Magazine - Diesel - Power - July - 2016

INDUSTRY LEADERS DISCUSS EPA’S TOUGH STAND ON ENGINE MODS
DIESEL
The World’s Largest Diesel Magazine
The World’s Largest Diesel Magazine
DYNAMIC
July 2016 Dieselpowermag.com
DUALIE
DYNAMIC DUALIE
HAUULING,
T
TOWING G, AND
S
SLED PUULLING
A
ARE NO MATCH
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FOR THIS GMC’s
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1,600 LB--FT OF
D
DURAMAX TO ORQUE
NA
NA
NAV
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AR
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AXXFORC
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XX
X XFFORC
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ELLESS
E SS 77.6
.6
6L I-6
6 UPD
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P DATED
A ED
AT
ATE
WIIIT
WIT
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WITHTH 860
60 LLB-
LB
B
B--F
FTT OF
F TW
TWI
TWISTST
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JULY • 2016 • VOLUME 12 • NO. 7
54 First Drive: 80 Torque Appeal

2016 Land Rover Range Rover Diesel How 1,896 lb-ft of Cummins grunt changed
Range Rover and Range Rover Sport now available in Don Glasco’s outlook on performance…big time
the U.S. with 254hp/440-lb-ft Td6 diesel engine
90 Finding a Better Way
62 FrankenFord Diesel performance market wants a more efficient
Transplanted Caterpillar 3044CT diesel engine approval process, motorsports exemption
brings life to a patina’d ’60 Ford F-100
70 Truly Gifted
A wife surprises her husband with big upgrades
54
for the family’s ’13 GMC Sierra 3500HD Denali
DIESEL POWER (ISSN 1934-4988). JULY 2016, VOLUME 12, NUMBER 7. PUBLISHED MONTHLY BY TEN: THE ENTHUSIAST NETWORK, LLC,
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10 DIESELPOWER • JULY 2016 WWW.DIESELPOWERMAG.COM

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JULY • 2016 • VOLUME 12 • NO. 7
EDITORIAL
PARTICULATE MATTERS . . . . 18
114
Touch of class
By KJ Jones
BLOW-OFF . . . . . . . . . . . . . . . . . 38
The Audi SQ7 TDI needs to come to the U.S.
By Trevor Reed
DEPARTMENTS
POSTAL ROUTE. . . . . . . . . . . . . 20
POWER BITS . . . . . . . . . . . . . . . 24
PARTS BIN . . . . . . . . . . . . . . . . . 30
READERS’ DIESELS . . . . . . . . . 42
TOP TECH QUESTIONS. . . . . 168
ON THE WEB . . . . . . . . . . . . . . 185
ON THE
COVER:
CO
Wee’re prey sure any
hard-core diesel owner
har
would
o want the same kind
of spousal support Joey
Lamport
a Jr. gets from his
128 152
w Kate. As a Christmas
wife,
gi, Mrs. Lamport
o
outfied Joey’s super-
clean
l ’113 GMC Sierra 3500HD 102 Pure Cool
D
Denalili ((shot
h tbby B i Hollingsworth)
Brian H lli with a
cache of performance upgrades, highlighted by
a compound-turbocharger setup, ported heads,
Installing a Mag-Hytec transmission
pan, Ford 40K-GVWR transmission
158
cooler, and an Edge Evolution in an
and much, much more.
’01 F-250 Super Duty
TORQUE 114 Breathe In,

Breathe Out
Navistar MaxxForce
50 AFE Power’s new cold-air
DT466E
Update on an enduring I-6
intake, Diamond Eye’s DPF-back
dual exhaust, and Hypertech’s
programmer improve a 6.6L Duramax
diesel in its current and most LML’s overallperformance and fuel
powerful form economy
128 Twin-Cell Therapy

We diagnose an electrical draw
and install Painless Performance’s
dual-battery isolator on our
’06 Dodge Ram 3500
142 9 Heavy Haulers

Maxed out
Rockin’ Rollers
152 Step Up The diesel scene’s heavy hitters put
Installing AMP Research it all on the line for $4,500 in dyno-
PowerStep XLs on a challenge cash
Chevy 3500HD

reach the pinnacle in ride performance
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EDITORIAL ADVERTISING
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Network Ad Director Jerome Dziechiasz
Editor KJ Jones
Advertising Coordinator Gail Burns
Managing Editor Courtney McKinnon
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Staff Editors Jason Gonderman
Trevor Reed To advertise on this magazine’s website, or any of
Bre T. Evans TEN: The Enthusiast Network’s other enthusiast sites,
John Lehenbauer please contact us at AM-advertising@enthusiastnetwork.com.
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Particulate MATTERS
KJ JONES
KJones@enthusiastnetwork.com
Touch of Class
I’VE GOT SOME great news to to in 2015, after seeing events held at without taking anything away from the
share with you! Cutting straight Scheid Diesel Extravaganza and Rudy’s amazing, much quicker, faster rides in
to the chase, Diesel Power is goin’ Diesel Performance & Offroad Fall Truck the sanction’s other heads-up categories,
racin’! OK, now hold on for just a minute Jam and meeting some of the folks in the I think trucks that can run 7.70 and 12
and let me explain. I don’t mean that in the organization who make things happen. seconds represent the type of street-diesel
literal sense; we’re not about to hit the track Those two races really helped me get a good performance that many of you can relate to
ourselves. And, no, a wealthy donor hasn’t understanding of the diesel drags scene and might aspire to have: rigs that can cruise
given us a complete, XDP the boulevards or be
Pro Street–caliber racing driven for many trouble-
operation. We’re also not free miles on the freeway
building our own dragstrip but can also be taken to
terror (although I really the dragstrip to wage war
hope one day we will be with similarly configured
able to take on such a pickups on the eighth- or
project). quarter-mile.
If I haven’t mentioned While I know it’s
this before, I’m a big fan near impossible to use
of all motorsports, and the terms “racing” and
eighth- and quarter-mile “affordable” in the same
drag racing is actually my sentence, I believe our
favorite segment of vehicle class is probably the best
vs. vehicle competition.
Being a racer myself, going
fast in a straight line has
been my passion for more
than 30 years (yes, youngsters, I’m that old). as a whole, from the fast
While my experience comes from driving pickups to the gear-jammin’
gas-powered cars down the ’strip, having big rigs, stands full of fans,
the opportunity to see diesel-powered voice of Denver Geitgey
automobiles, pickups, and even big rigs calling all the action over
thunder down the track has been a real eye the PA system, sponsors
opener, which put the wheels in motion for in the midways, and more.
the news I’m sharing with you here. The ODSS presents a very
Diesel Power has joined forces with our competitive—yet cool—
friends at ATS Diesel Performance and is grassroots race experience
now a 2016 cosponsor of the Outlaw Diesel for participants, and I felt
Super Series’ ATS/Diesel Power 7.70/12.00 that somehow Diesel Power
Index Class (a heads-up racing category needed to be in the mix.
for vehicles that are not permitted to run After running the
quicker than 7.70 seconds in the eighth- class-sponsorship idea
mile or 12.00 seconds in the quarter-mile). by decision makers in the Truck Trend entry-level avenue into heads-up drag racing
Basically, two vehicles must start their race Network at TEN: The Enthusiast Network, for hardworking, non-sponsored diesel
together, and one of them has to reach the and then working with Ms. Annita Braun— enthusiasts who want to compete.
finish line first, without going below the the woman who “does it all”—at ODSS and We’ll be on hand at four of the five events
7.70/12.00 elapsed-time Index (for how-it’s- Clint Cannon and Ryan Gelinas of ATS, we on the 2016 ODSS tour, and our coverage
done insights on drag racing a diesel truck, signed the agreement to have our brand will be published online at trucktrend.com
check out our story in the Nov. ’15 issue). listed alongside that of our partners from (including video), and, of course, in these
The ODSS (outlawdieselss.com) is Arvada, Colorado, as the official sponsors of pages. I can’t wait! Now that you’re all up
an exciting, diesel-only drag-racing the Index Class. to speed with what’s happening, let’s go
sanctioning body that I was introduced And why was this class chosen? Well, racin’!
Kaje
Postal Route
Our readers write back...
juvenile Ford vs. Chevy vs. Dodge com-
CLEAN BUILD INSPIRING mentary. I have a habit of looking at the
I READ Diesel Power religiously! I I’m making my first foray into the diesel editorial page to gauge the magazine’s direc-
love it. You guys are doing a great truck world after years of driving a custom- tion. I saw your photo and just stopped. I
job of writing informative articles built ’83 Chevrolet C2500 Crew Cab with a knew I had the right one. I currently teach
and following some awesome builds. I’m more-than-capable self-built small-block Automotive Technology at Whites Creek
looking forward to seeing more high-horse- and modified 700R4 automatic transmis- High School in Nashville, Tennessee. The
power, clean-running diesels, as I have one sion. My sons learned to wrench, drive, and program is in a rebuilding phase and read-
myself. The 6.7L Cummins engine in my ’09 love this repurposed and upgraded truck, ing your editorial describes my dilemma
Dodge Ram makes about 900 clean horse- riding in it with pride during all stages of well. After years of poor teaching and the
power. As you know, getting it to do this reconstruction. But I needed more. In 2015, extreme lack of exposure this demographic
isn’t easy. Smoke is not a necessity when the beloved truck was destroyed in an ac- (young African-American and Latino males)
it comes to big power, and I’m looking for- cident. has to automotive technology, motorsports,
ward to seeing cleaner diesel performance My partner and I drag race, pulling and even language, I discovered I had to
come into the mainstream diesel scene. trailers—open and enclosed (up to 28 start completely new.
Ronnie Larkin feet)—with both my C2500 and his ’95 My students had no clue who multi-
-Mahopac, New York C2500 (powered by a 454ci engine, which time motocross champion James Stewart,
multitime NHRA drag racing
champion Antron Brown,
multitime F1 champion
Lewis Hamilton, or other
prominent people of color
in the automotive industry
are and what they do. Now
I have another salvo to fire
at them to inspire them to
achieve more and show that
this industry is for them as
well. Like many people, we
only go with what we know,
never bothering to learn and
adopt something new and
better for the job.
I’m going to include your
magazine on my reading
bench and look forward to
gaining knowledge person-
ally and to share with my
students.
Willie Sweet, Jr.
-via email
Thank you so much. I do my

Congratulations on your truck’s awe- he swears by). When I proposed a diesel job not only for myself and my family. I also
some, clean diesel performance. You’re upgrade, he spoke of the voodoo associ- do it for people like your students. As long as
right, achieving that kind of power without ated with diesel power, and I just nodded. there’s some way I can be an inspiration for
much—if any—smoke isn’t easy…but it cer- On a trip to a race last summer while on a any young person, it truly makes my efforts
tainly can be done. Aftermarket companies long grade to the top of the ridge pulling “worth it.”
like ATS Diesel Performance are really start- the 28-foot box trailer, he was commenting I’m also a drag racer and can totally relate
ing to turn up their “clean performance” how well the 454 was performing when a to the “eye opener” your friend got, as I had a
efforts, through development of new, super- Duramax-powered dualie pulling a 40-foot similar experience while towing my race car
efficient turbocharger systems for 6.4L Ford gooseneck trailer with two Bobcats blew on an open trailer using a gas-powered truck.
diesel engines, as well as for 6.7L Power by us like we were parked. I commented, After watching all my friends’ diesel-powered
Stroke and Cummins powerplants. ATS has “That’s why I want one of those.” He said rigs disappear after leaving the track together,
also made great strides with a high-flow not one word. I completely understood how awesome these
diesel particulate filter for late-model oil While in a store yesterday, I specifically trucks really are!
burners, which we’ve witnessed support looked at the diesel magazines and settled I appreciate you making your students
nearly 800 hp—smoke free. on Diesel Power: clear writing without any aware of me and Diesel Power, as well as

