16 Under the hood, Murra routed the harness to the rest of the components and made theelectrical connections indicated in the installation manual and secured the harness withthe included cable ties.

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Reliable performance,with no core charge!Fleece Performance CP3K and PowerFlo 750 CP3 pumps are straightforward, no infl ated numbers, CP3 upgrades that provide proven results with unmatched reliability.

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17 Looking under the truck you can see the completed Pacbrake PRXB installation withthe wires and air lines secured.

19 Like any other brake installation/upgrade, you will first need to lift and secure the vehicle and then remove the wheels. Next, remove and secure the calipers to prevent damage to the brake hoses and then remove the caliper brackets.

20 & 21 On the Ford truck, you will need to remove the axle shafts before removing thehub and rotor assembly.

18 The installation under the hood is clean also with easy access to the air hose connectorshould Uriah need to inflate a tire or something similar requiring compressed air.

20

21

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25 Up front, the brake job is a little easier. Murra removed the calipers and mounts beforeremoving the one-piece hub and rotor assembly.

26 Then, after cleaning andinspecting the wheel bearings,he repacked them, installednew rear seals and mountedthe new EBC hub and rotor assembly. Be sure to properlypack the bearings with a high-quality grease to prevent wearproblems down the road.

27 Like the rear, new hardware was used when installingthe EBC Extreme Duty brake pads and mounting thecalipers. Be sure to use a new cotter pin on the spindlenut and to reinstall the dust cap to prevent the greasefrom escaping or becoming contaminated by road debris.

22 After removing the old rotor from the hub and cleaning the hub and bearings, the newrotor can be bolted to the hub using the original bolts, securing them with thread-lockingcompound to make sure they do not back out unexpectedly.

23 Then, after greasing the bearings, installing new rear seals and reinstalling thehub/rotor assembly and axle shaft, Murra applied thread-locking compound to the boltsand tightened them to the proper torque holding the hub with a large pry bar.

24 The completed rear brakes now have a good surface for the pads to clamp down onand the Extreme Duty EBC pads will provide better braking and longer wear than the original brake pads. New brake hardware was used and lubricated with the caliper lubesupplied with the EBC pads to make sure that the calipers do not hang up or freeze on thefloating pins and prematurely wear the new pads and rotors.

SOURCESEBC BRAKES USADept. DW6180 South Pearl St.Las Vegas, NV 89120702-826-2400www.ebcbrakes.com

PACBRAKEDept. DW19594 96th AvenueSurrey, British Columbia, V4N 4C3800-663-0096www.pacbrake.com

SWAMP'S DIESEL PERFORMANCEDept. DW304 Sandhill RoadLaVergne, TN 37086866-595-8724www.swampsdiesel.com

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Catching big air off the dunes, youprobably wouldn’t expect thistruck to be diesel powered. It’s

quite a sight to see something like thistake flight, though it was never planned.Austin Lessel is a big fan of running hardover the dirt and sand. When he wasyounger he was all about quads and dirtbikes. Now that he can drive, he’s able torun full-size trucks over the loose ter-rain. Austin was running an Avalanchebut he kept breaking suspension parts,so he decided to trade his gas-poweredtruck for something that wasn’t sotempting to beat on in the sand.

Not Your Everyday PrerunnerTEXT BY KEVIN AGUILARPHOTOS BY MANUEL GARNER

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He picked up an ’06 Silverado 2500because it’s heavy, and trucks like this aredifficult to build for extreme off-road use.However, when you have a passion fordriving over sand and live only a few milesaway from the dunes in Pismo, California,temptation can only be avoided for solong. At first, Austin lifted the truck with apremade kit just to have a little fun. Thatquickly escalated and he couldn’t resistpushing the truck further towards its

breaking point. Soon enough he was in thesame situation as before, the only differ-ence was that he had a considerably heav-ier diesel truck and there weren’t anysuspension kits strong enough to handlehis needs.

Because it’s uncommon to build some-thing like this, Austin was forced to have acustom suspension made to fill the bill.The truck was taken to Dirt Designs inAtascadero, California, for a massive over-

haul. The original front components werestripped and a custom-machined bent J-beam and radius arm suspension wasbuilt 4 inches wider, able to take somepunishment. On the end are one-off spin-dles with 1.5-inch uniballs and disc brakesfrom a 2011 Dodge Ram were attached.The steering has also been beefed up witha custom swing arm-style system com-plete with a fabricated pitman arm andHeim joints. King Off-Road Racing Shocks

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helped with a set of 16-inch 3.0 coilovers withremote reservoirs, 18-inch 4.0 six-tube bypassshocks and 2-inch 2.5 bump stops. With theseparts combined, the front suspension is readyto handle 26 inches of travel.

On the rearend, Dirt Designs chopped offthe back-half frame to get the maximumamount of deflection. Basically, they took anAmerican Axle Manufacturing rearend and figured out where it needed to be and howhigh up it was going to move. Then the framewas made out of round steel and the rearendwas trussed to make it stronger. Tackling therear suspension, a triangulated four-link wasmade for the 30 inches of travel. A matchingset of King Off-Road Racing Shocks coilovers,bypass shocks and bump stops were added.To make the frame rigid and keep Austin safe,a complete roll cage was made out of 2-inchround steel and runs from the front of thetruck to the rear.

With all of the suspension modifications,some of the factory body panels wouldn’t fitthe style or the function. The truck received aTrailer Products one-piece front end, whileFiberwerx Offroad Fiberglass Trophy Truck series bedsides were custom molded for theshortened rear wheelbase. The front also gota 2-inch front bumper with a pusher from DirtDesigns in case any problem objects get in the

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way. To light up the path, several Rigid Industries LED lights fit with custommounts have been installed. Then TorliefKarr wrapped the entire body in metallicblue 3M vinyl. For a better footprint, a setof 17-inch Method Race Wheels 105 bead-locks were added with 39x13.50R17LT BFGoodrich tires.

Yes, this truck is equipped with a heavy6.6L Duramax diesel engine and it’s ableto launch itself in the air. Helping the trucktake flight, the Duramax has been up-graded with an EFILive tune by Rob Cod-dens of ATP Trucks, a PPE lift pump, and4-inch downpipe that connects to a 5-inchstraight exhaust. Transferring the power isa stage 5 Allison 1000 transmission fromAlligator Performance along with a cus-tom two-piece driveshaft that was madeby Coast Clutch of Santa Maria, California.The rearend was also optimized with anEaton Detriot Trutrac locker with Yukon4.88:1 ring and pinion gears and an ATSDiesel Performance diff cover.

On the inside, things were kept simpleto prevent parts from becoming projec-tiles during jumps and other harsh move-ments. Keeping Austin and his passengerssecure is a set of four MasterCraft Safety3G seats along with Crow Safety Gear 3-inch five-point seat belts. To help guide

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him off-road, a Lowrance navigation unit ismounted in a custom center console thatholds the buttons to operate the exteriorLEDs.

As you can see, this truck is a completebeast when it comes to going loco on thedirt or sand. The suspension componentshave proven themselves and Austin plansto enter the truck into some off-road endurance races. With its new capabilities,we’re sure the truck will be able to with-stand the beating it will take. DW

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Nature or nurture? That’s the eternal argu-ment over whether or not automotive enthu-siasts are born or raised that way. For most of

us—including Johnny Ramirez of Payette, Idaho—being an automotive enthusiast is a learned behav-ior. It usually starts with toy cars as a child, andprogresses to more expensive toys as we get older.

An Emissions-Compliant,Twin-Turbo 6.7L Cummins

Super Mega CBY KEVIN WILSONPHOTOGRAPHY BY BOB RYDER

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CabDW-1408-116-126-DGE 5/6/14 4:36 AM


“Growing up, the walls of my roomwere covered with Dallas Cowboys football players and pages of cool carsand trucks from the magazines,” com-mented Johnny. “I grew up helping my dadon his truck, and I’ve always loved nicecars and trucks.”

Johnny’s passion for performance carsand trucks led into him building someway-cool rides over the years, including a’70 Mach I Mustang and ’07 Shelby Mus-tang, along with some pickups. His creative passion for trucks blossomed intoa company, Fusion Bumpers, which creates high-end, heavy-duty custombumpers that are popular with diesel enthusiasts. And with that company,Johnny and his crew have cranked outsome way-cool SEMA diesel trucks overthe years, including one that landed on thecover of Diesel World magazine.

This year’s SEMA project had a bit of atwist to it. Sure, the Ram 3500 had a liftkit, cool tires and wheels, and, of course, a

full complement of Fusion bumpers, butthe goal was to build an emissions-legalcompound-turbo 6.7L Cummins whilekeeping all the emissions equipment on

the truck. Plus, the truck had to be specialsince it was the first year Fusion had abooth at the annual SEMA show andwanted to make a good first impression.

With all the factory plastic and emissions equipment still in place, you would think this is a stock 6.7L Cummins as opposed to a compound turbo monster that cranks out more than 600horsepower and 1,200 lb/ft of torque.

The secret to the big power is an ATS Aurora Plus 7500 compound-turbo setup mounted on the truck. Part of the system isATS Dual Fuelers. The system is designed to work with the factory emissions equipment to keep things street legal.

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“With some help from our friends inthe industry, we built a very unique truck,”Johnny said. “It features many new prod-ucts and is the only 2013 Ram with a com-pound-turbo setup that uses twin CP3sand retains all the emissions equipment.Plus, it was the perfect project to displayour new stainless steel Fusion bumpers.”

Johnny started out with a fresh 2013Ram 3500 Mega Cab that was given thelong-bed stretch treatment by PrecisionBody Line of Salt Lake City, Utah. The longbed for the stretch was supplied by LongBed Conversions (longbedmytruck.com).BDS Suspension reportedly used the truckto prototype an 8-inch, long-arm suspen-sion system for the 2013 Rams, completewith dual Fox 2.0 remote-reservoir shocksand 8-inch Pro-Ride coils up front. At therear are BDS Glide-Ride leaf springs withanother set of Fox 2.0 shocks. Coveringthe 3.42 gears in the rear diff is a Street toSand cover. The lift provides plenty of

room for 38-inch 15.50x20 Toyo M/Tsmounted on wide 20x12 BMF Wheelsforged and polished AWOL wheels.