HELPS
KEEP
Words by KJ JONES
DUST OUT
OF YOUR
schooling them on racing champions such You’re definitely an observant reader! Yes,
as Antron Brown, James Stewart, and Lewis KJ’s thoughts about modifying his ’95 Ford
Hamilton (he’s a beast). I also wish your F-350 are discussed in May ’16’s Particulate
LUNGS
young people well. I’ve visited the Nashville Matters. And, just that quickly, it appears those
Automotive and Diesel College (Lincoln ideas became reality, as the image used in Post-
Tech), and I’m impressed with its program. al Route is a shot of our flagship old-body-style
It’s very accelerated, but if a young man or rig, with its 7.3L Power Stroke engine sitting
woman really wants to pursue a career in on the floor. Stay tuned to trucktrend.com and
automotive—any segment of automotive— these pages, as we’ll definitely be keeping you
having knowledge of the basics is key. up to date on all the performance upgrading
Hopefully, some of your students will go that’s taking place with Big White.
on to also graduate from NADC and maybe
even aspire to hold the positions you and I A WORD FROM OUR SPONSOR…
are trying to make a difference with. Thanks First, I would like to say great magazine.
again for your thoughtful comments. I am currently working with people at the
Afton Fair in Afton, New York, to try and

Washable
THE CLOCK’S TICKING hold a tractor-and-truck sled-pull event,
I read the May 2016 issue and saw KJ’s
editorial about modifying his truck, and
and I was wondering if Diesel Power would
be interested in sponsoring our open “Run A I R F I LT E R S
then two pages later in Postal Route, What You Brung” diesel class.
there’s the truck…with the engine out! Paul Musk
BREATHE CLEANER AIR INSIDE
There’s no wasting time with you guys! -via Facebook
Keep us posted. YOUR CAR. The air inside your car
can actually be dirtier than the air
Bryan Runyan The announcement of our cosponsorship
outside. K&N® has been protecting
-via email (with ATS Diesel Performance) of the
engines since 1969, and now our
Outlaw Diesel Super Series 7.70/12.00
washable cabin air filters help clean
I’m looking forward to reading about Index drag-racing class has opened the
the air you breathe. And since they are
the 7.3L upgrades you’ve got coming. I floodgates for groups seeking similar
washable, you can have a fresh clean
also have a stone-stock 1-ton 7.3L dualie, support. Unfortunately, we can’t back every
filter any time you want!
although it’s an ’01—not an OBS. My truck diesel group or event out there financially.
has a Superchip but no other modifica- However, we’re definitely interested in hear- KNFILTERS.COM | 800-858-3333
tions. I have been thinking about making ing about races, shows, and sled pulls being
some changes, but nothing crazy. You re- held all over the U.S. and Canada, so be
ally don’t see many performance parts be- sure to send details on dates and locations
ing offered for 7.3Ls anymore. Bring it on. to dieselpower@enthusiastnetwork.com.
Tom Sutlick While we already have a busy 2016 travel
-via email calendar, there’s no telling where else we
might end up.
Power Bits Words by TORI TELLEM
A L L T H E T O R Q U E T H AT ’ S F I T T O T W I S T
NEW MERCEDES-BENZ
SPRINTER WORKER VAN
IF YOU’VE BEEN looking for an affordable van, the ’16 Mercedes-Benz Sprinter
Worker is worth checking out, since pricing starts at just $32,495. And for
that amount, you get a base model that’s full of standard features, including
a 2.1L four-cylinder diesel that makes 161 hp and 266 lb-ft of torque. The price also
includes a seven-speed automatic transmission, Crosswind Assist, Load-Adaptive
Traction Control, power windows, air conditioning, and more. There are three packages
available: Convenience, for items such as heated mirrors, cruise control, and trailer
hitch prewiring; Utility, which includes all the Convenience items, plus a wood cargo
floor, LED lights in the payload area, a rear step, and more; and Overtime, featuring both
of the aforementioned packages as well as an upgraded audio system, rearview camera,
Blind Spot Assist, and other safety equipment.
OFF-ROAD PACKAGE
FOR THE RAM 2500
Now available for the new Ram 2500 Heavy Duty is the 4x4 Off-
Road Package, which includes such equipment as an improved
suspension with monotube shocks, big front tow hooks, larger
fender flares, standard Hill Descent Control, and a limited-slip rear
differential. You can add the package to the Crew Cab or Mega
Cab, and short- or long-wheelbase models.
Rumor of the Moment: There’s been whispering around the industry that alleges Mercedes-Benz uses
defeat devices that hinder the effectiveness of pollution-control systems in some BlueTec diesel vehicles.

MACK TRUCKS IS THE
OFFICIAL HAULER
OF NASCAR
Mack Trucks has entered into a partnership
with NASCAR, which earned it the title
of Official Hauler of NASCAR. What that
means is Mack will provide Pinnacle high-
rise sleeper models to help NASCAR with
transporting equipment during each race
week, which is said to be 450,000 miles
per year. The trucks feature the 505hp 13.0L
Mack MP8 engine and mDrive automated
manual transmission.
VOLKSWAGEN TO
GIVE “GENEROUS
COMPENSATION”
TO CUSTOMERS
Reuters reports that owners of the diesel
vehicles affected by Volkswagen’s emissions
scandal are expecting to receive an offer of
“generous compensation packages,” based
on word from Kenneth Feinberg, the head
of the compensation fund (whose previous
experience comes from holding the same
position for 9/11 and the GM ignition-
switch lawsuits).
“But my biggest surprise
was on my train journey.
CHEVY ADDS NEW
Diesel-powered trains
like the one I commute on
MIDNIGHT-EDITION
are found on many major MODELS FOR 2016
There’s no denying Chevrolet’s Silverado 1500 Midnight Special Edition is a hit, given it
routes across the UK…
was the automaker’s most popular model for 2015—which means more Midnights are
The average reading (of headed to dealerships in 2016. The line has grown to now include the ’16 Silverado 1500
Z71 and ’16 Colorado Z71, joining the Silverado 2500HD Z71. The Midnight model can
black carbon emissions
be easily identified by its blacked-out grille, bumper, fog lamps, wheels, moldings,
particles) I got aboard my and bowties.
air-conditioned train was
8.5 micrograms per cubic
meter. A researcher from
King’s College conducted
PHOTOGRAPHY: GM
an experiment to mirror
mine on his train journey
from London to Exeter
’17 FORD SUPER DUTY CHASSIS CAB

and came out with similar
results. My time spent
standing on the station The all-new, ’17 Ford Super Duty Chassis Cab—F-350, F-450, and F-550—for commercial
truck shoppers has a combination of the 6.7L Power Stroke V-8 engine and a commercial-
concourse at London St grade six-speed automatic transmission, equaling 330 hp and 750 lb-ft of torque for the
best ratings of a Class 4 and 5 Super Duty chassis cab yet. There’s also an all-new frame,
Pancras, waiting for my
350-pound weight loss, aluminum alloy as part of the cab design, 40,000-pound maximum
train, produced a reading gross combined weight rating, and 500-pound increase in the front gross axle weight rating.
of 13.2 micrograms per
cubic meter. So it turns out
that during the 80 minutes
I spend sitting still on a
train every day I am being
exposed to more diesel
fumes than when I’m
walking or cycling down
a street full of traffic
in London.”
— Tim Johns, for BBC News, regarding
an experiment he tried for
a BBC Radio 2 show
“Diesel has suffered harm, and I think it’s

Question of the Moment: unfortunate. There’s nothing wrong with
Will Volkswagen be forced to
build electric vehicles to balance diesel. There is something wrong with
out the emissions issues
from the TDI scandal?
anybody that effectively abuses the rules.”
—FCA head Sergio Marchionne, regarding the VW scandal, according to Automotive News

Power Bits
DIESEL BITS
The Monroe brand is
now 100 years old.
Toyo Tires is the Official Tire
of the Anaheim Ducks. Ditto
that title for the Tough Mudder
obstacle-course competition.
Champion Oil
is celebrating
60 years.
Maserati’s new vehicle called
Levante is not only an SUV—
it’s an SUV with a diesel
(as well as gas) powerplant.
According to the Irish Examiner:

In 2015, 70 percent of cars sold
in Ireland were diesel powered.
Daimler Trucks made a $375-million

investment in order to produce the
new DD5 and DD8 medium-duty
engines at the Detroit brand’s
headquarters and manufacturing
plant in Redford, Michigan.
Parts Bin Words by BRETT T. EVANS
LIGHTWEIGHT
HEAVYWEIGHT
ALCOA IS ONE of the biggest names in commercial
wheels, and its market is expanding into light- and
medium-duty vehicles. Its all-new M-Series forged-
aluminum wheel brings Class 7 and 8 strength down a few size
classes, with fitments offered for the Ram ProMaster, Mercedes-
Benz Sprinter, and Ford Transit vans, as well as General Motors’
3500 and 4500 chassis. Weighing in at around 20 pounds each,
the wheel sets will provide owners with improved performance, fuel
economy, and ride, with all the strength Alcoa is known for. Fun fact:
They’re also infinitely recyclable.
Alcoa Wheels
(800) 242-9898 • alcoa.com
Q IS FOR QUIET
Using a patented type of bearing, the Curt Q-Series
25,000-pound fih-wheel hitch has achieved the ideal com-
bination of quiet towing and weight capacity, according to th he
company. The spherical axial bearing allows the hitch head to tiltl in
virtually any direction with the kingpin, helping smooth the rid
de
while hauling hay. The hitch’s jaws also lock into the kingpin
with 360 degrees of contact, keeping the load secure. With
a towing capacity that rivals some medium-duty trucks,
Curt’s Q25 will be able to handle almost anything a diesel-
pickup owner can throw at it.
CURT Manufacturing • 877-287-8634 • curtmfg.com
WALKING ON AIR
Replacing a former air suspension kit for the ’03-to-present Ram 3500, Hellwig Products’ new air suspension for the truck has
extra clearance, a cleaner fit, and beer performance, making towing and hauling a breeze. The largest airbags on the market
provide a smooth, luxurious ride, and all of Hellwig’s sway bars are designed to work in tandem with the air suspension, mak-
ing for even beer towing performance. Quick, bolt-on installation and a lifetime warranty for all steel parts should ease the
minds of those concerned with upfront and maintenance costs.
Hellwig Products
(800) 435-5944
hellwigproducts.com

For Work or Play.
Summit Racing Equipment is the source for parts, tools,
and accessories for everything diesel, and more.
Plus, you’ll get unbeatable service, expert tech advice,
24/7 ordering, and fast shipping.
Millions of Parts. One Source. SummitRacing.com
Cummins Premium Winch Brake Caliper Cheetah

Billet Electric Water Pumps Full Guard Bumpers Service Kit Holset VGT Turbocharger
Keyword: SUM Billet Electric Water Keyword: FFI Winch Full Guard Keyword: SXT Caliper Tool Kit Keyword: FLE VGT
SUM-314355 $279.97 each as low as $2,749.99 each SXT-3930 $62.97 kit FLE-FPE-351-0712 $2,247.50 each
Jammer All Terrain Automatic Transmission Q24 5th Wheel

Cold Air Intake Kits Sport Tires Towing Valve Bodies Trailer Hitches
Keyword: EGE Jammer Keyword: PCT All Sport Keyword: APF Towing Bodies Keyword: CHT Q24
as low as $369.95 kit as low as $175.99 each as low as $641.25 each as low as $624.97 each
Six-Gun Diesel Tuner Genesis Roll-Up Titanium Series

Intercoolers and iQ Monitor Kits Soft Tonneau Covers Fuel Air Separation Systems
Keyword: MIO Intercoolers Diesel Keyword: GBE Six-Gun Monitors Keyword: LND Genesis Roll Up Keyword: FSY Titanium Separation
as low as $1,183.50 each as low as $1,130.94 kit as low as $278.97 each as low as $569.05 kit
UNBEATABLE SERVICE, TECH ADVICE, SATISFACTION, AND SELECTION.
Call by 10 pm EST: In-Stock Parts Shipped That Day!

1.800.230.3030 • Tech: 1.330.630.3030 • Int’l: 1.330.630.0230
SCode: 1607DP • Prices subject to change without notice. Please check SummitRacing.com for current pricing. Typographical,
description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with FIND IT AT
similar laws/regulations. Please check your state and/or local laws/regulations. © 2016 AUTOSALES, INC.
Parts Bin
HAMBURGER HELPER
Remote-mounting a new oil filter
fi for
f easier access is ma ade simpler with Hamburger’s
Performance Products Billet Oil Filter Bypass
y Adapter. A
Available for a variety of Ford and
Dodge/Ram
D diesels, the spin-on filter adapter makes itt easier to relocate a filter for easier
maintenance
m or add a dual-filter
fi setup for
f beer enginne protection. Machined from air-
cra
c aluminum and anodized for wear resistance, the e cool-looking bypass adapters are
engraved
e with flow indicators for easier installation. O
O-rings are included in the kit, and
the
t parts are made in th he U.S. and covered by a limited
lifetime
f warranty.
y
Hamburgerr’s
Performan
f nce Products
((562)
62) 921
921-0404
hamburg
h gersperformance.com
CLEANING SERVICE
Sluggish performance and rough running could be a sign
of many different engine problems, including dirty injector
seats. Thanks to IPA Tools’ Professional Diesel Injector Seat
Cleaning Kit, the do-it-yourselfer and professional alike have
a convenient assortment of specialty tools to make cleaning
EASY AS PIE
Draining a radiator can be a messy job, but flushing a Ford 6.0L Power
injector seats easier. A variety of helix brushes, two-stage Stroke’s cooling system is made easier with EZ Oil Drain’s new Quick
brushes, and industrial-grade swabs each have a purpose, Coolant Valve. The valve is installed in place of the coolant drain
removing rust, carbon buildup, and other debris from bores, plug, and a simple quarter-turn on the valve handle opens it for easy,
seats, and cups without damage, and ¼-inch drivers and ex- mess-free flushing. The valve can also be fit with a hose connection,
tensions enable the use of a low-speed drill for even faster, making collecting the used coolant easier. It’s a low-cost solution to a
more thorough cleaning. common annoyance.
IPA Tools EZ Oil Drain
(845) 679-4500 • ipatools.com (425) 999-1200 • ezoildrain.com

SPECIAL
TREATMENT Diesel performance starts
with diesel fuel. But occa-
sionally, finding quality fuel
is a challenge. By raising
the cetane number,
preventing gelling, and
stopping corrosion,
Merchant Automotive’s
Diesel Fuel Treatment
can alleviate many of the
woes that come along
with low-quality fuel. The
additive also stabilizes
diesel to extend shelf life,
and one 16-ounce bole
treats up to 50 gallons.
Merchant
Automotive
(866) 399-7169
merchant-automotive.com
NEW MEMBER
OF THE PACK
E-rated and ready for duty in many different
types of terra firma, Pit Bull Tires’ PBX A/T
Hardcore is the company’s newest entry in
the popular all-terrain LT market. Available
in four 35-inch sizes for wheels between
17 and 22 inches, the PBX is optimized for
on-road comfort and off-road traction,
and the company says the tire is good for
a variety of conditions. With a standard
3-Peak Mountain Snowflake rating, the PBX
is also capable in cold, wintry conditions.
“Sidewall Tire Taoos” bring some custom
flair to the rolling stock as well.
Pit Bull Tires
(800) 645-2006 • pitbulltires.com
Parts Bin
GET FLEECE’D
By integrating a high-pressure flow regulator, Fleece Performance’s
Regulated Return Fuel Distribution Block for 6.7L Cummins I-6
engines provides consistent fuel pressure at the CP3 fuel
pump. Designed for easy upgrading to support full-
competition engines, Fleece’s kit allows owners
to easily remove their factory fuel pressure
relief valve hard line, making space for high-flow
intake manifolds and cold-air systems that are
common to performance engines. Two feed-
line ports allow the performance-
minded to use dual li pumps
for even more constant
fuel pressure.
Fleece
Performance
Engineering
(317) 286-3573
fleeceperformance.com
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The OPTIMA logo, OPTIMA Batteries, The Ultimate Power Source, Spiralcell Technology, REDTOP, YELLOWTOP, BLUETOP and The Six-Pack Battery Design are trademarks of Johnson Controls, Inc. ©2016
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Blow-OFF
TREVOR REED
treed@enthusiastnetwork.com
The Audi SQ7 TDI

Needs to Come to the U.S.
IT’S NO SECRET that the parent
company of Audi, Volkswagen AG,
has experienced some “problems”
with diesel vehicles lately. Since I don’t work
for the Environmental Protection Agency
or the California Air Resources Board, I’m
free to imagine a world where the all-new
generation of Audi Q7 will be sent to the U.S.
with a diesel engine under the hood. I can
also dream that the high-output SQ7 TDI will
arrive with its triple-turbocharged 4.0L V-8
diesel engine and start a diesel SUV torque
war in North America.
TRIPLE-TURBO POWER
That’s right! In Europe, Audi is building
PHOTO COURTESY OF AUDI

a sporty “S” version of the new Q7 with a
The ’17 Audi SQ7 TDI packs a massive amount of diesel grunt into a relatively lightweight
package. This allows the seven-seat SUV to return almost 32 mpg while scooting from
0 to 60 mph in less than 4.8 seconds!
31-PLUS MPG?! the 2.0L I-4 and 3.0L V-6 diesel engines. That
If that isn’t enough to get allows me to hope this oil-burning, high-tech,
your attention—how about hot rod, family-hauling SUV will someday be
an estimated 31.8 mpg to go available on the used market in the U.S. I still
along with the performance? can’t figure out how to afford a first-generation
The nearly all-aluminum VW Touareg with its 5.0L V-10 diesel engine
fullsize SUV weighs in at (and believe me, I’ve been checking Craigslist),
around 5,000 pounds, but that but the more high-output used diesel vehicles
heft includes an eight-speed for sale, the better!
automatic transmission, Trevor Reed
independent active »
stabilizers for the front and
The engine under the hood of the SQ7 TDI is unlike anything ever sold in the U.S. rear suspension, all-wheel
It uses a 48-volt electric turbocharger that starts spinning in just 250 milliseconds steering, and seating for seven
and rotates the compressor up to 70,000 rpm. This quick-acting, low-pressure people. There’s also tons
turbo mounted on the cold side of the engine combines its output with two
sequential exhaust-driven turbochargers. With all three units working together,
of tech and safety features,
the 4.0L V-8 diesel engine produces a massive 435 hp and 664 lb- of torque. along with computerized
“assistants” that will do
diesel engine that creates 435 hp and 664 everything from use cameras to recognize
lb-ft of torque that starts peaking at just 1,000 street signs to park the SQ7 TDI for you.
rpm. It’s accomplished with the world’s first
production electric turbocharger (yep, it’s WILL THE SQ7 TDI
powered by 48 volts of electricity and has EVER COME TO THE U.S.?
Along with a luxurious interior, the SQ7 TDI is packed with
a response time of only 250 milliseconds) Umm, I don’t know what to tell you. The tons of technology, including camera-based traffic sign
along with two conventional exhaust-driven 4.0L V-8 powerplant used in this luxury SUV recognition, Audi Pre-Sense Collision Avoidance, Night
sequential turbos. isn’t involved in the scandal surrounding Vision Assistant, and Surround View cameras.

Readers’ Diesels Words by TREVOR REED + Photos COURTESY OF THE READERS
TEAM DIESEL
» YEAR/MAKE/MODEL: ’04 Ford F-350 » HOMETOWN: Plover, Wisconsin » MODIFICATIONS: Holset Super HX40 turbo-
» OWNER: Michael Gosh, Jr. » ENGINE: 6.6L Duramax V-8 charger, Big Honkin’ Air Filter (BHAF), modi-
» HOMETOWN: Amherst, Wisconsin » TRANSMISSION: Allison 1000 six-speed fied injection pump, timing advanced 24
» ENGINE: 6.0L Power Stroke V-8 automatic degrees, 3,200-rpm governor spring, Denny
» TRANSMISSION: 5R110 TorqShift five-speed » ODOMETER: 36,000 miles T Performance Stage 2 fuel pin, Oregon High
automatic » FUEL ECONOMY: 18 mpg Performance transmission rebuild, 4-inch
» ODOMETER: 128,000 miles » MODIFICATIONS: Firestone air springs, back downpipe, 4-inch exhaust, and 5-inch miter-
» FUEL ECONOMY: 16 mpg rack, and B&W Turnover ball hitch cut stack
» MODIFICATIONS: SCT programmer, ARP head » OWNER SAYS: “This is my work truck, and it’s » OWNER SAYS: “I’m the second owner of this
studs, transmission upgrades, AFE Stage 2 used to pull equipment along with making truck. It’s used for towing, sled pulling, and as
cold-air intake, and custom 4-inch exhaust service calls for farmers in and around my daily driver.”
with 5-inch Silverline tip central Wisconsin.”
» OWNER SAYS: “This is my first diesel truck, » YEAR/MAKE/MODEL: ’14 Lenco Self-Propelled
and I bought it with 89,000 miles. I use it » YEAR/MAKE/MODEL: ’92 Dodge Ram 250 Potato Harvester
to pull our 30-foot fifth-wheel camper on » OWNER: Brayden Montgomery » OWNER: Big Iron Equipment
weekend trips and for occasional sled pulls.” » HOMETOWN: Amherst, Wisconsin » HOMETOWN: Plover, Wisconsin
» ENGINE: 5.9L Cummins I-6 » ENGINE: 15.0L Cummins QSX15 550 I-6
» YEAR/MAKE/MODEL: ’13 Chevrolet Silverado » TRANSMISSION: 46RH four-speed automatic » OWNER SAYS: “This Lenco harvester can dig
3500HD » ODOMETER: 182,000 miles up to 12 rows of potatoes at one time while
» OWNER: Big Iron Equipment » FUEL ECONOMY: 18 mpg separating the rocks from the crop.”
NOT DONE YET

» YEAR/MAKE/MODEL: ’07½ Chevrolet Silverado 2500HD
» OWNER: Kyle Harp » HOMETOWN: Shokan, New York
» ENGINE: 6.6L Duramax V-8
» TRANSMISSION: Allison 1000 six-speed automatic
» ODOMETER: 103,000 miles » FUEL ECONOMY: 16 mpg
» MODIFICATIONS: EFILive programmer with tuning by Motor Ops, AFE Stage 2 cold-
air intake and hot-side intercooler pipe, SunCoast Diesel Transmissions Stage 6
transmission build, Chevrolet Kodiak transmission pan, BD Diesel Performance
transmission cooler, Caterpillar fuel filter, torsion keys, add-a-leaf rear
suspension, Moto Metal 16-inch wheels, and 33x12.50xR16 tires
» OWNER SAYS: “This truck has been great! It’s a ton of fun to drive and definitely
turns heads. My Duramax-powered pickup still has a long way to go before
the build is done.”