While you wouldn’t know it at firstglance, since all the factory plastic cover-ing the 6.7L Cummins is still in place, thereal magic is found in the ATS Aurora7500 compound-turbo kit mounted to theleft. According to ATS, the company hasbeen working on developing emissions-legal setup and Johnny’s 2013 Ram is thefirst truck to get the Aurora 7500 compound-turbo kit. Supporting the system is an ATS Dual Fueler setup, an-other first for a 2013 truck, Johnny says.

According to ATS, the Aurora Plus7500 compound-turbo kit and Dual Fuelercombo are designed to work with all the

factory emissions system components, including the DPF, and keeps all the emis-sions systems operating as designed. TheAurora Plus 7500 system also utilizes itsown air intake. The system was installedon Johnny’s Ram so it could undergo real-world CARB certification.

For insurance, since the turbos canmake upwards of 60 pounds of boost, aset of ATS head studs was installed. Feed-ing the Dual Fuelers with clean #2 is aFASS 150-gph system. Custom tuning wasprovided by H&S Performance for all-around performance and towing capabil-ity. The combo makes more than 650horsepower and 1,200 lb/ft of torque.

To handle the additional torque andhorsepower, the original Aisin

Twin Fox steering stabilizers help keep the Ram pointed straight down the road.

Out back are BDS Glide-Ride leaf springs with another set of Fox 2.0 shocks damping motion. Covering the 3.42 gears in therear diff is a Street to Sand rear diff cover.

Rolling stock on the Mega Cab consists of 38-inch15.50x20 Toyo M/Ts mounted on wide 20x12 BMF Wheelsforged and polished AWOL wheels.

“Johnny started out witha fresh 2013 Ram 3500Mega Cab that was giventhe long-bed stretchtreatment by PrecisionBody Line of Salt LakeCity, Utah.”

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transmission was replaced with an ATSStage 4 trans, complete with an ATS 5-Star converter and ATS Towing Editionvalve body. Other mods include a billetflex plate and billet input shaft.

In order to make another first-classSEMA truck with all the right stuff, Johnnyenlisted the aid of his friends at Street toSand Off-Road in Reno, Nevada, for all thebody mods. First up, match painting thefactory mirrors and door handles, andsmoking the headlights. Fusion Bumpers’new stainless steel bumpers were addedfront and rear, and were fitted with RigidIndustries’ Q-Series LED lights up front

and 4-inch E-Series LED lights out back. AStatus grille sets off the front end nicely.

The bed is covered by a Retrax-Protonneau cover, which hides a Cargo GlideCG 2000XL pullout that’s mounted over aBed Rug. Amp Research Power Boardsand a Bed Step help with entry and exit,and bed access. A set of match-paintedEGR fender flares helps cover the 38-inch

rubber. The finishing touches were customgraphics by Transguard in Boise, Idaho,and a set of train horns mounted underthe truck, which are fed by a Viair air tankand compressor system.

On the inside, the truck is just as custom as the outside, featuring match-painted trim pieces, panels and door trimfrom Elite Customs in Reno. A billet switch

Out back is another Fusion stainless steel bumper with more Rigid Industries’ LED lights.

While the DPF remains in place, you still need the cool factor for a SEMA truck so a Diamond Eye filter-back system was added. Under the Retrax Pro tonneau cover is a Cargo Glide CG 2000XL pullout that’s mounted over a Bed Rug.

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One of Fusion Bumpers’ new stainless steel bumpers is mounted up front and is match painted. Both the headlight lens and Rigid Industries LED light lenses were smoked to complementthe Status grille.

Amp Research Power Steps help with entry and exit. Another Amp Step is mounted at the rear of the bed.

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panel is mounted in the center consolewhile Husky Liners front and rear protectthe floor. For atmosphere, the stock headunit was retained so it can function withthe original steering wheel controls,thanks to their Clean Sweep interface.Powering the system is a pair of JL AudioHD 1000 amps. In terms of speakers, allstockers were replaced with JL Audio 2

Series speaker. A pair of 10-inch TW3 unitsare mounted in a custom enclosure on theback wall of the Mega Cab while two moreare fitted under the rear seat to round outthe musical capabilities of the customMega Cab.

Needless to say, the truck is essentiallya one-off custom, which is exactly what atrue enthusiast would want. DW


The interior features match-painted trim pieces, panels and door trim from Elite Customs in Reno, Nevada. A custom billetswitch panel is mounted in the center console. A whole host of JL Audio components, including speakers and amps, provides the driving atmosphere.A FASS 150 fuel system pushes clean diesel fuel forward to

the Dual Fuelers.

The BDS 8-inch, long-arm suspension utilizes dual Fox 2.0remote-reservoir shocks and 8-inch Pro-Ride coils up front.

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The Basis For A Street-Smart Daily DriverStarter Kit

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It’s hard to believe that lowered trucks were all the rage nearly 20 years ago. Itbegan when Chevrolet introduced the ’88-’98 C/K pickup featuring updatedstyling from the square body model that proceeded it. It didn’t take long for hot

rod builder and icon Boyd Coddington to get his hands on one, lower it, shave therear bumper, put in a billet grille and add 16-inch Boyd wheels to the truck. The“Boyd” look pickup styling was all the rage in Southern California and spun off awhole industry of truck accessories for “sport trucks.”

t TEXT AND PHOTO BY JOE DANIELS

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The front end of the big Ford sports a Cervini’s fiberglass hood, custom mesh grille and match-painted bumper. The outside mirrors were also given a shot of red paint.

The lenses of the headlights were smoked while the grilleshell and bumper were match painted.

Out back, the match paint theme continues on the bumper. Custom mud flaps are mounted inside the dually fenders aswell, and make the truck look a tad lower.

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Today, lowered trucks are few and farbetween in comparison to what was onthe street in the ’90s. But there are still afew die-hard, street truck enthusiasts whostill prefer lowered trucks to lifted trucks.Daniel McPherson of Ponder, Texas, is oneof them. An oil field worker, Daniel hasowned a few diesels over the years, in-cluding a GMC dually and Dodge 2500.Both trucks sported lift kits and wereblack. But as a change of pace this timearound, Daniel opted for a red lower-than-stock 2008 F-350 just to be different.

The truck sports a mild lowering job,courtesy of short coils up front and a setof drop shackles at the rear with the rear

overload leafs also being removed. Low-profile 245/75R17 tires wrapped aroundUltra wheels complement the stance.When we shot the truck, the 6.4L PowerStroke was stock, but Daniel had a tuner,intake and exhaust on his power upgradewish list.

What makes this truck an eye-catcher,other than a slightly lowered stance, is thebody-colored treatment for the bumpersand door handles. Some red was also

splashed on the side vents. A Cervini’sfiberglass hood with fresh air inlets replaces the stocker while a custom meshgrille for improved airflow was fitted in thegrille shell. Other subtle touches includesmoked headlights, partially painted sidemirrors and smoked Recon cab clearancelights up top. Recon taillights out backalso replace the boring stockers.

On the inside is where most of themagic is on this truck. The big Ford

A set of smoked Recon LED cab clearance lights replacethe ugly stockers.

While the 6.4L Power Stroke was stock at the time we shot these photos, intake, exhaust and tuner upgrades were on the owner’s wish list.

Rolling stock on the dually consists of low-profile 245/75R17 tires wrapped around Ultra wheels.

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features a custom center console,which is wrapped with red ostrichand black suede material. The con-sole houses a Treo SSX 15-inch suband Memphis 1,000-watt amplifier.The door speakers were replacedwith Alpine Type X units for cleanersound and are powered by a sepa-rate Treo amplifier mounted underthe rear seat. A Kenwood audio/video head unit mounted in thedash provides all the signals.

While the truck is not the mosthighly modified feature vehiclewe’ve ever run by any stretch of theimagination, it represents a differ-ent style of build that comple-ments its daily driver role. Moreimportantly, it was built on abudget and with the help ofDaniel’s brother and friends, andprovides the basis of an on-goingproject build. We can’t wait to seethe next version. DW

Under the rear seat is another amp that motivates the Alpine speaker system in the doors.

A custom center console, wrapped with red ostrich and black suede, houses a 15-inch subwoofer and amp.

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TEXT AND PHOTOS BY J.S. HANSEN

Mo FlowT

he 6.6L Duramax diesel found in 2001-10 GM trucks has cemented itself in the light-duty truck market as asolid performer with good reliability, power and fuel mileage. Even in stock form, the Duramax engine ismore than capable of handling most anything an owner could expect to throw at it. But like anything else

automotive, there’s always room for improvement over what the factory offers since they’re bound by the noise,harshness and vibration constraints, meaning they have to compromise in certain areas to meet those standards.

BD Diesel’s Duramax Exhaust Manifold Upgrade

Tech

the Duramax powerplant is the replacement of the factorypinched driver-side exhaust manifold. On the 2001-10 models,GM engineered a large concave shape into the stock exhaustmanifold to allow clearance around the steering shaft, which

It’s not uncommon to see truck owners start down the roadof performance modifications by adding high-flow exhaust sys-tems, cold-air intakes and performance tuning. In addition tothese add-ons, an often overlooked, but worthwhile upgrade for

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truthfully is not needed. Due to the large restriction this causes inthe pre-turbo exhaust stream, BD Diesel Performance of Abbots-ford, British Columbia, developed a true bolt-in replacement FullBore manifold to alleviate any restriction and improve overall flow.

Being players in the diesel performance industry as long as anyone, the crew at BD Diesel has learned a thing or two about improving the Duramax engine’s efficiency and performance, andthe high-flow driver-side manifold is always one of their first

1 & 2 The cast BD Diesel Full Bore exhaust manifold is a direct bolt-in replacement unitthat works with the factory up-pipes. With its consistent inside bore diameter, better exhaust flow can be fed to the turbocharger, creating better spool-up, lower exhaust back-pressures along with a drop in heat buildup.

3 While the installation is fairly straightforward, the exhaust manifold’s location will require some finagling to get good access. The first step is to support the truck on somejack stands and remove the driver-side front tire and inside wheel-well liner. With thewheel liner removed, you’ll get somewhat of an easy access point to begin removing thefactory up-pipe and manifold bolts.

1

2

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Tech MO FLOW

In testing done by BD engineers, the factory manifold wouldonly flow about 80% of that of the passenger-side manifold. Thisdifference in exhaust flow before the turbocharger causes an imbalance between cylinder heads and creates unneeded heatbuildup. By eliminating the restriction and maintaining a constantinternal bore size matching the passenger manifold, a more effi-cient exhaust flow can be fed to the turbocharger, allowing for better control of exhaust gas temperatures and exhaust backpres-sure. This allows for an increase in power and engine efficiency. BDDiesel has also gone one step further with the design of the mani-fold and incorporates a threaded port for the easy installation ofan aftermarket EGT pyrometer or exhaust backpressure sensor.

Designed to be a direct replacement, the Full Bore manifoldwill reuse the factory exhaust up-pipes helping to keep out-of-pocket expenses low. With an assortment of pivot-head ratchets,sockets and a torque wrench, the Full Bore manifold can be installed in just one or two hours. Access is a bit tight, but by removing the front tire, inner fender liner, hot-side intercooler pipe,and disconnecting the steering shaft, it’s a pretty straightforward

recommended bolt-on upgrades. Cast of a high-silicon ductile iron,the BD manifold is made to meet OEM quality standards and willwithstand hundreds of thousands of road miles and constant heatcycles the exhaust stream will put it through.

4 The three up-pipe boltsneed to be loosened and removed. Since these boltsare subjected to pretty extreme temperaturechanges and heat cycles,they can be quite stubborn,so plenty of penetrating oiland a long-handled ratchetor wrench will be needed.The added leverage may berequired to break loose thebolts, but once free, theyshould thread out quite easily.

5 While not required, tomake access even easier, thedriver-side intercooler pipecan be removed by looseningthe clamps on the siliconeboots. After removing thepipe from the engine bay, thebolt found at the mid-pointjoint of the steering shaftcould be removed as well. Todisconnect the steering shaftfrom each other, the top sidesimply slides up and out ofthe lower. Be sure at thispoint not to turn the steeringwheel or front axles, as thiswould cause a misalignmentof the wheel.

6 The factory manifold has athin heat shield attached toit that may not be required tobe removed but will make accessing the manifold boltsa bit simpler. There are justfour small 10mm bolts attaching the heat shield tothe manifold. Be sure to savethe bolts as the heat shieldwill be reinstalled on the newBD Diesel manifold.

7 With the heat shield removed and some of the truck’s wiring harnesses moved out of theway, you’ll finally get a clean view of the factory manifold and its eight mounting bolts.Using the bolt sequence suggested in the BD instruction manual, all eight can first be broken free, then completely removed in order from the outside in. Like the heat shieldbolts, these manifold bolts and washers will all be reused when it comes time to install thenew high-flow BD Diesel piece.

8 & 9 After removing all themounting bolts and getting thefactory manifold pulled from the engine bay and placing it on the floornext to the BD Diesel unit, you canclearly see the difference in shape.GM engineered that large dip into the exhaust manifold to allow for properclearance to the steering shaft. How-ever, there’s plenty of room and theconcave shape is not needed. Thereplacement BD piece will still haveplenty of room and clearance aroundthe steering shaft, but eliminate anunneeded restriction in the exhauststream.

10 Compared side by side, theBD Manifold shows its improvement in design, whichallows for a straight shot ofexhaust flow into the up-pipeand turbocharger. This high-flow design will also help balance out exhaust drivepressure between cylinderheads since the originaldriver-side manifold couldonly flow around 80% of thatof the passenger side.

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SOURCE:BD DIESEL PERFORMANCE800-887-5030www.dieselperformance.com

should see an improvement in overall engine and turbo performance due to theimproved exhaust flow. While mild, the newfree-flowing exhaust stream will help withefficiency and turbocharger performance,whether the factory turbocharger is stillbeing used or a performance unit has beeninstalled. Either way, you should notice ameasurable improvement in a number ofperformance areas. DW

swap. Remember, the Duramax cylinderheads are aluminum, so some care willneed to be taken when reinstalling themounting bolts; it may also be worthwhileto pick up new manifold and up-pipe gaskets from the local GM dealer.

BD Diesel suggests the installation ofthe Full Bore manifold for any Duramax application. Both daily-driven tow rigs andhigh-horsepower competition builds

Tech MO FLOW

14 While a new exhaust manifold gasket would be sug-gested, our factory gasket looked perfect and was reusedas BD has found possible in most cases. Following theproper torque sequence, the manifold bolts are reinstalledand tightened with a torque wrench. Remember, the Dura-max cylinder heads are made from aluminum, so theseshould not be over tightened as stripped threads couldmake for a disastrous and expensive outing in the garage.

12 Before installing the new manifold on the Duramax engine, the factory heat shield must first be massaged abit to fit. Using a small hammer, the concaved shape wastapped out of it until the shield fit snuggly in place on theBD manifold.

13 The last step before bolting the BD Diesel manifold intoplace was to clean up the cylinder head exhaust ports.Clearing any dirt and debris from the mounting surface willensure a proper seal between the exhaust manifold gasketand the head.

11 One added bonus to the BD manifold is the addition ofan open threaded port that can be used to install a pyrom-eter sensor for reading exhaust gas temperatures or for installing an exhaust back pressure sensor. You’ll also notice the new coat of high-temperature spray paint fromthe local auto parts store. A few quick coats of matteblack ceramic paint will help retain internal exhaust heatand fight against external corrosion.

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Fulfilling The Need For SpeedBY KYLE TOBINPHOTOS BY CHRIS TOBIN

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Your pulse quickens as youbreak the beams and light thestaging bulbs, the smell of

burnt rubber wafts through the cab,white knuckles appear as your griptightens on the wheel, your heartstops as the lights flash yellow and finally the green light beckons yourfoot to the floor. You're barrelingdown the runway with the throttlepinned, a concrete barrier streamingby, and your rival slipping furtheraway in your mirror. Once the thrill ofdrag racing enters your bloodstream,you can never truly stop.

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Vince Neiderhauser of Seymour, Missouri, has had drag racing in his bloodsince he was a kid racing Camaros. Thetrack was his playground and he showedup for any event he could find. When aneighbor asked him if he was going to racehis Duramax work truck at an upcomingnearby diesel drag event, Neiderhauser's"yes" was out of his mouth before hecould even think. After putting his four-door diesel work truck though its paces asa daily driver and race winner; claimingvictories at Scheid's Diesel Extravaganzatwo years in a row; he knew it was time tobuild a more serious race/street truck.Turning the truck he used daily to run andoperate his construction company into atrack-only rig was not an option.

Growing up as a General Motors enthusiast, Neiderhauser knew he foundthe right truck when he located a 2007GMC Sierra Classic 2500 HD. The Dura-max-powered standard cab was just begging to carve down the track at full tilt.And over the next eight months, it wouldgo through a total overhaul to become apurebred champion.

Knowing that getting the power to theground would be vital, Neiderhauserkicked off his project with the chassis.With his objective clearly in mind to create a streetable drag racer, his first acton his new acquisition was to drop therear six inches and bolt on a set of Cal-Tracs traction bars to ensure grip for thefuture race rig.

He knew he'd have to beef up the differentials and make sure all four wheelscould plant the power on take-off, so heopted for a Yukon Grizzly Locker with a3.73 gear ratio for both front and rear

One of the first additions to this vehicle was the high-performance CalTracs traction bars to keep the beast in line downthe drag strip.

The Rancho RS 9000 XL shocks further stabilize the truck while a PPE cover in the rear and Yukon Grizzly locker differen-tials are installed in both the rear and the front axles to handle every bit of the GMC's power and send it churning onto theasphalt.

These 17-inch Ultra wheels are wrapped with the grippy390/40R17 M&H Racemasters all the way round the truck.

Getting the fuel to the engine is a key matter for a diesel racer, which is well taken care of by this AirDog 165 system.

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differentials. To further hone the stance ofhis truck and tighten up its stability as itroars down the track, he installed RanchoRS 9000 XL shocks at all four corners, allowing some adjustability withoutbreaking the bank. Having a leveled rideand getting the power efficiently to the

wheels wouldn't matter if he'd kept thestock rubber as his contact surface. Know-ing this, he wrapped his Ultra Motorsports17x10 wheels with sticky (but DOT legal)P390/40R17 M&H Racemaster rubber tohold the road both on the track, and onthe street.

With the Duramax ready to ride therails of any asphalt available, Neider-hauser turned his attention to the engine.Along with the condition of the rest of thetruck on purchase, the motor was in greatshape. But in order to make the kind ofpower needed to be a real competitor at

Cleanly dressed with polished compressor housings and ductwork, this compound turbo setup on top of a rebuilt and bored-out motor puts plenty of get-up-and-go behind Goldmax.

This larger, atmospheric S480 turbo provides the top-end power required to reach top speed.

DW-1408-148-156-GMC 5/6/14 4:54 AM


major diesel drag events, the engine wouldneed to undergo a significant upgrade.

With the craftsmanship of his friendsat Eagle Machine in Buffalo, Missouri, the6.6L Duramax was bored and honed to run.020-over Mahle pistons paired with a setof Carrillo rods. The entire rotating assem-bly was also precision balanced beforebeing installed in the Duramax block. Continuing their engine work, Eagle Ma-chine resurfaced the heads and did a valvejob. To further streamline the engine com-

partment, he slimmed down to a singleRedTop Optima battery and installed asmaller fabricated aluminum radiatoroverflow tank.

On the fuel side, an AirDog 165 fuel system was outfitted to keep supplyingthe juice. Knowing the importance of air-flow both in and out, Neiderhauser wentfor a compound turbo setup, rebuilding hisoriginal LBZ turbo and adding a largerS480, both running BatMoWheels. Toexpel the burnt gases as efficiently as

possible, a PPE exhaust manifold and up-pipes are used in addition to custom ex-haust plumbing for the S480, whichdumps the exhaust to an MBRP exhaustsystem and tip. To control the beast of anengine that the crew at Eagle Machine hadcreated, he loaded tunes from a PPE Xcel-erator programmer.

To handle the powerful engine, Neider-hauser needed his six-speed Allison trans-mission to be bumped up a notch or two,which is where his friend Mike Bodine

Neiderhauser's sole modification to the interior was this gauge pod relaying more informa-tion to him for race day.

The simple, comfortable and functional interior is all business.

Decked in bright gold paint,inspiring the name Gold-max, the aggressive, func-tional ram air hood showsthis truck means business.

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came into play. He rebuilt the transmissionwith a PPE kit to upgrade the clutches andinternals to handle the demands of dragracing with a high-power diesel engine.The flex plate and torque converter wereboth pulled and swapped for SFI-ap-proved PPE Billet race models. No weaklinks would be tolerated in this race readybuild-up.