Readers’ Diesels
FIRST-GEN
» YEAR/MAKE/MODEL: ’91½ Dodge Ram W250
» OWNER: David Gitsis
» HOMETOWN: Penfield, New York
» ENGINE: 5.9L Cummins I-6
» TRANSMISSION: Getrag five-speed manual
» ODOMETER: 180,000 miles
» FUEL ECONOMY: N/A
» MODIFICATIONS: 63mm turbocharger, 150hp
injectors, Bully Dog fuel pin, cold-air intake, and
4-inch exhaust
» OWNER SAYS: “I’ve always loved the ‘box body’ look
and picked up this truck in Tennessee. It’s pushing
52 psi from the turbocharger, and I can say I’ve
enjoyed every second we’ve spent together. I plan
on keeping it around for a good long time.”
MONTANA CHIC
» YEAR/MAKE/MODEL: ’02 Ford F-250 » MODIFICATIONS: Power Hungry Performance » OWNER SAYS: “I purchased this truck after
» OWNER: Justin Becker Hydra Chip, Edge Products CTS monitor, my ’06 Ford 6.0L was deemed totaled. Since
» HOMETOWN: Flemington, New Jersey Riffraff Diesel Performance Overboost Code then, this pickup has been my daily driver and
» ENGINE: 7.3L Power Stroke V-8 regulator and 6637 air filter kit, DirtyDiesels taken me cross-country from New Jersey to
» TRANSMISSION: 4R100 four-speed automatic 20-inch CREE LED bumper-mounted lightbar, Montana and back. It’s not a show truck, but
» ODOMETER: 159,000 miles MBRP Inc. 4-inch stainless steel exhaust to it’s reliable, and I couldn’t ask for much more!”
» FUEL ECONOMY: 15 to 19 mpg 6-inch black tip, and Bilstein 5100 shocks

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Readers’ Diesels
THE CHAMP
» YEAR/MAKE/MODEL: ’82 Mercedes-Benz 300SD
» OWNER: Alex Arellano
» HOMETOWN: Show Low, Arizona
» ENGINE: 3.0L OM603 I-5
» TRANSMISSION: 4G-Tronic four-speed automatic
» FUEL ECONOMY: 29 mpg
» MODIFICATIONS: None
» OWNER SAYS: “I love this car with its cast-iron block and
head. It’s 34 years old and runs like a champ.”
UNICORN
» YEAR/MAKE/MODEL: ’02 Dodge Ram 2500
» OWNER: Brent Yeomans » HOMETOWN: Brooks, Alberta, Canada
» ENGINE: 5.9L Cummins I-6 » TRANSMISSION: 47RE four-speed automatic
» ODOMETER: 200,000 miles » FUEL ECONOMY: 21 mpg
» MODIFICATIONS: BD Diesel Performance Super B Special turbocharger,
CFM Plus intake manifold, 110-pound valvesprings, ARP 425 head studs,
180hp P7100 injection pump, #100 fuel plate, 4,000-rpm governor spring
kit, Dynomite Diesel Products 150hp injectors, laser-cut delivery valves,
BD Diesel Performance AFC spring kit, 0.093-inch fuel lines, AirDog 150-
gph lift pump, and BD Diesel Performance three-piece exhaust manifold
» OWNER SAYS: “I’ve owned this truck for five years. I bought it as a bone-
stock pickup when I was 19 years old, and I’ve been upgrading it ever
since. It’s my weekend warrior.”
MY FAVORITE TOY HAULER SEND

» YEAR/MAKE/MODEL: ’00 Ford F-350
»
»
»
OWNER: Carl Minotti
HOMETOWN: Vernon, New Jersey IN YOUR
»
ENGINE: 7.3L Power Stroke V-8
TRANSMISSION: 4R100 four-speed
automatic
PHOTOS!
Want to see your ride in the
pages of Diesel Power and on
» FUEL ECONOMY: 12 to 18 mpg
trucktrend.com? All you have to
» MODIFICATIONS: TS Performance six-
do is take a high-resolution photo
position chip, AFE Stage 2 cold-air
from your phone or camera
intake, Garrett GTP38R turbocharger,
(no screencaps or Instagram
TransGo shift kit, dual transmission
pics, please) and email it to
coolers, heavy-duty rear driveshaft,
dieselpowerrides@enthusiastnetwork.com
Mag-Hytec rear differential cover,
with the following details about
Riffraff Diesel Performance inter-
your pride and joy:
cooler boots and clamps, Auto Meter
gauges, front suspension leveling PROJECT NAME
kit, rear air suspension with built-in
» YEAR/MAKE/MODEL:
compressor and air gauges, EBC
» OWNER:
Stage 5 brake rotor kit, Titan 52-
» HOMETOWN:
gallon fuel tank, RunCool hood louvers, American engine has been problem-free. With my engine
» ENGINE:
Racing 20-inch wheels, 305/55R20 Falken Wild modifications, the truck pulls my loaded
» TRANSMISSION:
Peak A/T tires, KYB MonoMax shocks, custom 14,000-pound fifth-wheel toy hauler with no
» ODOMETER:
TIG-welded 316l stainless steel exhaust system issues. I love the extra power and the sound of
» FUEL ECONOMY:
and grille, and Recon LED lights the Garrett GTP38R ball-bearing turbocharger.
» MODIFICATIONS:
» OWNER SAYS: “I bought this truck when it was More modifications are planned to come as I
» OWNER SAYS:
new. It has no rust, and the 7.3L Power Stroke keep reading Diesel Power.”

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PREMIUM STYLE. LASTING PERFORMANCE
ACCESSORIZE YOURS AT LUNDTRUCK.COM
Torque
Navistar MaxxForce
DT466E
UPDATE ON AN ENDURING I-6
DIESEL IN ITS CURRENT AND
MOST POWERFUL FORM
NAVISTAR’S MAXXFORCE DT466E is the latest tractors, and other industrial applications. Vehicles like the e
generation of one of the most enduring designs International CXT, International 4300 and 4400 mode e tru
el r ck
cks,
s,
s,
in modern diesel engine history. While its basic as well as school buses like the IC Corporation FE 30 00,, re
00 y on
rely
ly
architecture has remained virtually the same for more than 40 these engines to haul everything from water to school ki kids
d .
ds
years, internal components and systems have all advanced with An interesting fact is that these engines are assem mble
mb l d in
le in an
the times. The 7.6L (466ci) inline-six engine’s current and most Illinois plant originally built by Buick for the productio
on of
of radia
addia
iall
powerful variant makes 860 lb- of torque at 1,300 rpm and 300 airplane engines that were used to power B-24 Libera ator
to
or bo
b mb b--
mb-
hp at 2,200 rpm. This is all from an engine that debuted in the ers during WWII.
nose of a farm tractor and took years to actually find its way into
a road-going application. It’s prey amazing stuff.
Founded on a cast-iron block with removable wet sleeves and
using aluminum pistons with a 16.4:1 compression ratio, the pri-
mary focus and calling card for this engine is its durability. Fuel-
ing is accomplished via Navistar’s G2 system: a high-pressure,
common-rail setup that features electro-hydraulic injectors.
The engine uses two conventional turbochargers in a
sequential arrangement and an air-to-water intercooler that
manages air temperature going into its four-valve, iron cylinder
head. Replaceable cylinder liners add to the serviceability of
the engine, which can be rebuilt while the block remains in the
chassis of a truck. With a B50 (a diesel’s expected life before
overhaul) rating of 550,000 miles, it is easy to see why fleet
managers like this engine for short-haul applications.
International has produced more than 2 million MaxxForce DTs
since it debuted as the powerplant for the International Harvester
The wildest example of a vehicle built with a member of this engine family belongs
4166 farm tractor in 1971. The engine was first used for truck to Hypermax Engineering. Making an estimated 3,000 hp, the dragster’s triple-
applications in 1975. Many still refer to it as simply the “DT466,” turbocharged DT466 has propelled the rail to quarter-mile elapsed times in the
although four different iterations of the 6-second zone and speeds more than 200 mph in the same distance.
engine have been produced:
• 1971-1993: SPECIFICATIONS
Mechanical fuel-injected DT466 » DISPLACEMENT: 7.6L (466ci) » TORQUE: 860 lb-ft at 1,300 rpm
m
• 1994-2003: » ENGINE LAYOUT: I-6 » AFTERCOOLING: Air-to-water in
ntercoolerr
HEUI electronic fuel-injected DT466E » VALVETRAIN: DOHC » LENGTH: 3 feet, 9 inches
• 2004-present: » BORE X STROKE: 4.59 x 4.68 inches (117 x 119 mm) » WIDTH: 3 feet, 6 inches
G2 fuel-injected DT466E » HEAD MATERIAL: Cast iron » HEIGHT: 3 feet, 11 inches
From 2006 until now, a U.S. emis- » BLOCK MATERIAL: Cast iron » WEIGHT: 1,425 pounds
sions-compliant MaxxForce DT466E » POWER: 300 hp at 2,200 rpm » LUBRICATION CAPACITY: 30 qua
arts
engine has been powering trucks,
50 DIESELPOWER • JULY 2016 WWW.D IESELPOWERMAG.COM

S O G COM
Words by BRIAN LOHNES + Photos Courtesy of THE MANUFACTURER AND DIESEL POWER ARCHIVE
While the technology has advanced

to keep its performance and cleanliness
current, the basic architecture for
Navistar’s MaxxForce DT has remained
the same since 1971. The most modern
version of this iconic engine is the
MaxxForce DT466E. Making 300 hp at 2,200 rpm T SOURCE
THE
and 860 lb- of torque at 1,300 rpm, the engines
have long been a favorite of medium-duty fleet Navistar
a sa
operators and short-haul truckers. n i
navistar.com
m
S O G CO JULY
U 2016
0 6 • DIESELPOWER
L R 51
RANGE ROVER AND RANGE ROVER SPORT
NOW AVAILABLE IN THE U.S. WITH
254HP/440-LB-FT TD6 DIESEL ENGINE