With the truck’s guts ready for combat,Neiderhauser knew it was finally time tomake the exterior match the ferocity ofthe beast's heart. Ozark Bodyworks inOzark, Missouri, was his choice to finishthe overhaul of the GMC. Adding an aggressive look while letting in more air tothe engine, he had a fully functioning ramair Good Hood from Keystone Restyling installed. A subtle touch to the exteriorwas the sleek roll pan, eliminating the for-mer shelf bumper. Enwrapping the entirerig in gold paint (minus the two aggressiveblack stripes atop the hood) inspired thename, “Goldmax,” which is now synony-mous with victory!

While in the process of sharpening thelooks of his rig, Neiderhauser opted tokeep the interior simple, only adding adual gauge pod to feed him more informa-tion as he carves down the track. The podholds a pair of Auto Meter digital Ultra Litegauges to monitor boost and EGT. He alsohas a fuel pressure gauge mounted atop

the gauge cluster in direct view. Hewanted to keep the interior intact to enable him to use the truck on the streetin comfort while still being able to trouncecompetition a quarter-mile at a time. Thetruck is a racer at heart as he did decide toforgo some creature comforts such as A/Cin the name of weight savings, but themanual windows roll down just fine andit's plenty fast to create some airflow inthe small cab.

In just over eight months of build time,Neiderhauser created a truck that hecould not only race and win at just aboutany NHRDA or Diesel Motorsports events,and any other local drags he could find,but also be a streetable driver. After theengine was first running, he was able to

drive the truck to and from his job sites,breaking in the powerful new engine. Forthose long haul trips to events, longtimefriend and owner of Wildcat Rental, ScottEstes provided him with whatever thenewest trailer he had on his constructionrental lot to get the Goldmax wherever itneeded to go.

Weighing more than 6,000 poundsand running an impressive 11.56 quarter-mile time at 117 mph, the rushing gold D-Max is a competitive and streetabletruck making more than 650 horsepoweraccording to estimators. This truck is atrue testament to the addicting love dieselbrands its fans with from the first time youplant your foot to the floor and hear thatturbo spool. DW

The large-mouth exhaust tip caps off the complete MBRP exhaust kit installed to maximize airflow out of the engine.

Going for a street-smart look and toshave some weight,Neiderhauser wentwith a rear roll paninstead of the stockbumper.

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When moving their diesel performance shop and manufacturing center from Chattanooga, Tennessee, to a new location in Rossville, Georgia, Jonathan andCassandra Jones decided to also streamline the name of their organization going

from No Limit Tuning & Design to Dyno Proven to better align with their current website.The new name also applies to the couple's design and operation philosophy where theirparts and tuning are proven out on the shop's dual-eddy Dyno Dynamics chassis dyno.

Dyno Proven Open House & Dyno Day TEXT AND PHOTO BY CHRIS TOBIN

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We were invited down to seethe new Dyno Proven shop thispast February while they hosted adealer training seminar and VIPopen house on Friday, and theirgeneral open house and dyno dayon Saturday. The large block build-ing features roll-up bay doors onthe front and rear of the building toallow the crew to get large partsand engines easily in and out of theengine room and shipping center inthe front of the shop. Out back, thedoors open to the workshop wherea lift is available for jobs and fabri-cation that need to have trucks inthe air. The rear of the shop alsohouses the machining stations andfabrication areas while the centerof the shop features another work-space and a loft with a waitingroom and offices for the staff. Theloft overlooks both the trainingroom/engine room in the front andthe service bays in the rear.

Hudlow Axle is located nextdoor to the new shop so the Hud-low crew joined in on the festivitiesand brought out their VW rat rodand Ford monster truck. Activitieson Friday focused on facility toursand product training for dealers onDyno Proven tuning options as wellas fabricated performance partsand kits for Power Stroke and Dura-max diesel engines. They showedthe new internal components thatallow their Honey Badger Jr. 7.3LHPOP to deliver pressure reliably todrive high-performance injectors aswell as their high-performance fuelsystem components and packages.Jody and Diane Tipton were also onhand to discuss several new tuningoptions and parts from DP-Tuner.

Taylor Gregory's big ’06 Harley Edition F-350 makes a lot of power to back up the good looks and keep those big Toyo tires spin-ning.

Justin Morris' ’08 6.4L Power Stroke truck put down more than 550 hp and 1,000 lb/ft of torque in front of the gathered specta-tors and fellow diesel enthusiasts.

Yet another stout 6.0L. Tyson Proffitt's daily driven ’04 F-250 finished in fifth place with 565 hp, making it a very fun truck to drive.

“The real action started onSaturday where open houseattendees were able to hangout and chat with theJoneses about theperformance possibilities oftheir rigs as well as get achance to run on the dyno.”

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Also, the Joneses brought in cateringfrom Famous Dave's BBQ to keepeveryone happy throughout the training sessions.

The real action started on Satur-day where open house attendeeswere able to hang out and chat withthe Joneses about the performancepossibilities of their rigs as well as geta chance to run on the dyno. Theweather was cool (even when the sunbroke through in the afternoon) but acouple of burn barrels and firewoodprovided spots to warm up for thosewho were hanging out in the back ofthe shop to watch the dyno action.There was a pair of 800+ horsepowerCummins-powered Dodge trucks thatran across the rollers, as well as a couple of gassers and a good mix ofdiesel trucks. Many of the trucks fell inthe upper 400- to low 600-horse-power range with a few 300 scoressprinkled in for good measure.

Dyno Proven staff members hadtrucks, engines and parts on display toshow off their latest performanceparts. They also converted the train-ing/engine build room to a lounge areato help spectators have a place tokeep warm on the cold February day.To keep spectators in the lounge up todate with the happenings on the dynoout back, the crew linked the dynocomputer to a wall-mounted

Chris Guest built a truck that we wish Ford would offer, a regular cab short bed 4WD. The 6.0L Power Stroke is pushing more than 500 hp to the rear wheels to make the little truck a veryfun ride.

Jonathan and Cassandra Jones (standing at right of photo)took the time Friday to educate and train their dealers on thelatest offerings from Dyno Proven, including the HoneyBadger 7.3L HPOPs sold through partner Bean's Diesel Performance.

The training/engine build room was transformed into a loungeon Saturday with the video monitor linked to the computer onthe dyno to show real-time dyno results on screen for thosewho wanted a break from the cold or a place to sit and eat theirlunch.

Chuck Phillips brought his son Charles down to get started early with his diesel addiction. Charles will have to give his dad a handmaking some more power though, as his truck was the least powerful diesel truck on the dyno for the day.

There were high expectations and a large crowd when Tyler Bean's ’05 Dodge pulled onto the rollers, but it fell a little short of thetop spot with just over 800 hp to the wheels of his daily driver rocket ship.

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SOURCEDYNO PROVENDept. DW419 W. Lake AvenueRossville, GA 30741706-841-2496www.dynoproven.com

Dyno Results:Name Vehicle Horsepower Torque (lb/ft)Ryan Parker '06 Dodge 2500 823 1,480Tyler Bean '05 Dodge 2500 808 1,475John Weimer '99 Ford F-250 605 1,385Adrian Guglielmetti '03 Ford F-250 605 915Tyson Proffitt '04 Ford F-250 565 1,090Justin Morris '08 Ford F-250 557 1,050Jason Bray '99 Ford F-250 551 1,270Josh Clark '07 Ford F-250 540 1,075Taylor Gregory '06 Ford F-350 534 950Mike Bedsole '07 Ford F-250 525 1,125J. Chatham '06 Ford F-250 524 925Chris Guest '06 Ford F-250 508 875Ben Murphy '03 Chevy 2500 HD 487 900Paul Simon '97 Ford F-350 452 900Christian Meyer '01 Dodge 2500 407 650Travis Abate '00 Ford F-350 376 845Mason McCurley '04.5 Dodge 3500 361 425Ben Beckerson '10 Ford Mustang 307 280Chuck Phillips '00 Ford F-250 266 600Ken Howard '02 Honda Civic 253 190

While walking through the parking lot, we found this guy upgrading theturbo on his 6.0L to wring out a few more ponies.

Adrian Guglielmetti's lil' red work truck turned heads as the 6.0L Power Stroke delivered 605 hp to the rear wheels largely due to the Mad Turbo Werks charger sitting on top of the V-8.

flat-panel TV so inside spectators couldsee the dyno results without braving thecold. Southern hospitality also includedfresh BBQ burgers with all the fixins andvarious snacks at a reasonable price so attendees did not have to venture offsiteto get a bite to eat.

Ryan Parker posted the highest dynorun of the day Saturday with his ’06 Dodge

2500 putting 823 horsepower to the rearwheels. Coming in a close second wasTyler Bean with his ’05 Dodge that deliv-ered 808 hp to the rollers. The Blue OvalFord camp was well represented even ifthey didn't reach the top step of thepodium. There were a lot of powerful Fordtrucks to roll across the dyno, many ofthem 6.0L trucks even. John Weimer and

Adrian Guglielmetti tied for third, eachmaking 605 hp, but Weimer's 7.3L mademore torque to break the tie. More thanhalf of the trucks that ran across the dynorollers delivered more than 500 horse-power, showing that there are plenty ofhigh-power trucks roaming the streets ofnorthern Georgia and southeastern Ten-nessee. DW

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DW_1408_165 5/5/14 2:33 AM


BY TRENT RIDDLEPHOTOGRAPHY BY DW STAFF AND COURTESY OF THE MANUFACTURER

RAM TRUCKSTEERING FIXEnding The Dodge Ram Death Wobble Blues

Tech

DW-1408-166-169-STB 5/6/14 5:03 AM


Dodge/Ram trucks have a reputation for durability and long life. Nothing, however, is perfect. One of the shortcomings of these trucks is the dreaded “death wobble” that canoccur due to component wear and/or from the use of larger than stock tires. Stock off the

showroom floor, steering is okay, but the factory frame end sort of hangs out in the wind, withthe steering box attached. This means excessive frame flex and increased tire wear, as well asincreased wear on the steering components too. This can result in a mushy feel in the steeringas you drive down the road. If you add bigger wheels and tires, you’re likely to experience evenmore sluggishness in the steering, road wander and possibly even severe tire shimmy, aka death wobbles.