2016 LAND ROVER
Words by SUE MEAD + Photos COURTESY OF RANGE ROVER
RANGE ROVER DIESEL

WE’RE BIG FANS of Land Rover’s two Range Rover
models. After all, the duo is easy to love for their
iconic, out-of-Africa exterior looks, sumptuous
interiors, great on-road manners, and the genetics that
endow them with some of the world’s top four-wheel-drive
capability. And now comes diesel! So, what does that mean?
Low-end torque? Higher towing capability? Better fuel
economy overall, with a diesel cost savings at the pump? All
of the above. Since its debut in 1970, the four-wheel-drive
Range Rover fullsize sport utility vehicle has been lauded for
its luxurious trappings, as well as its extreme off-road capa-
bilities. Additionally, the highly awarded model has been the
launchpad for numerous class-leading and world-first tech-
nologies. It was joined by the midsize Range Rover Sport in
2005, a shorter stablemate skewed toward more sports-mind-
ed, on-road motoring, and an SVR edition came to market in
2015 with even more boosted performance and a top speed of
162 mph. Both models have bespoke, special-edition versions.
Now in its fourth generation, Range Rover adds Land Rover’s
Td6 to its powertrain options, with the promise of exceptional
quietness, as well as improved efficiency and performance
(the Sport is a second-generation model). Land Rover says this
six-cylinder engine has nearly as much torque as a gasoline
V-8 and both models will boast a 32 percent improvement
in economy over their gasoline-powered, supercharged V-6
equivalents. EPA-estimated economy figures come in at 22
mpg city, 29 mpg highway, and 25 mpg combined, with an
expected cost savings of some $450 to $800 over V-8 versions,
depending on usage. The diesel engine comes at a premium of
only $1,500. The British marque has also updated the ’16 mod-
els with new all-terrain technologies, a hands-free opening of
the rear liftgate, plus updated user interfaces and new apps.
Land Rover says ’16 Land Rover Range Rover Diesel and ’16
Land Rover Range Rover Sport Diesel are the manufacturer’s
first-ever diesel offerings in North America and that the global
outlook predicts some 50 percent of all autos worldwide will
be diesel models upcoming, although the market in the U.S.
currently represents only 4.6 percent of sales. Since 2009,
however, there has been a growing uptick of diesel buyers.
The starting price for the entry-level Range Rover Sport Td6 is
$64,950 and $86,450 for the Range Rover Td6 (plus $995 desti-
nation/handling). The Range Rover models compete with the
Mercedes G350, Audi Q7, and Lexus LX 570, among others.
Outside and in, the refined Range Rover models remain
WWW.DIESELPOWERMAG.COM JULY 2016 • DIESELPOWER 55

2016 LAND ROVER RANGE ROVER DIESEL
FAST FACTS:
the same with uber-handsome looks, indulgent premium materials, VEHICLE TYPE: Midsize, fullsize/all-wheel-drive luxury utility vehicles
and abundant technology. The interior is sophisticated and modern, BASE PRICE: Rover Sport Td6, $64,950; Range Rover Td6, $86,450
incorporating distinctive Range Rover design, wrapping passengers in (not including $995 destination/handling)
sumptuous leather, lux-level wood, and satin chrome trims. New are In- DRIVETRAIN: 3.0L turbocharged V-6 diesel engine; eight-speed
Control apps that are available as a stand-alone option or packaged with electronically controlled automatic transmission
the Meridian upgrade stereo. The new hands-free tailgate opens with a HORSEPOWER: 254 hp
foot gesture swiped beneath the rear quarter panel. TORQUE: 440 lb-ft at 1,750 rpm
Motivating the new models is Land Rover’s 3.0L turbocharged 60-degree OVERALL LENGTH: Range Rover, 196.8 inches;
V-6 diesel that boasts 254 hp and 440 lb-ft of torque and is mated to an Range Rover Sport, 190.0 inches
eight-speed electronically controlled automatic transmission. Because FUEL CAPACITY: 23.5 gallons
peak torque arrives at 1,750 rpm (the gasoline V-6 produces 332 lb-ft at EPA MILEAGE RATING: 22/29/25
3,500 rpm), Land Rover says the diesel powertrain will be particularly
well-suited to towing heavy loads and off-roading, where reaching
maximum torque at a lower gear is beneficial. The maxi-
mum towing capacity is 7,716 pounds.
Our recent drive with the two models took place in
Arizona. We left the bustling cityscape of Phoenix and
headed north to centrally located Verde Valley, motor-
ing in the ’16 Range Rover Sport along paved roads, with
a bead on the Schnebly Hill Road off-road track near
Sedona. Most notable from the start was the quietness
of the diesel powerplant, which gives a slight hint of its
diesel motivation only when blipping the right pedal or
using heavy throttle pressure. Land Rover attributes this
to its compacted-graphite-iron engine block that reduces
overall vibration, new isolating engine mounts, and an
acoustic-laminated windshield that cossets occupants
from outside noise. After we engaged the best off-road
settings for the varied terrain, the on-road sprinter settled
into an amiable amble across the picturesque dirt trail,
with hill descent control and rockcrawling mode manag-
ing our speed for smoothness and comfort when needed
for tougher patches of the trail.
On Day Two, we drove the larger and more rugged

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2016 LAND ROVER RANGE ROVER DIESEL
Range Rover both on the low speeds. Like the previous

road and on the more Terrain Response system,
rigorous “Greasy Spoon,” a each setting optimizes
rock- and boulder-littered driveability and traction by
four-wheel-drive track adapting the responses of
that allowed Land Rover to the engine, transmission,
showcase its newest off-road differentials, and chassis sys-
technology. Both models tems to match the demands
have high- and low-range of the terrain. Standard air
gearsets and ride on a full- suspension lifts or lowers
time intelligent all-wheel- the vehicle more than 4
drive with Terrain Response inches at the push of a but-
2 technology that allows drivers to select one of several modes ton. Other standard driving technologies include hill descent
to optimize performance on a variety of different surfaces. New control, dynamic stability control, electronic traction control,
for 2016 is the All Terrain Progress Control (ATPC) system that’s cornering brake control, electronic brake-force distribution, and
able to switch automatically between the five settings—General, emergency brake assist.
Grass/Gravel/Snow, Mud/Ruts, Sand, and Rock Crawl—to ensure Land Rover expects its new diesel engine will become a popu-
the vehicle is always in the optimum mode. It allows the driver lar choice for Range Rover buyers and predicts 15 to 20 percent
to set the speed via the cruise control buttons but only works at will pick the Td6 engine.

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ATSDIESEL.COM/DP
NOW AVAILABLE IN
ATS PULSEFLOW MANIFOLD FOR DURAMAX ATS PULSEFLOW MANIFOLDS

• Smoother, less restricted exhaust flow • For GM and Dodge
• Up-pipes feature a steel sleeved bellows section • Come with a 5 year warranty
• Increased reliability and performance • Increased reliability with no cracking or warping
• Optimized heat handling • Lowered exhaust gas temperatures (EGTs)
• Up-pipe kits available in Left, Right or full configuration PulseFlow Manifolds for Dodge and Duramax and our “Shorty” pedestals, are now • 26% Increase in exhaust flow
• Fits 2001-2004 Duramax available in our new Hot Shot Coatings, because everyone likes “Shiny Stuff!” • Lower drive pressure
AURORA PLUS 4K, 5K, OR 7K TURBO KIT SCORPION TURBO SYSTEM

• Available for Dodge and GM (call for application) • Fits 2011-14 Ford 6.7L
• Great low end response and torque • Perfect “Drop-In” Replacement system
• High powered top end performance • Choice of Aurora 3000 or 4000 turbochargers
• Lowered exhaust gas temperatures (EGTs) • Lowered exhaust gas temperatures (EGTs)
• Improved throttle response • Quicker spool times and increased horsepower
• Perfectly matched turbocharger balance • 5 Year 500,000 Mile Warranty
• Great for both towing and racing
• This kit installs with all the factory emissions left in tact
• 5 Year 500,000 Mile Warranty
ATS 68 RFE REBUILD KIT COPILOT TRANSMISSION CONTROLLER

Everything you need to rebuild you 68 RFE • Fits Dodge, GM & Ford
Pre-assembled drum or unassembled components • Control shift characteristics
• Proprietary, ATS designed accumulator plate • Control torque converter lock-up
• ATS Laser cut and bonded friction plates • Cooler transmission operating temperatures
• ATS CoPilot for ultimate converter control • More efficient power
ATS Diesel Performance sells replacement parts designed to improve a diesel engine’s efficiency and reliability. Some states, specifically California,
rules before you purchase and install an ATS product to make sure you are in compliance. ATS also designs and manufactures certain parts for
ON SOCIAL MEDIA

ATS T3 & T4 “SHORTY” PEDESTALS ATS TWIN FUELER KIT

• For Duramax • Fits Dodge and GM
• Easily upgrade your turbo • Better fuel atomization
• Keeps turbo in factory position • Increased throttle response
• For T3 and T4 frames • Faster Spool times
• Cast from high silica moly • Supports larger injections
• Won’t warp or crack • Supports racing and towing applications
• Precision machined • Wider RPM operating range
ATS 4R100 CONVERSION KITS

• Fits 2007.5-2012 Dodge 6.7L or 5.9L
• Precise clutch application ability
• Evenly spaced gear ratios for smooth operation
• Converter stall speed matched to factory stall settings
• Electronic line pressure and accumulator control
• Plug and Play wiring harness
• Transfer case gear head included
• Wide variety of mounting options
• Transmission build options from stock to 1,500+ HP
ATS DEEP PANS PROTECTOR FRONT DIFFERENTIAL COVER

• New for the 6R140 • Fits Ford and Dodge with Dana 60 front axles
• One inch magnetic drain plug • Increases fluid capacity
• Increased fluid capacity - Up to 5 quarts over stock • Optimal gear lubrication characteristics
• Increase fluid life • Easy, non removal servicing
• Lowered fluid temperatures • Cooler operational temperatures
have strict regulations applicable to parts that you may legally use on your diesel truck. Be sure to review applicable municipal, state, and federal
off-road and race use only. These parts are not intended for sale in any state, including California, where the items do not comply with local rules.
’60 Ford F-100, 3.3L Caterpillar 3044CT I-4
FRANKENFORD
Words by TREVOR REED + Photos by TODD CLONTZ/PIXEL FRAME PHOTOGRAPHY AND MATT TUCKER
A TRANSPLANTED CATERPILLAR 3044CT

DIESEL ENGINE BRINGS LIFE TO
A PATINA’D ’60 FORD F-100
PEOPLE TOLD MATT Tucker the ’60 Ford F-100 pickup you see here was
unsalvageable and shouldn’t even be considered a parts truck. With a clean title
in hand, he loaded the straight-framed “Effie” onto his flatbed trailer while ignoring
those who laughed at the purchase. Sure, the engine was junk, the cab floor was completely
gone, the interior was missing, and the bed was trashed, but Matt saw the pickup as a
challenge. Since he works as a farmer and runs a small diesel repair shop when he’s not in
the field, Matt figured he’d have some fun with spare parts that were lying around.

Ma Tucker says everyone laughed when he winched a worn-out,
third-generation ’60 Ford F-100 onto his flatbed trailer. Who’s
laughing now? Aer performing tons of work during his spare
time, Ma has built a mad creation featuring a modified Caterpillar
3044CT diesel engine. The powerplant makes an estimated 500
lb- of torque and is good for more than 30 mpg, and the pickup
surrounding it is definitely one-of-a-kind.

FRANKENFORD
Under the hood with its original “patina” finish sits a large 3.3L Caterpillar 3044CT inline-four
engine that was pulled from a burned-down Cat 297 skid steer. It’s been modified with fueling
upgrades, a ball bearing turbocharger by Precision Turbo & Engine, Mishimoto intercooler, and
FAST FACTS:
a custom high-flow intake manifold. YEAR/MAKE/MODEL: ’60 Ford F-100 drop blocks, drag link drop, custom
OWNER: Matt Tucker Atlas 3-inch drop leaf springs,
CATERPILLAR ENGINE SWAP HOMETOWN: Locust, North Carolina and Monroe OESpectrum struts in
The original gas engine was more of a doorstop than a powerplant, ENGINE: 3.3L Caterpillar 3044CT I-4 front; C-notched frame, axle-flip
but Matt didn’t want to go the conventional route of swapping in a FUEL: Direct injection, custom kit, Atlas leaf springs, and Monroe
Cummins 4BT. With a burned-out Caterpillar 297 skid steer at his Bosch VE/Zexel hybrid injection OESpectrum shocks in rear
disposal, he came up with a plan to install its four-cylinder 3044CT pump with custom Caterpillar-to- AXLES: Ford 9-inch, limited-slip
diesel engine into the F-100 with custom brackets. Rainy days pro- Cummins adapter, Holley 160-gph differential, and Motive Gear 3.00:1
vided plenty of shop time and led to the development of an engine lift pump, Wix filter, and recondi- axle ratio
package that produces tioned/overflowed injectors BODY: Original “patina” paint with
more than three times AIR: Precision Turbo & Engine 5130 clearcoat, custom steel expanded
the power of the stock ball bearing turbocharger with a metal bed floor, and custom lights
engine. A custom 39mm wastegate INTERIOR: Iron Ace Bomber hot-rod
adapter plate was used INTAKE: Custom log-style manifold seats, cabin reinforcement,
to upgrade the injec-
and a Mishimoto air-to-air inter- custom steel panels, and
tion pump to a Bosch
cooler expanded-metal floor
VE/Zexel hybrid unit
EXHAUST: Custom header with a FUEL ECONOMY: 30-plus mpg
capable of pushing
T3 flange, 3.5-inch downpipe, and FUN FACT: Matt says people
much more fuel to
a 4-inch stack laughed when this truck was
reconditioned and
overflowed injectors. TRANSMISSION: Muncie three- pulled onto his flatbed trailer.
An abundance of additional air is compressed by a Precision Turbo speed manual, upgraded clutch, They thought it wasn’t even
& Engine 5130 ball bearing turbocharger with a 39mm wastegate. The and a Hurst Indy shifter worthy of being a parts truck.
turbine spins with the help of custom exhaust headers connected to HORSEPOWER: 250 hp (estimate) With plenty of spare parts around
a T3 flange. The intake charge is fed through a large air-to-air Mishi- TORQUE: 500 lb-ft (estimate) his diesel repair shop, Matt was
moto intercooler that’s plumbed into a custom-fabricated, log-style WHEELS: 18x8 Detroit Steel able to construct the Franken-
manifold with individual intake runners for each cylinder. While a SUSPENSION: Nostalgia Sid’s Ford monster to his exact
factory-fresh 3044CT is rated for just 80 hp and around 250 lb-ft of 3-inch drop axle, 2-inch tie-rod specifications.
torque, the new setup is good for an estimated 250 hp and 500 lb-ft.

FRANKENFORD
MANUAL MPG
The industrial gearbox was ditched for
a Muncie three-speed manual transmis-
sion sourced from an ’80 Chevrolet C-10
wrecker pickup. Fitted with a Hurst Indy
shifter, it sends twist to tall 3.00 gears
in the rear, which allows the truck to
get more than 30 mpg. The axle is a Ford
9-inch unit equipped with a limited-
slip differential and brakes with all-new
components. Figuring the truck couldn’t go to waste since it has a good title, Ma overlooked the junk engine, deteriorated cab floor, missing
interior, mangled bed, and detached frame. With plenty of extra parts around his farm and diesel repair shop, he knew it would
be tough (but lots of fun) to transform this truck into a creature that turns heads whenever it’s seen roaming the streets.
SLAMMED STANCE
For a proper cruising posture, the front
suspension employs a 3-inch drop axle by
Nostalgia Sid’s that’s supported by Atlas
leaf springs and Monroe OESpectrum
struts. The steering is matched to the ride
height using 2-inch tie-rod drop blocks
along with a drag link drop bar. The
rear suspension also uses Atlas springs
alongside Monroe shocks, and the rear
framerails are C-notched to give the live
axle room to travel. Everything rides on
18x8 Detroit Steel wheels.
The original engine was trashed, so a Caterpillar 3044CT was transplanted from a hobbled Cat 297 machine. The suspension
features a 3-inch drop axle by Nostalgia Sid’s in front and C-notches in the rear frame to level the ride while giving the
Ford 9-inch axle room to move. Leaf springs by Atlas provide a 3-inch drop all around and are supported with Monroe
OESpectrum struts in front and shocks in the rear.
It’s not oen you’ll find a header on an I-4 turbodiesel,

but that’s what Ma constructed for the Cat engine
One of the reasons the Cat engine puts out more than three times the stock power is the addition of a hybrid Cummins VE/ using a T3 flange and some hot-rod ingenuity. A log-
Zexel injection pump using a custom adapter plate. The original injectors were reconditioned and overflowed, and fuel is style intake manifold was fabricated with individual
supplied to the system from a Holley 160-gph li pump. runners for each cylinder.
A Muncie three-speed manual transmission sends power to 3.00 gears in the Ford Since the original floor of the cab was a lost cause, Ma got creative with an expanded-metal
9-inch rear axle. The gearing allows the pickup to achieve more than 30 mpg. structure of his own design.

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FLOORED
Since the truck had no original interior, a
battered cab, and a mangled bed, Matt went
rogue and rebuilt everything with custom
steel expanded metal panels. The back of
the cab is reinforced with riveted panels that
match the Iron Ace Bomber seats. The dash
cluster maintains the retro rat-rod theme with
a brushed and spot-welded frame surrounding
gauges from a Kenworth truck, controlled by
wiring from Painless Performance.
Iron Ace Bomber Hot Rod seats match the

reinforcement panels in the back of the cabin.
The interior features the original steering wheel,
an ammo box as the center console, and a
Molson Golden beer tap atop the extended
Hurst Indy Shier.
The floor of the bed was unsalvageable, so it was cut out and
replaced with expanded metal to match the cabin. Also, an
Anheuser-Busch beer keg was repurposed as a diesel fuel cell
using brackets welded to the bed.
TOTALLY ORIGINAL
The term “patina” has quickly become part
of the auto enthusiast lexicon. It’s a way to
describe a natural finish that embraces the
years of wear, tear, and repair a vehicle has
earned during decades of service. The unique
original look of the F-100 was preserved with
a clearcoat applied in the same shop where
Matt performed all the work himself. He says
the truck is “a blast to drive” and the Franken-
A custom-built 3.5-inch downpipe leads from the
Ford gets lots of attention whenever he hits
turbine to a 4-inch exhaust stack in the bed of the road.
the pickup.
One big advantage to using a supposedly “clapped-out” truck for a project is the worn layers of paint. With some
work and a clearcoat, the history of the pickup can be preserved with the patina it’s earned during decades
of service.
A complete wiring setup by Painless Performance integrates

the engine swap with gauges from a Kenworth semitruck. The
original dash cluster was customized to fit the replacement
gauges along with a brushed finish and spot-welding for an
industrial look.

’13 GMC Sierra 3500HD Denali, 6.6L Duramax LML V-8
When Joey Lamport bought his ’13 GMC Sierra 3500HD

Denali, he was very happy and didn’t have any plans to
install upgrades. Then, one Christmas morning, his wife,
Kate, surprised him with performance parts for his 6.6L
Duramax LML–powered daily driver, which provided the
inspiration for him to start competing in sled pulls.

TRULY GIFTED
AWIFE
A WIFE SURPRISES
SURPR
RISES HER HUSBAND
HUSBBANDWITH
WITH BIG UPGRADES
FOR THE FAMILY’S ’13 GMC SIERRA 3500HD DENALI
Words by TREVOR REED + Photos by BRIAN HOLLINGSWORTH

TRULY GIFTED
The gi package included an Industrial Injection compound-turbocharger setup featuring a 75mm
BorgWarner S475 over the stock variable-geometry turbo and a 39mm wastegate. If that wasn’t enough,
Kate’s Christmas cheer also featured a Stage 2 water-methanol injection kit by Snow Performance. CNC
ported heads by Industrial Injection and ARP head studs help maximize the performance and reliability
of the late-model Denali.
WITH NO PLANS to modify his well-equipped ’13 GMC Sierra

3500HD Denali, Joey Lamport Jr. was shocked to wake up and
FAST FACTS:
see what his wife, Kate, got him for Christmas. Not only did she YEAR/MAKE/MODEL: ’13 GMC Performance LCT1000 Allison
surprise him with a compound-turbocharger system by Industrial Injection, Sierra 3500HD Denali six-speed automatic
there was also a Snow Performance Stage 2 water-methanol injection kit. OWNER: Joey Lamport Jr. POWER: 800 hp (estimate)
Since that wonderful day, Joey has been dedicated to transforming his Denali HOMETOWN: Helena, Montana TORQUE: 1,600 lb-ft (estimate)
into a family hauler that’s always ready to pull off the highway to compete at ODOMETER: 24,000 miles WHEELS: 17x7.5 GMC chromed
a sled pull event, with an estimated 800 hp and 1,600 lb-ft of torque on tap. ENGINE: 6.6L Duramax LML V-8 steel
PROGRAMMING: EFILive with TIRES: 235/80R17 Cooper
Just the Start tuning by Motor Ops Discoverer S/T
Inspired to turn his comfortable Denali into a project truck, Joey got in FUEL: Fleece Performance AXLE: ARB Air Locker in rear and
touch with the experts at Gomer’s U.S. Diesel Parts in Missoula, Montana. Engineering LML CP3 injection ATS Diesel Performance high-
After the gifted parts were installed, Kate saw how happy Joey was and pump conversion, ATS Diesel capacity differential cover
contacted the shop for even more upgrades. Now, the truck is packed with
Performance Twin Fueler dual SUSPENSION: Bilstein shocks
gobs of power along with beefy parts to back it up. This allows Joey to be
CP3 kit, Dynomite Diesel Prod- (front/rear) and Air Lift Load-
ucts 50hp injectors, AirDog II Lifter 5000 rear airbags
165-gph lift pump, and FASS FUN FACTS: Joey bought this
fuel sump truck with no intentions of
AIR: Industrial Injection LML making modifications. His wife
CNC-ported cylinder heads, surprised him on Christmas
Industrial Injection BorgWar- morning with a compound-
ner S475 turbocharger over turbo setup and a water-
stock VGT, S&B Filters air methanol injection kit (lucky!),
filter, BD Diesel Performance which started him on the path
intercooler boot kit, and Snow to even more upgrades. Joey
Performance Stage 2 water- says the truck is “no pavement
methanol injection princess” and is used for
EXHAUST: Pacific Performance everything from the “daddy
Engineering manifolds with up- work” of hauling four kids to
pipes and custom exhaust hunting and fishing trips to
TRANSMISSION: ATS Diesel sled pull competitions.