1 The Dodge/Ram truck steering box brace from Sinister Diesel comes with a fully welded and powder-coated brace and all the hardware required forits install.

2 Here you see the stock steering setup on our 2012 project truck. Notice that the steering boxsits forward of the engine crossmember. The front end of the frame is subject to flex, evenwith stock tires. Larger rubber makes this frame flex worse, and degrades steering even more.

3 This is the stock pitman arm on the OEM box. The nut onthe pitman arm and the lock nut are removed and the swaybar frame mounts are unbolted to drop down the sway bar forthe new brace to be installed.

DW-1408-166-169-STB 5/6/14 5:03 AM


Tech

6 The stiffener brace bar sits forward of and under thesway bar mounts.

7 The new pitman arm nut, with support snout, dropsthrough a hole in the support tab welded to the stiffenerbrace.

8 The pitman arm nut with support snout is supported byan industrial-grade shaft bearing. These rugged bearingsare built to tight tolerance standards and include two setscrews to secure the bearing to the shaft. This bearingturns with the steering gear, yet supports it and stiffensthe assembly. Loctite is used to ensure that the set screwsdo not come loose.

5 The steering box brace from Sinister is installed underthe sway bar mount center bushings. The new pitman armnut, with support snout, goes through a hole in the bracketand will add support for the steering gear.

4 Here you can see the new pitman arm nut with supportsnout installed in place of the OEM nut.

DW-1408-166-169-STB 5/6/14 5:04 AM


RAM TRUCK STEERING FIX

Worn steering components can andshould be replaced, but this alone won’tsolve the problem caused by the increasedforces applied on your steering system bybig rubber. Even stock tires can exertenough force to induce wear if you do a lotof parallel parking, where the tires areturned without much rolling motion.

The solution is simple—first, replace anyworn steering components and, second, install a steering box stabilizer brace. Weselected a kit from Sinister Diesel, whichnow manufactures a steering box stabilizerfor ’94-’12 Dodge trucks. The stabilizerhelps eliminate the infamous death wob-ble and steering play that’s common inDodge pickups. It does this by tying the twoframe rail ends together, and providing additional support for the steering box.

We stopped in at Bud’s Diesel in Midway City, California, and followed alongas they installed a Sinister Diesel steeringbox brace on a 2012 Ram 2500. The instal-lation is simple and can be done in underhalf a day.

NOTE:Sinister Diesel offers kits for ’94-’02,

’03-’09 Std. and ’03-’12 with six-bolt steer-ing box Dodge/Ram trucks. Installation issimilar for each kit. They also offer newsteering boxes, steering shafts and high-flow power steering pumps and hose kits.

Also, be sure to check your steeringcomponents forwear before begin-ning your installa-tion. Replace anyworn steering com-ponents before installing your newsteering brace. DW

10 Here you see the competed installation of the SinisterDiesel steering box brace. Steering is much crisper and tirewear is way down after the installation.

SOURCESSINISTER DIESEL 916-772-9253 www.sinister-diesel.com or mkmcustoms.com

BUD’S DIESEL714-902-1467www.budsdiesel.com

DW-1408-166-169-STB 5/6/14 5:04 AM

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DW_1408_171 5/5/14 2:43 AM


TEXT AND PHOTOS BY THOM CANNELL

First Look:Diesel-Powered Nissan Frontier

At the recent Chicago Auto Show, a Nissan Frontier withan all-new 2.8-liter Cummins diesel was unveiled. Wehad a chance to chat with Jeff Caldwell, Cummins gen-

eral manager for pickups and SUVs, and Pierre Loing, Nissan’sVP for product and powertrain.

The Next New Diesel From Cummins?

Caldwell introduced the concept. “Cummins has been working withNissan on the 5.0-liter diesel project for several years. Naturally therewas conversation on "I wonder what we could do with the Frontier?"

Cummins has been producing a 2.8-liter diesel, primarily for commer-cial vehicles in their China joint venture in Beijing. So they had basic

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DW_1408_173 5/5/14 2:45 AM


continued. "We put this particular truck together with a ZF eight-speed transmission, the HP70, capable of 700 Nm so plenty oftorque capability. That transmission has been a nice marriage withthe engine, a solid power to the wheels and drivability."

We asked for more details, like are they leaning to CGI, com-pacted graphite iron, or aluminum, or gray iron? CGI has benefits inlower weight and less noise production. "This engine has, today,ASTM 35 gray iron material, not CGI,” Caldwell told us. “We've usedboth in our studies and the ATLAS program has an aluminumblock and head." Those are technological considerations for

architectural opportunities. And for the past three or four yearsCummins has been involved in a program partly funded by the U.S.Department of Energy called ATLAS, also built on a 2.8-liter engineframework, but a different architecture.

Cummins combined some of the technology developedthrough the ATLAS DOE program and some of the commercial engine technologies. When they'd put together what they felt wasa sweet little package they approached Nissan to say, "What dowe think?" So, the Nissan truck is truly a design, technology andfeasibility study.

According to Caldwell, "We think we have the basic buildingblocks for what could be a really well-placed engine, a well-placedtruck in the North American market." The team has been workingon the package for more than a year, but it was only about sixmonths ago that they were aware that Chicago was the target fora reveal. But the truck is not only for show, it's fully GO!

"It runs, and it runs well," Caldwell told Diesel World in an exclu-sive interview. "There’s another engine out there, one, in a test vehicle and we've had nearly all the Nissan brass behind the wheelof it and they immediately fell in love with it."

So we asked what information was available, hoping for someinsight. The answer was expected, if disappointing. "Not a lot rightnow, it's still a design and technology study. What we've said is 2.8liters, around 200 horsepower and more than 350 foot-pounds oftorque (we notice the similarity to GM's new diesel of the samedisplacement). That will really move a truck the size of Frontierquickly anywhere you want, as quickly as you want." Caldwell

Packaging-wise, the 2.8L Cummins fits well. While no official power figures have yet beenquoted, our sources indicate they’re shooting for around 200 horsepower and 350 lb/ft oftorque which may be mated to an eight-speed automatic.

We have to wonder if this concept is some sort of hybrid since it’s plugged into the floor. Just kidding.

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DW_1408_175 5/5/14 2:47 AM


priced competitively with mid-sized. Loing's view is, "The priceneeds to come down, yet diesel engines have a cost for the enginetechnology and the emissions technology. So it’s not an immediateselling point."

Cummins looks at the coming greenhouse gas emissions stan-dards antiseptically, which, Jeff Caldwell says, “the new CAFE willrequire—we never say impossible—but will be very difficult toachieve in a full-sized pickup. The difference, I think, is with a full-sized I can put a 4'x8' sheet of plywood in the bed which defines

longevity, strength, and cost effectiveness. "I think there is anexpectation that when you put Cummins anywhere on the vehiclethat it’s a durable, reliable powertrain,” Caldwell explained. Essen-tially, these are engines with a second, or even third life.

"The technology in this (project) is really an amalgam of advanced technology we've been working on, and we've kept aclose eye on GM ... their 2.8-liter, and I remember when they weretalking about their 4.5-liter diesel,” as do we.

"The CGI does offer some NVH opportunities, and some weightsavings, and if we find the resulting packagedrives us there, it's technology directions weunderstand." Cummins says it knows how todesign, cast and machine CGI. "We will always be improving our products once welaunch them.”

In Nissan's view, the concept is designedto gather feedback to reinforce what they be-lieve, or its contrary. If it does reinforce theirobvious idea that a mid-sized diesel truckwould be good for them, which they do hopefor, then use the data to convince the com-pany "we should do it." That's according toPierre Loing, Vice President for Product andAdvanced Planning. "But I need to make clearwe’re not there yet. Some on the Nissan sidebelieve it’s a great idea but that does notmake a (profitable) business case."

Naturally we asked about prices in themid-sized truck market where full-sized is

Under the semi-clear hood sits an all-new Cummins 2.8L diesel. Cummins and Nissan are partnered up for the second-gen-eration Nissan Titan, which reportedly will have a 5.0L Cummins diesel option.

DW-1408-172-178-NIS 5/7/14 9:56 AM

FIND YOURS AT:

KNFILTERS.COM/DW 800-283-7813

DW_1408_177 5/5/14 2:50 AM


Continuing, Cald-well said, "We look atthe efficiency of thediesel engine, the factthat when in top gearyou can cruise at 1,200-1,500 rpm and stillhave torque availableto you." That's in themid-sized, more aero-dynamic package. Theythink a full-sized maybecome difficult. Loingthen said, "That’s whatled to the dieselizationin Europe, not justemissions but you getbenefits of torque. CO2is not used in the U.S.,but after 2020 the CO2number is strongly cor-related to the miles pergallon that you need toreach! You still need totow a boat or a camper,

you need to cruise efficiently, you need to fit it into your garage orparking space. Mid-sized is back, supplying fuel economy with-out sacrificing performance, particularly if powered with dieselengines.” DW

the frontal area and two large adults in the front. That defines thefootprint. Then I know what it will weigh and I can fill it with aluminum (a reference to the new Ford F-150) or other lighter materials. It still has to push the air."

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DW_1408_179 5/12/14 10:07 AM

Tractor Talk


We spend a lot of time here at Tractor Talk looking at the past, but this time we’re going tolook into Fendt’s crystal ball and see what the future might look like. Fendt is one arm ofthe massive worldwide AGCO organization. While not high on the list of familiar names

in North America, the German-built Fendt tractors are marketed in North America and go backmore than 84 years to 1930. Following WWII, Fendt gradually became one of the leading innova-tors in agriculture and that didn’t change when they became part of AGCO in 1997.

This article started with a quest to see who mightbe experimenting with hybrid drive tractors. It’s allthe rage on the highway, but so far the technologyhas only received moderate attention in agriculture.There are decided advantages with electric motorsfor propulsion, but the packaging for tractors is moredifficult. Fendt looked into hybrid tractors as far backas 2001, but they found the CVT (Continuously

Variable Transmission) was more worthy of develop-ment time and Fendt’s Vario tractors have made thepoint in the market. Fendt is only one of several man-ufacturers offering CVT today.

We had a chance to talk to Leonard von Sillfried,Product Manager for Fendt Tractors, AGCO, on thistopic and the interview led us down an interestingpath. With regards to hybrid tractors, von Sillfried

Cutting Edge:

Fendt’s X Concept Tractor

The World ofDiesel-PoweredTractors

BY JIM ALLEN

It looks ordinary enough and much like the Fendt 722 Vario it was converted from. The difference is this tractor can produce 130KW at 700 volts DC inaddition to performing like any other 200-hp tractor. Power outlets are provided at both the front and rear of the tractor. Due to the danger of electri-cal shock, the system is double-insulated and the controller can detect faults and almost instantly disconnect power.

DW-1408-180-184-TRAC 5/6/14 5:16 AM

Tractor Talk


said, “Recent research results prove that fully diesel-electric hybrid tractors only have a very limited chance tojustify the massive added cost of electric energy storagesystems. Electric tractor propulsion has been evaluatedand we had to accept that our current Vario driveline ishard to beat by other concepts.” So much for a Fendt hybrid-drive tractor… for now at least.

On the other hand, electricity is playing an increasingrole in agriculture and Fendt is developing a system thatseems to have a good deal of potential… electricallypowered implements. The main benefits to an electri-cally powered implement are precision and control… inother words, automation. A side benefit is that electricalpower offers better efficiency (i.e., the conversion of fuelinto work) than hydraulic or mechanical power.

Von Sillfried said, “We believe that the benefit of

electric tractor-implement system will not mainly comefrom a technical efficiency gain (this is definitely one ad-vantage). It’s especially the possibilities of more efficientand effective working process and the freedom of designing new implement concepts if not restricted any-more to mechanical links and (leaking) hydraulic hoses.Imagine the history of industrial production systems:back at the beginning of the last century there werepower transmission lines to each and every workingplace in a factory. Today, you see full automation and individual robots handling complex processes in a highlydynamic and precise manner due to the possibilities ofelectric drives and communication and control systems.”

An electrically powered implement requires morecurrent than the average tractor can supply, so as an experiment, Fendt modified one of their 722 Vario

The alternator is mounted between the engine and the transmission. It pro-duces AC power, which is then converted to 700-volt DC. Maybe you notedthe terminology change from alternator to generator at different times here.In common terms, a “generator” can produce both AC or DC power, but if theunit produces AC power, even if it’s converted to DC as it is in most automo-tive applications, it’s often called an alternator. In the automotive world, a“generator” makes straight DC power. The Fendt unit has its own cooling system and can produce 130 KW at almost every engine speed and up to 150KW at its maximum output. The Vario’s normal 370-cid, 205-hp inline sixwas replaced by a four-cylinder, 4.9L, 200-hp AGCO Power turbo diesel(made by SISU of Finland, which is a part of AGCO) to make room for the alternator. The engine is boosted above what SISU normally lists for this engine. The four makes almost the same amount of power and torque as the6.0L six, so essentially it could do nearly the same work.

A number of European implement manufacturers contributed to the project. This is a Krone baler/wrapper that makes and wraps hay into large 5-foot-diame-ter round bales and normally requires 70 PTO hp to operate. That requirement can be reduced or eliminated with the addition of electric power. It’s alreadyISOBUS equipped so conversion was easy. One thing Fendt learned is that many PTO or hydraulic implements can be converted with relative ease.

It’s quite common in Europe for tractors to operate front and rear imple-ments at the same time. This graphic shows how that might work with elec-tric implements. The POWERBUS supplies the necessary current and theISOBUS controls the implement. The ISOBUS is already commonly used inagriculture so that’s an easy adaptation. POWERBUS is also an adaptationof existing technology used to control high-voltage, high-current power. Theefficiency of the power transfer is better with electric than mechanical andhydraulic. Fendt claims 96 percent efficiency from the Fendt X. It’s difficultto generalize, but many sources consulted showed between 85 and 92 per-cent efficiency for hydraulic systems and 80-93 percent for mechanical. Thehydraulic and mechanical systems have many operational variables that canchange efficiency out in the field, including oil viscosity, temperature andsimple wear and tear. Electrical energy is very much more constant so wouldoffer the most consistent fuel economy in all conditions.

DW-1408-180-184-TRAC 5/6/14 5:16 AM

DW_1408_183 5/7/14 10:02 AM


SOURCE:FENDTwww.fendt.com/us/

Tractor Talk

Brings you the latest in diesel-powered vehicles with an eye for technical innovation,

and technology.

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tractors by adding a 700-volt, 135-kilowatt(KW), permanent magnet generatormounted between a four-cylinder engineand the CVT transmission. The generator iscontrolled and distributed by ISOBUS andPOWERBUS systems. ISOBUS is the stan-dardized communication system alreadyused extensively in agriculture to controltractor operations and the latest “smart”implements. POWERBUS is the latest wayto distribute high-voltage, high-currentpower.

What sort of implements would bene-fit? Generally speaking, any could benefitbut so far the major focus has been onseeders and fertilizer spreaders… tools thatrequire the highest precision and control.Von Sillfried says Fendt and some of theirindustry partners successfully tested nearlyevery type of implement. “I do not thinkthat we will see a 100% transition withinthe decades to come,” he said. “Hydraulicand mechanic solutions will still play a rel-evant role. Electrification is not dogma. Weneed to use it where it makes sense and

stay with established concepts where theyare beneficial.”

Von Sillfried downplayed the develop-ment efforts a little. “Technology-wise,” hesaid, “this is not rocket science. The devel-opment had its challenges but the engi-neers’ creativity and diligence could solvethem. The bigger challenge is the stan-dardization process for a common high-voltage tractor-implement interface as allplayer’s needs, strategies and conceptsboil down at this component.

When asked whether the Fendt X couldbe used as a standby powerplant, Von Sill-fried said, “The Fendt X Concept could pro-vide enough power as an emergency unitfor grid blackouts at typical farms or alsoto power electric tools on the field. Tomake the X Concept a genset, an electron-ics power control unit is needed to guaran-tee appropriate grid voltage and frequency.In some countries, it’s also required to usea mechanical grounding device for this kindof operation. The technology is available,it’s a question of customer demand if this

would be a standard or optional feature ona production intent machine.” The Fendt Xuses the genset to power some things nor-mally powered by the engine. A very high-powered engine cooling fan is but one.

Fendt’s Concept X tractor has beenmaking the rounds of the big European agshows since last year and it’s clear that alot of effort and energy is being put into theproject. Fendt isn’t alone in the effort, withJohn Deere also pursuing similar goals witha slightly different twist. Computerizedcontrol of implements and tractor featuresis the here and now, and it would seemelectrically powered implements are only astep away. Thus far, Fendt reports a highlevel of interest from the ag community,which likely means the technology will bepursued to a logical conclusion and likelyhit the market in some form before thedecade is over. DW

DW-1408-180-184-TRAC 5/7/14 10:08 AM

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What’s The DEF?What’s the best exhaust fluid to use in my 2012 6.6 Duramax?

Is there much difference between the available products? I haveseen quite a bit of difference in price from one to the other.Thanks for the info.Barry MartinVia Email

I'd use a widely available national brand that you're familiarwith or recognize, and that meets the stringent AUS 32, ISO 22241standards. Your owner's manual should have guidance on choice ofDiesel Exhaust Fluid (DEF). When in doubt, buy the recommendedGM product.

I too found a wide variation in retail pricing. I can’t explain it,other than suggesting that you find out more about the DEF fluidan individual retailer is offering. There is a two-year expiration dateprinted on the bottles, which is important to a truck owner whomight be stocking up. The lower-priced product could be nearer toits expiration date.

Buying DEF fluid by the gallon makes the most sense. If you’retraveling, keep a gallon with you as part of your truck’s travel kit(along with an extra fuel filter, filter wrenches, tools, etc).

At the time this was written, genuine GM 88862659 Diesel Exhaust Fluid is available through Amazon for $23.62 in gallon bottles, and they offer free two-day shipping on orders over $50.Go to www.amazonsupply.com/genuine-fluid-88862659-diesel-exhaust/dp/B00AKYP5Z6.

Dmaxstore.com offers the same gallon bottles of genuine GMDEF fluid, member priced at $9.99/gallon. There’s quite a price difference between the two listed here, but the lower-priced optiondoesn’t factor in shipping costs or indicate what the expirationdate of their DEF might be. Find out more at dmaxstore.com/index.php?main_page=product_info&products_id=457.

The following text can be found on the GM packaged DEF gallonbottles. I’m including it here to help you learn more about using it,storing it and selecting a product that isn’t GM branded. The instructions are relevant.

Genuine GM DEF Fluid (Diesel Exhaust fluid) 88862659Diesel Exhaust Fluid is an Aldehyde free, NOx-reducing treat-

ment for diesel engines equipped with a Selective Catalytic Reduc-tions (SCR) System. Meets the stringent AUS 32, ISO 22241standards for purity and concentration.Directions:1. Store between 23F (-5C) and 68F (20C).2. Protect against direct sunlight.3. Avoid contamination while filling.4. If spilled on painted surfaces or under hood, wipe with dampcloth immediately.5. Do not mix with other substances.6. Use or store only as directed.7. Do not overfill DEF system. When fluid reaches top of the fillpipe, stop filling. Don't top off.

Q&ATECH WHERE TO REACH US:

Got a question? Email your technical questions to [email protected].

8. Do not use if the packaged date as shown on the bottle is morethan 2 years old. Dispose of the bottle.

WMOI’ve been doing a lot of research lately as I’m switching to the

diesel scene, but I’m still confused on a few things. I found a 1990Chevy 3500 service truck 4x4, five-speed, dually utility body witha 6.5L diesel. The research I’ve done indicates that the 6.5 did notarrive until the 1992 model year. Is this true?

Now my next question is whether or not this motor will runcleaned and processed waste motor oil? I know the later modelswill not, but have heard early model 6.5s equipped with the me-chanical fuel injection systems will. Could you send a little knowl-edge my way? Now if this truck did indeed come with the 6.2 andhad a 6.5 swapped in its place, what info should I ask the owner inorder to determine whether or not this an early model 6.5 whichwill (if possible) run the WMO? After all, he may not know theVIN# or model year of the motor, so is there a simple way to tellthe early and late model 6.5s apart—different pump or fuel lineplacements, air intake, etc? I appreciate your time and help.Glenn DocktorVia Email

It's possible your 1990 model year truck has a 6.5L diesel thatwas installed as a replacement engine. As you discovered, though, itcame from the factory with a 6.2L diesel. There is a cast-in datecode on the cylinder block. This code can be found on the bellhous-ing flange behind the passenger-side cylinder bank.