ONE LEGEND
MEETS ANOTHER
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TRULY GIFTED
confident his low-profile pickup will be reliable enough to cart

four kids around on a regular basis and drive home under its
own power after a full night of sled pulls.
The Heads, Turbos, and Injection Pumps

The current-generation 6.6L Duramax under the hood had
plenty of factory power for Joey—at least that’s what he thought.
The team at Gomer’s got busy upgrading the LML engine to take
full advantage of the extra air and water-methanol. The factory
A 39mm wastegate controls the combined output of the 75mm BorgWarner S475
and factory variable-geometry turbochargers for reliable performance. BD Diesel
Performance intercooler boots keep the charge contained.
cylinder heads were ditched for high-flow CNC-ported units

built by Industrial Injection, with unshrouded valves, new steel
guides, 95-pound valvesprings, and secured by ARP studs. The
compound-turbo kit features a large 75mm BorgWarner S475 unit
and a 39mm wastegate to complement the output of the factory
variable-geometry turbo. A high-flow air filter by S&B Filters
keeps the intake charge clean, and a boot kit by BD Diesel Perfor-
mance ensures the air makes it into the engine.
The factory CP4.2 injection pump was jettisoned for a Fleece
Performance Engineering CP3 conversion kit. Then, a second CP3
The team at Gomer’s U.S. Diesel Parts designed a fueling setup for the ’13 GMC dualie that pump was installed using a Twin Fueler package from ATS Diesel
guarantees its Duramax will never be starved for diesel. First, the system was upgraded Performance. Next, an AirDog II 165-gph lift pump and a FASS
with a Fleece Performance Engineering CP3 conversion kit that eliminates the problematic fuel sump were added to ensure the engine always has plenty of
factory CP4.2 injection pump. The new CP3 became part of a Twin Fueler dual CP3 system
diesel fuel available. These parts feed eight 50hp Duramax LML
by ATS Diesel Performance. A 165-gph AirDog II li pump feeds it with assistance from a
FASS fuel sump. All the fuel is routed to Dynomite Diesel Products 50hp LML injectors. injectors constructed by Dynomite Diesel Products.

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TRULY GIFTED
Programming, Transmission,
and Exhaust
An EFILive programmer controls the engine operations
with six-position tuning created by Motor Ops. Joey says
he rarely uses the top setting because there’s always plenty
of power on tap. An estimated 800 hp and 1,600 lb-ft of
torque is available and routed through a burly ATS Diesel
Performance LCT1000 Allison six-speed automatic trans-
mission. The rear axle is upgraded with an ARB Air Locker
locking differential along with a high-capacity cover.
Exhaust leaving the engine is sent to the turbos through
manifolds and up-pipes by Pacific Performance Engineer-
ing, then out the back of the truck with a custom setup.
“That Warm Fuzzy Feeling”

Joey says the horsepower and torque added to his ’13
GMC Denali gives him “that warm fuzzy feeling” when The ’13 GMC Sierra 3500HD Denali’s interior is basically stock, which helps maintain the rig’s overall
sleeper theme. Auto Meter Cobalt gauges mounted on the A-pillar offer a small hint that Joey’s
he pops the hood. The truck is packed with diesel power
dualie might be packing a punch under the hood.
and represents the support of his spouse while giving him
a feeling of accomplishment without being flashy—and A Fab Fours Premium front
that’s just his style. The pickup still rides on stock wheels bumper equipped with a
Warn winch protects the
and there are no stickers or badges to reveal the potential
front end of the Denali.
performance. Joey says he’s not out to impress anyone… It’s equipped with a Rigid
but it’s still fun to blow the doors off challengers who Industries LED lightbar for
think the truck is completely stock. off-road adventures.
The dualie’s bed is designed

for both work and play. It’s
equipped with a Reese fih-wheel
hitch, along with a storage system
for securing a cooler, hunting and
fishing equipment, and whatever
Joey needs for geing “daddy
work” done.

’06 Dodge Ram 2500, 5.9L Cummins I-6
Don Glasco’s ’06 Dodge Ram 2500 is a clean truck that is far
more powerful than stock, thanks to some carefully thought
out modifications. In a world of crew cab trucks, it’s great to
see a regular cab longbed being treated as well as Don’s.

ES
RIAN LOHN
Words by B SWO RTH
N HOLLING
Photos by BRIA
TORQU E
APPE AL T OF CU M NS
MIIN
HOW 1 8
,8
1, 9 6 LB
LB F
-F
N T CH A NG E D DO N GLAS CO’S
GRU NCE…
OUTLOOK ON PERFORMA
BIG TIME
TORQUE APPEAL
Powerful trucks have a

few things in common,
and one of them is a quality
turbocharger. Don went
with a BorgWarner billet S475
built by Fleece Performance
Engineering, which is fed by
a Steed Speed T4 exhaust
manifold. How potent is this
truck’s engine combination?
How does 1,080 hp and
1,896 lb- of torque sound?
OF ALL THE paths that can be taken on a

gearhead’s way to becoming a diesel enthusiast,
FAST FACTS:
we’re pretty sure making a move from riding a YEAR/MAKE/MODEL: ’06 Dodge Ram 2500 internals, manual valvebody, and torque
zippy little street bike to driving a Cummins-powered OWNER: Don Glasco converter lockup switch
Dodge Ram pickup is one of the least-taken routes. This HOMETOWN: Apache Junction, Arizona POWER: 1,080 hp
is why we’re glad Apache Junction, Arizona’s Don Glasco ODOMETER: 157,000 miles TORQUE: 1,896 lb-ft
not only likes the thought of owning a diesel truck—he’s ENGINE: 5.9L Cummins I-6, stock rotating TIRES: 305/50R20 Nitto NT420S
actually head over heels in love with the idea. assembly and cylinder head, Colt Cam- WHEELS: 20x10 Dropstars
Don has taken his truck—the ’06 Dodge Ram 2500 shafts Stage 4 camshaft, Hamilton Cams SUSPENSION: Hell Bent Steel 2.5-inch front
you see here—and systematically transformed it from Extreme Duty pushrods and 103-pound leveling kit, 2-inch rear drop shackles, and
valvesprings, and ARP 2000 head studs stock springs
PROGRAMMING: EFILive programmer AXLES: Stock
FUEL: Twin CP3 injection pumps (Industrial BODY: Laramie front bumper conver-
Injection 85-percent-over lower and sion, rear roll pan, and fourth-generation
Duramax LB7 upper), Fish Tuning tailgate
Advanced Dual CP3 controller, Fass INTERIOR: Stock with Edge Products CTS
150-gph lift pump and fuel filters, and S&S Insight monitor
Diesel Motorsports 250-percent-over FUEL ECONOMY: 16 city/21 highway
injectors with modified bodies FLUIDS: Shell Rotella 15W-40 engine oil
AIR: Billet BorgWarner S475 turbocharger FUN FACT: Don went from a street bike to
built by Fleece Performance Engineering, this diesel truck, and he’s loving every sec-
S&B air filter, Wilson Manifolds Thrasher ond of the big change. He says the truck is
intake manifold, and stock intercooler his most fun vehicle ever, and he can’t wait
EXHAUST: Steed Speed T4 manifold, to continue modifying it. Don gives special
4-inch downpipe into 5-inch tubing, and a thanks to Fleece Performance Engineer-
At the end of the day, every engine is only as good as the fuel system that 6-inch tip ing, Hardway Performance Solutions,
feeds it. The 5.9L Cummins in Don’s rig is outfied with a stout, dual-CP3
TRANSMISSION: 48RE four-speed auto- Fred Swanson, and Drew at D&J Precision
injection pump setup that uses an Industrial Injection 85-percent-over
lower pump and a Duramax LB7 upper pump to move fuel to S&S Diesel matic built by Fred Swanson with billet Machine in Cambridge, Ohio.
Motorsports 250-percent-over injectors.

TORQUE APPEAL
being a bone-stock cruiser to a high-powered rig that can hit the

dragstrip and still rack up the highway miles. So, exactly how
does one leave the world of motorcycles with engines that turn
five-digit rpm to enter the realm of tugboat-type torque and big-
bore performance? Well, in Don’s case, it was accidental.
“I had owned a Jeep for a while, and then I got rid of that for a
sport bike,” Don tells us. “After having the bike for some time, I
decided I wanted a truck. I had actually gone to the dealer to look at
another truck when I saw this one. I drove it and really liked it, so I
bought it.” While that appeared to be a happy beginning to the 2500’s
new lease on life, the honeymoon did not last too long. “I owned
the truck for a week and ran into some big transmission issues,” The Wilson Manifolds Thrasher intake elbow is an important piece of the engine. The factory
Don says. “I was planning on taking it back to the dealer, getting my elbow is not designed for performance and can limit airflow to the rear three cylinders. The
money back, and buying something else, but all of my friends con- bigger turbo and other engine modifications would be useless without this piece.
vinced me to keep the thing.” The truck was taken to noted transmis-
sion builder Fred Swanson, where the gearbox received the full billet
treatment and has been a sweet-shifting unit since then.
With the transmission now built to handle virtually every-
thing Don would likely ever throw at it, Don began modifying
the engine with more fueling, boost, free-flowing air (intake and
exhaust), and performance-oriented tuning. “The BorgWarner
billet S475 turbocharger built by Fleece Performance Engineer-
ing is my favorite modification,” Don says. “It’s a night-and-day
difference in performance. When I stepped up the injectors after
that, the truck really woke up.” That’s an understatement in our
book, because this machine has laid down 1,080 hp and 1,896
lb-ft of torque on the chassis dyno, and its 5.9L Cummins engine
shows no signs of letting up. “The truck will break the tires loose
almost whenever you want it to. It makes a lot of power, and I The 48RE four-speed automatic transmission—ironically one of the strongest parts on the
rig—nearly ended Don’s diesel truck experience before it started. The transmission acted
have surprised lots of non-diesel people with rides when I show up shortly aer Don bought the pickup, and he almost gave it back to the dealer. But, before
them how fast it is. The first time I got in it after the changes, it doing that, he took the ailing gearbox to transmission guru Fred Swanson, and the shiing
about took my breath away,” Don says. has been perfect ever since.
Performance impresses the people inside the truck, but

stance and appearance are the key aractions for the
people looking at it. Don went with a Hell Bent Steel 2.5-
inch leveling kit up front and 2-inch drop shackles in the
back to achieve the perfect stance for his rig.