GM engines manufactured through the year 2000 will have afour-digit casting date code beginning with a letter. For example a“C066” date code would translate to March 6, 1996. A=January,B=February and C=March, and so on. The middle two numbers indi-cate the day of the month, and the fourth digit is the year of pro-duction.

AM General 6.5L diesel engine production began in late 2001and will have five-digit date codes - the first four digits are num-bers and the last digit is a letter. The first two digits are the month,the next two digits are the day of the month, and the letter indi-cates the year in which it was cast. So, for example a "03 17 L" datecode would translate to March 17, 2004.

H = 2001J = 2002K = 2003L = 2004M = 2005N = 2006P = 2007If your truck is the 1990s body style (1988-98) and if the engine

is a 1991 or newer production, a factory 6.5L diesel turbochargersystem will bolt right on. GM used a mechanical fuel injection sys-tem during the first two years that the 6.5L engine was offered. Isuspect that’s what your truck is equipped with. Beginning with the1994 model year, all pickups and SUVs equipped with the 6.5L

BY JIM BIGLEY

DW-1408-188-195-QA 5/6/14 5:31 AM


diesel received the somewhat problematicelectronic fuel injection systems. Thesewere drive-by-wire systems that did nothave a cable attaching the acceleratorpedal inside the cab to the fuel injectionpump.

WMO (waste motor oil) has been suc-cessfully used by owners of 6.5L diesels, butthere are always caveats and cautions. Anywaste oil must be filtered to a level approaching 1 micron. This will remove a lotof the soot and other contaminates foundin used motor oil. I recommend a cen-trifuge-type filtering system, which willmake the process affordable and more effi-cient than a media type filter system couldachieve. Visit www.ppediesel.com to see acentrifuge type system that can be adaptedfor your use. Their system was designed tobe installed on an engine in a vehicle toprovide continuous oil cleaning, but it canbe adapted for use in a garage using two barrels and an oil pump.

Nearly any oil can be used as a fuel supplement. When used as a diesel fuelsupplement, used motor oil is actuallyworth about $4.00/gallon or whatever thecurrent price of diesel fuel might be in yourarea. Used ATF, motor oil, hydraulic oil, etccan be filtered and then mixed with dieselfuel in varying ratios depending on the am-bient temperature and how well a particu-lar engine responds to a fuel/oil mix. Thosewho have far more experience than I withWMO suggest remaining below a 50/50 mixto maintain start-ability and performance.

Possible drawbacks to using clean wastemotor oil:

1- Cold weather start-ability is affectedby motor oil in the fuel. Oil isn’t as com-bustible as diesel fuel.

2- Mix ratios higher than 50/50 could in-crease fuel viscosity to a point that prob-lems begin appearing in the fuel injectionsystem.

3- A fuel/oil mix will increase theamount of soot and carbon buildup on pis-tons, rings and cylinder heads. Carbon-fouled piston rings can increase oilconsumption and reduce cylinder compres-sion. This could be worse for trucks that arelightly driven, and less of a problem whenworked harder.

DW-1408-188-195-QA 5/6/14 5:31 AM


Q&ATECH

4- WMO could make it harder to meetthe EPA tailpipe emissions test in areas ofthe country where such things are closelymonitored.

Good luck, and keep us posted on yourexperience with WMO.

Chevy Izuzu 6.6 TurboDiesel

I have a 2003 Chevy 2500 HD with anIzuzu 6.6 turbo diesel. It’s been great untillast year. Every time I travel from the BayArea to Yosemite (3,000-ft elevation), iteither will not start again after we take abreak or will start, then die. The tow truckmechanic reminded me about the primerpump on the fuel filter housing, and dis-covered that after a few pumps it startedand ran again. But, why is it dying or notstarting in the first place? This is gettingworrisome! A second issue is the pressureis showing low and one time the low pres-sure light came on, but it’s full.

Chuck WoffordVia Email

Sorry to hear you’re having trouble withyour truck. The first order of business is tochange the fuel filter unless it’s been donerecently. Fuel filters should be changedyearly or after no more than 15,000 miles.Make sure the fuel filter and its variousseals are sealing correctly. Air leaks in thefuel system appearing soon after a fuel filter replacement happens often enoughthat that’s one of the first trouble sources I suspect.

Secondarily, air pressure is lower athigher elevations, and internal fuel tankpressures are affected by both the volumeof fuel and its temperature. This is why adiesel fuel cap is vented to maintain nomore than 2-psi positive pressure and noless than 1-inch vacuum. A bad cap vent hascreated problems for other diesel owners.Caps are cheap, and I recommend you buy a

new “diesel” fuel tank cap at your local GMdealership. The cap has to specifically say“diesel” on it or it won’t work for you. Gascaps are not vented.

I’m not sure what you mean by “lowpressure light.” I assume you’re seeing a“service engine soon” warning lamp, andthat the associated trouble code is fuel railpressure related. Low rail pressures can bedue to a plugged fuel filter, air in the fuelsupply system, a weak high-pressure fuelpump, or wor- out fuel injectors (and a fewother less likely causes).

Change your fuel filter as a first step,and make sure the fuel filter seals are doingtheir job. Once properly primed, the fuel filter should remain air free. If you’re seeingair on a more frequent basis, you may needto find out where the leak is. Pressurizingthe fuel tank using a regulated 5-10 psi canreveal even the tiniest of leaks somewherebetween the injection pump and the fueltank – rubber fuel hoses on/near the engineare the usual suspects once fuel filter sealing has been eliminated as the cause.Good luck.

Do It Right – Do It OnceMy name is Kyle Jameson and I own a

bone-stock 1995 Chevy 3500 X-cab duallywith a 6.5L turbo diesel. This is not my first6.5, but my first with the DS4 electronicfuel injection pump. The first order of busi-ness is to swap a ZF-6 six-speed manual inplace of the existing 4L80-E automatic. Ipull a goose-neck wedge car trailer andhate towing with an automatic, and I wantto be able to make some real reliablepower out of it.

My plans are to bore it 40-60 over, ifpossible, change the cam, if I can afford anew cam, run ported and polished 6.2heads. I don't know if that’s all possible. Itwould be great if it were. My biggest con-cern is the injection pump. I don't like elec-tronics, so I was wondering if it's possibleto swap to the DB2 pump or if it’s worththe hassle.

The last thing I’m confused about is selecting the correct turbo. I have read alot of good things about the Aurora 3000,that it's a great towing performance turbo.

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Q&ATECH

Other odds and ends will be marine injec-tions, AFE intake and a 4- or 5-inch turbo-back exhaust system, as well as a Banksintercooler and water-meth injection. Anytips would be amazing since you guys havemuch more time and experience working onthese engines.

Thank you very much. Kyle JamesonVia Email

Your 1995 (with a five- or six-speedmanual transmission) would be relativelyeasy to convert to mechanical fuel injectionusing the rock-solid Stanadyne DB2-4911fuel injection pump, related throttle pedaland related pump brackets and eight steelfuel injector lines.

Getting cruise control working can bedone by retrofitting a firewall-mountedcruise control module from a 1991-93 dieselpickup/Suburban, or any gas assembly upthrough 1999 and then installing a dieselcable assembly. You’ll then need to wire thenew cruise control module using a Vehicle

Speed Sensor (VSS) signal, brake switch,power and ground, and in-cab turn signalswitch wiring circuits.

The following will save you a lot ofmoney... first, the GM maximum recom-mended overbore for the 6.5L diesel is0.030”, though there are 0.040” overborepistons available. The best recommendationis to bore no more than is necessary to cleanup the cylinders.

There have been only a couple of manu-facturers through the years that offered adifferent cam for these engines, but to myknowledge not one of them has ever pro-duced an independent engine dyno test toprove an improvement in performance. Notone. My recommendation is to stay with thestock camshaft.

GM produced a number of improvementsin cylinder head design throughout the pro-duction life of the 6.2L and 6.5L diesels. Nomatter what, newer heads are better. GM experimented with large valve cylinderheads in the early 1980s in an effort to improve non-turbo naturally aspirated per-

formance. Those experiments took durabilityin the wrong direction because larger valvesincreased the likelihood of cylinder headcracking. Plus, the early 6.2L head designcreated injector angles that won’t work witha newer factory side-mounted turbocharger.When turbocharged, the latest valve diame-ters are best and offer the least likelihood tocrack. My recommendation, get the newest6.5L turbo diesel heads for the best combi-nation of performance and durability.

The Aurora 3000 could be a good choicefor a conservative gain in 6.5L performance,though I haven’t seen any dyno performancecomparison data to prove it. I have seen theperformance data when using a HolsetHX35W and Holset HX40. I recommend theHX35W for a mild performance gain for anall-around vehicle, and I recommend theHX40 for a heavy hauler that’s used to towmore often than not. Limit boost pressure toabout 15-psi if your engine is running stockcompression ratio pistons. Limit boost pres-sure to 20-psi if running the marine 18:1 com-pression ratio pistons. No matter which way

Replace your worn factory clutch with a Valair

DW-1408-188-195-QA 5/6/14 5:31 AM


you go, set the fuel rate to produce a cleanexhaust at maximum load.

For injectors, I recommend using stockon-road injectors when the engine isequipped with a stock on-road fuel injec-tion pump. If you have one of the availablemarine DB2/DB4 fuel injection pumps, getthe marine injectors designed for thatpump. Don’t mix and match.

A cold air intake system could be benefi-cial, but make sure it’s really a cold air in-take, and not drawing in hot under-hoodair. Every 10 degrees F increase in air tem-perature reduces engine power by 1 horse-power.

Forget about water/meth injection. Ifyou do install an efficient air/air intercooler,water/meth won’t help enough to justifythe expense and the maintenance of thesystem.

I recommend a 3-inch mandrel-bentturbo downpipe that transitions into 4-inchahead of a free-flowing muffler. To this adda mandrel-bent exhaust crossover pipe, andport match the cast iron exhaust manifoldsto the cylinder heads. Traditional portingand polishing became popular in the per-formance gas engine market because of thevery high engine speeds those enginesturned. These diesels are low rpm engines,and don’t benefit nearly as much from thesame sort of flow treatment. It can’t hurt,but won’t likely help much.

Make sure your engine’s cooling systemis properly set up. I recommend a high-flowwater pump, dual thermostats, a 21-inchDuramax lightweight composite fan, a new(or like new) radiator and a properly engag-ing fan clutch (fully engage with an enginetemperature no higher than 210 degrees F).When equipped as discussed here, yourtruck will not experience overheating evenworked up to its rated towing capacity onany Interstate mountain grade in the peakof summer, and you’ll be getting all of theperformance the 6.5L diesel can safely pro-duce. Stay in touch, and let us know whatdevelops.

Escalade DieselHello, My goal is to eventually own a

2007 or newer Cadillac Escalade that getsgreat fuel mileage. The 2007 or newer

DW-1408-188-195-QA 5/6/14 5:31 AM


Q&ATECH

EliminateRoadWince.com/DieselWorld or call 866-351-3890Do not exceed the vehicle’s recommended Gross Vehicle Weight Rating (GVWR).

Road-Wince. It’s the look you get when there’s no way to avoid a massive bump, giant pothole, or sharp turn while hauling a load. Suddenly, all you can think about is the potential damage to your vehicle and your cargo. But Ride-Rite™

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Escalades are equipped with the 6L80 six-speed automatic transmission and 6.2Lgas engine rated at 403 hp and 417 lb/ft oftorque. I have a stock 1998-01 24-valve 5.9Cummins engine available to swap, whichhas a little less horsepower and some moretorque -98 hp and +88 lb/ft than the 6.2Lengine.

The Escalade would be a daily grocerygetter with some infrequent moderate

trailering. The most important question Ihave is can the stock transmission survivethe diesel engine with maybe a converterchange? If the original transmission needsto be upgraded what would be required. Inaddition to the mechanical adaptationwhat is required?

Thank You,Bill AndersonKnoxville, Illinois

It sounds like an interesting project idea.The 6L80 six-speed automatic transmissionis an outgrowth or evolution of the highlyregarded 4L80-E four-speed automaticthat arrived in the 1991 model year GM pickups/SUVs, which was itself an evolutionof the revered TH400 three-speed non-overdrive automatic of the 1960-1980s.These GM automatics have a factory inputtorque limit of about 440 lb/ft. The Cum-mins 5.9L diesel can exceed that fairly easily, or it can be dialed back to help improve transmission durability.

Two companies with websites offer con-version components that allow for mixingand matching parts, like GM transmissionsand Dodge Cummins engines. Visit:www.destroked. com for machined alu-minum transmission adaptors, andwww.powertrain controlsolutions.com forelectronic transmission control modulesand wiring harness kits.

That said, the Cummins 5.9L may not bethe best choice for an Escalade. The engineis not a lightweight and the Escalade’s engine compartment isn’t long enough toprovide adequate room for the long inlinesix without mods and compromises.

The more recent Duramax 6600 V-8diesel, which is available in GM’s full-sizepickups, would be nearly a bolt-in. Asidefrom a 2-inch body lift along with the factory diesel-related pickup truck compo-nents, it’s a parts swapper diesel conversionproject. There are hundreds, maybe thou-sands of diesel Suburbans currently on theroad that are the result of a gas to Duramax/Allison conversion.

If you’re looking for a turnkey conver-sion, a website that might interest you is:www.duramaxsuburbans.com. Also, EricSwanson at Duraburb Inc. (Apopka, Florida)has been offering fairly new Suburbansequipped with a Duramax/Allison for a fewyears now. He doesn't have a website, buthe does have a Youtube channel, where youcan see a variety of vehicles he's com-pleted. See:www.youtube.com/user/DuraBurbinc to learn more.

DW-1408-188-195-QA 5/6/14 5:31 AM


1972 Newell Motorhome With 1981Detroit 8.2L Turbo

I'm looking for a few answers or at leastsome advice. I have a vintage 1972 Newellmotor home, which was repowered in 1981with a Detroit 8.2L Fuel Pincher turbodiesel. This is my first diesel engine. As oftoday, this 33-year-old engine has about60,000 miles on it. I've done some re-search on this engine and it’s known forblowing head gaskets. This would be reallyunfortunate because I haven't been able tofind anyone with the tools to set the me-chanical injector heights should we have topull a cylinder head. People on Internet forums get nasty to people who have ques-tions about this engine, so I politely askthat I not be told to dump this engine in alake… it runs great, has low mileage andwith proper care I expect it to continuerunning for my lifetime because I can't seeputting another 50k on a motor home.

When I purchased it last year it hadsome very old coolant in it. Everything wasrusty so we flushed it and put in some ofthe pink diesel coolant we got from Ad-vance Auto Parts. Shortly thereafter, theradiator sprung a leak so I had it re-cored,changed all the hoses, new thermostats,flushed and refilled the cooling systemwith new coolant (again the pink stuff).

I have years of experience using Dex-Cool in my vintage gasoline engines andLOVE it. I change it every four years and mycooling systems look like new. I've neverdiscovered any corrosion issues when usingDex-Cool. I'd like to use it in my Detroit,but any Diesel mechanic I talk to (besidestelling me to change engines) says not touse the pink stuff. I'm not convinced thatthis coolant is anything but expensive win-dow cleaning solution and I'm worried thatadditional corrosion will compromise thehead gaskets in my engine.

I've contacted Detroit and they sent me toDaimler who in turn sent me to MTU who inturn sent me back to Daimler who said theydon't have any engineers left familiar with the8.2. Does anyone know if I can I use Dex-Cool inmy Detroit? What are the risks?Bob KopickiVia Email

Owners of older diesel engines, any en-gines, can expect to replace some or mostof the gaskets due to age and the interac-tion between the available coolants andthe gasket materials in use during thattime.

One of the more notable advance-ments in engine technology over time isthe quality of materials and design of gas-kets - both cooling system gaskets and es-pecially head gaskets. We saw this in thelight truck diesel engines in the 1980s.Head gasket failures were far more com-mon back then - failures in preventingboth coolant and compression/combustionleaks (head gaskets). The situation is far,far better now.

I've successfully used Dex-Cool in en-gines that were originally equipped withthe green coolant. A 6.5L diesel projecttruck we built in 1999 experienced no cool-ing system problems after more than250,000 miles of hard use that was runningDex-Cool, without needing a routine coolingsystem flush or any other cooling systemservice. The water pump seals in this enginenever leaked, and lasted beyond the 250Ktill we sold the truck.

The key to this success was likely due tothe fact that a new radiator was installed,and the engine was rebuilt using all currenttech gaskets. The original heater core wasflushed and all new hoses and clamps wereadded during the final assembly. Then, a50/50 mix of Dex-Cool and distilled waterwas added. So, Dex should work for you.

Unrelated to coolant, the Detroit 8.2L issaid to employ just four head bolts percylinder, where most current diesels havefive or six. The high compression and com-bustion pressures inherent in a diesel en-gine put more stress on head gaskets thando gas engines. Four bolts per cylinder canbe marginal in containing these pressures.Depending on fueling, a turbocharger canadd even more stress. Current head gasketsshould improve durability, and new headbolts and/or head studs should be installedwhenever the head(s) come off. I'd notreuse the old bolts/studs. DW

DW-1408-188-195-QA 5/6/14 5:31 AM


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LIMIT 3 - Good at our stores or HarborFreight.com or by calling 800-423-2567. Cannot be used with other discount

or coupon or prior purchases after 30 days from original purchase with original receipt. Offer good while supplies last.

Non-transferable. Original coupon must be presented. Valid through 10/10/14. Limit one coupon per customer per day.

3/8" x 14 FT. GRADE 43TOWING CHAIN

LOT NO. 97711 /60658

SAVE 53%

SAVE $70

SAVE 42%

SAVE 50%

SAVE $180 SAVE

42%

SAVE $90

SAVE 50%

SAVE $85

AUTO-DARKENING WELDING HELMET WITH BLUE FLAME

DESIGN

$4199 LOT NO. 91214 /61610

REG. PRICE

$89 .99

Item 91214 shown

RAPID PUMP®

3 TON HEAVY DUTY STEEL FLOOR JACK

LOT NO. 68048 /69227/62116

$7499 REG. PRICE $159 .99

• Weighs 74 lbs.

Item 68048 shown

2.5 HP, 21 GALLON 125 PSI VERTICAL AIR COMPRESSOR

LOT NO. 67847 61454/61693 $14999

REG. PRICE $219 .99

Item 67847 shown

"The Perfect Compressor with Powerful, Quiet and Consistent Airfl ow...Plus we Love the Low Price"– Street Trucks Magazine

LOT NO. 67831/61609

26", 8 DRAWER ROLLER CABINET WITH 8 DRAWER TOP CHEST

REG. PRICE

$499.99 $31999 • 1060 lb. Capacity Item

67831 shown

LARGELOT NO. 68497/61360

MEDIUMLOT NO. 68496 /61363

X-LARGELOT NO.

68498 /61359/37052

POWDER-FREE NITRILE GLOVES PACK OF 100

$629 YOUR CHOICE!

REG. PRICE $10.99

Item 68498 shown

• 5 mil. thickness

REG. PRICE $34 .99 $1999

YOUR CHOICE!

13 PIECE 1/2" DRIVE DEEP WALL IMPACT SOCKET SETS

SAELOT NO.

67903/6928069333/69560

METRICLOT NO.

67904/6927969332/69561

Item 67903shown

SUPER

COUPON!




$18999 $13999 REG. PRICE

$299.99

LOT NO. 69684/61776/61969/61970

Item 69684shown

12" SLIDING COMPOUND DOUBLE-BEVEL MITER

SAW WITH LASER GUIDENEW!

SAVE$160

900 PEAK/800 RUNNING WATTS

2 HP (63 CC)GAS GENERATOR

LOT NO. 66619 60338/69381

$8999 REG. PRICE $179.99

Item 69381 shown

NEW!

REG. PRICE $79 .99

6 TON HEAVY DUTY STEEL JACK STANDS

LOT NO. 3884769596/61197

$3999 Item 38847

shown

Item 60625 shown

REG. PRICE $19.99 $999

LOT NO. 9557869645 /60625

4-1/2" ANGLE GRINDER SUPER

COUPON!




12,000 LB. ELECTRIC WINCH WITH REMOTE CONTROL AND

AUTOMATIC BRAKELOT NO. 68142 /61256/60813/61889

$29999 $39999 REG. PRICE $499. 99

SAVE$200

"Voted the Best Deal in Winching"

– Off-Road Magazine

Item 60813 shown

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diesel world - august 2014

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