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TORQUE APPEAL
While all the performance upgrades make the truck

extremely fun to drive and play with, there’s another impor-
tant element of this rig to consider: It’s Don’s daily driver
and he drives it a ton. And they aren’t all velvety-smooth
highway miles, either. With Don being an oil worker who
drives into and out of rigs surrounded by dirt, dust, silt,
muck, and mire on a daily basis, he really needs a truck
that’s capable of handling the yeoman’s task. Thanks to
the upgraded horsepower and torque, the Dodge Ram 2500
is very capable of getting the job done and can also cruise
down the highway knocking back 21 mpg. We’d like to see
someone try to do that with a gas-powered truck that has
similar traits. Between the horrid fuel economy and ragged-
edge racing parts, a gas burner would never match it.
Externally, Don has taken an understated approach with
the Dodge Ram. Up front, he changed the bumper to one While he certainly altered the truck’s engine
from a Laramie-model Ram, which is a popular upgrade and outward appearance, Don decided to
among owners. And back in the rear, he removed the bum- leave the stock interior intact, save for the
addition of an Edge Products CTS Insight The truck sits and rolls on 20x10 Dropstars
per, added a roll pan, and upgraded the tailgate to one from monitor. With those comfy-looking leather wheels wrapped in Nio NT420S high-
a fourth-generation truck. The changes are subtle, cosmetic seats, we can’t say we blame him. performance rubber.
mods that people who are really into pickups will notice
right away, yet they’ll be hidden in plain sight for folks who aren’t familiar
with the truck scene. Sometimes, those types of custom touches really do
work the best. The interior is stock as delivered by Dodge in 2006, with the
only notable addition being an Edge Products CTS Insight monitor to keep
tabs on the engine’s vitals while driving down the road or at the dragstrip.
The allure of diesel trucks got Don off of a sport bike—a vehicle that falls on
the opposite end of the performance spectrum. Motorcycles and oil-burning
pickups both have their merits and their fun factor. Ultimately, though, for Don,
this big blue Dodge Ram won out.
Like many diesel trucks, this rig serves as both a daily driver and a
weekend fun machine. Don tells us he has driven the truck some 30,000
miles in three years. With 157,000 miles on the odometer there is no doubt
this thing gets a workout.
With one trip to the local

dragstrip under his belt, Don
hopes to beer his personal best
e.t. of 7.60 seconds at 89 mph in
the eighth-mile. Using common
conversion tables, this means
the truck is capable of 11-second Don made some subtle styling upgrades at the rear of the truck. By adding a roll pan and
quarter-mile passes. That’s with no eliminating the bumper, he certainly created a cleaner look. The addition of the fourth-
traction bars or other aids—and that’s generation tailgate also modernizes the rig and maintains a seamless look.
really moving for a street truck!

FINDING A
Words by EDWARD A. SANCHEZ + Photos Courtesy of BANKS POWER, SNOW PERFORMANCE, DIESEL POWER EDITORS
BETTER WAY
DIESEL PERFORMANCE MARKET WANTS
MORE EFFICIENT APPROVAL PROCESS,
MOTORSPORTS EXEMPTION

FROM THE MODERN automotive industry’s early
days to now, there has been a delicate balance of
power between original equipment manufacturers
and government regulators regarding policies on vehicle
emissions. While OEMs integrate compliance with federal
standards into their corporate operations and accept it as
a cost of doing business, the onus of regulation often falls
much heavier on smaller companies with fewer resources
than multibillion-dollar corporations, such as the thou-
sands of aftermarket performance parts manufacturers.
In February 2016, the Specialty Equipment Market Asso-
ciation (SEMA) brought to attention the U.S. Environmental
Protection Agency’s (EPA) proposed change to the Clean Air
Act. SEMA saw the suggested amendment as a potential ex-
istential threat to the aftermarket performance industry, in
language included in “Greenhouse Gas Emissions and Fuel
Efficiency Standards for Medium and Heavy-Duty Engines
and Vehicles; Phase 2.” In a section of the document, the
key line that set off alarm bells throughout the industry is:
“If a motor vehicle is covered by a certificate of conformity
at any point, there is no exemption from the tampering and
defeat-device prohibitions that would allow for converting
the engine or vehicle for competition use.”
In layman’s terms, if you had a car or truck that at any
time was a registered, street-legal vehicle, it would remain
subject to on-road regulations—even if it was repurposed
for use solely as an off-highway competition vehicle.
While working hard to comply with applicable state
and federal regulations for on-road vehicles, the diesel
performance and racing market accounts for multimillion
dollars of sales. If the language proposed by the EPA were
to become codified, suddenly, potentially thousands of
vehicles at dragstrips, off-road trails, or dirt tracks would
be considered illegal.
Officially, the EPA claims the proposed amendment is
not a radical change from the status quo. “EPA proposed
this clarification in the Phase 2 Heavy-Duty GHG rule
because of a concern that other changes proposed in the
rule might create confusion regarding how the Clean Air
Act’s prohibition against tampering applies for vehicles
used in racing,” says Laura Allen, a spokesperson for the
THE SOURCE
Banks Power
(800) 601-8072 • bankspower.com
Hypertech
(901) 382-8888 • hypertech.com
Powerteq
(801) 476-3343 • powerteq.com
Snow Performance
(719) 633-3811 • snowperformance.net

FINDING A BETTER WAY
“Rolling coal” has become a common practice at diesel competition events but is increasing regulatory scrutiny of emissions compliance of modified diesel trucks driven on the street.
agency. “In particular, we were concerned that readers might cases for enforcement, the EPA has and will continue to consider
mistakenly believe that the Clean Air Act’s explicit exclusion of whether the tampered vehicle is used exclusively for competi-
vehicles ‘used solely for competition’ from EPA’s non-road regu- tion. The EPA remains primarily concerned with cases where the
lations (which is noted tangentially in the GHG rule) also applies tampered vehicle is used on public roads, and more specifically,
for certified motor vehicles. It does not. This is true for all motor with aftermarket manufacturers who sell devices that defeat
vehicles and motor-vehicle engines, including both light-duty emission-control systems on vehicles used on public roads.”
and heavy-duty.” Ironically, as much as “rolling coal” has become a rite of pas-
Despite most interpretations of the original Clean Air Act, sage among some diesel enthusiasts, the practice has had the un-
which infers a motorsports exemption, the EPA still claims au- fortunate side effect of increasing scrutiny on the diesel perfor-
thority over production-based modified vehicles used for motor- mance community. It’s not only the negative public perception,
sports, even if it rarely enforces the provision in that area. “This but more importantly and critically, attention from government
clarification does not affect EPA’s enforcement authority,” Laura regulators. Many companies in the diesel performance industry
says. “It is still illegal to tamper with or defeat the emission- contacted for this story declined to be quoted or included. Off the
control systems of motor vehicles. In the course of selecting record, some noted their contempt for government regulations
“ Despite most interpretations of the original Clean Air Act, which

infers a motorsports exemption, the EPA still claims authority over
production-based modified vehicles used for motorsports, even if
it rarely enforces the provision in that area.”
The California Air Resources Board (CARB) is the de facto agency for approving emissions-legal diesel performance products. Many makers of diesel performance parts have waited
more than a year for official approval, even aer exhaustive testing.
in general, while others simply did not respond. The fact is, Joe Komaromi, president of Pacific Performance and Engineer-
many performance parts manufacturers occupy an uneasy ing. “However, these actions have likely furthered their justifica-
position, selling upgrades intended for track and off-road use tion for enforcement.”
that find their way onto street-driven trucks, including those SEMA Vice President of Government Affairs Steve McDonald
that “roll coal.” concurs with Gale’s assessment of the potentially devastating im-
pact of the proposed regulations. “The proposal would make it il-
Buried Under Coal legal for an individual to convert his or her emissions-controlled
Gale Banks, one of the early pioneers in the diesel performance motor vehicle into a vehicle to be used solely for competition. It
aftermarket, says he believes the unintended consequence of would give the EPA the authority to enforce against aftermarket
diesel enthusiasts openly flouting emissions laws on public companies that sell parts for use on the converted vehicles and
roads is bringing the heavy hand of government down ever racers’ access to parts would be limited.”
harder on the industry. “They’re outlaws. Being outlaws is cool With the help from SEMA and a handful of enthusiast-friendly
to them. If you confine legislators, the U.S.
it to events, cool. Outlaw House of Representatives
is smoke. The EPA wants California Environmental Protection Agency has introduced bill H.R.
to shut it down, and 4715, the Recognizing the
how they’re doing it will
bring down the entire
Air Resources Board Protection of Motors-
ports Act (or RPM Act, for
industry. The smoke guys could bring down the entire automo- short). The act specifically excludes production vehicles modi-
tive aftermarket. The regulation isn’t just diesel, it’s all automo- fied and repurposed for off-highway use from the enforcement
tive. It will make it illegal to make a race car out of a street car. provisions of the Clean Air Act.
The diesel smoke guys are like the red flag in front of the bull, The potential impact of the changes could also affect compa-
and the bull is the EPA. It’s going after the flag with a vengeance. nies making emissions-compliant modifications. John Lambert,
They’re really pressing for it.” tuning manager at Hypertech, says provisions included in the
“The EPA and California Air Resources Board (CARB) were proposed regulations could outlaw modifications to a vehicle’s
already in action prior to the public displays of rolling coal,” says engine control module, which is at the core of the business. John

The first- and second-generation Banks Performance
Sidewinder race trucks were specifically engineered for
maximum performance with minimal smoke.
says the company has tried to act as a

responsible member of the aftermarket
community but is concerned the irre-
sponsible behavior of some may be giving
the entire industry a black eye. “Hypertech
has never, and will never, create tuning to
disable emissions equipment or turn a ve-
hicle into a gross polluter, but it’s possible
that our business will get caught up in the
backlash in some way.”
More Government—
Better for Industry?
In a somewhat ironic twist, several
companies that develop and sell emis-
sions-compliant performance upgrades
say that increasing funding for CARB
could make things easier for those in the
aftermarket. With the harmonization of
CARB and EPA standards to a large extent
in 2014, the California agency has become the new de facto clear- parent company of DiabloSport, Superchips, and Edge Products,
inghouse for emissions-friendly upgrades. Most companies that says the current testing and approval process for performance
have regular interactions with the agency say they have a positive parts is broken. He believes the company has submitted products
rapport and relationship, but that the agency is underfunded, that are known to be in full compliance but has sometimes
understaffed, saddled with too many layers of procedure and waited more than a year for final approval and issuance of an
regulation, and simply backlogged. E.O. (executive order) number. “Somewhere along the way, the
Jim McGinn, vice president of marketing at Powerteq, the process is flawed,” Jim says. However, he doesn’t put the blame

on the front line compliance testers, but rather with Cummins engine. Water-methanol injection
the regulatory burden they’re forced to comply reduced particulate matter emissions by
with, which has increased since the Volkswagen 50 percent and NOx emissions by 70
emissions scandal. “We’re in good standing with percent. Despite water-methanol’s
CARB. The guy we deal with is super-friendly, but clean reputation, Matt acknowl-
everything is under very high scrutiny. They want edges anything that impacts the
answers to specific questions now.” diesel performance market at large
Gale agrees that a more streamlined ap- could have a detrimental effect.
proval process will help alleviate “Anything that reduces the number
the backlog of products waiting of enthusiasts that buy aftermarket
for final approval, which is the performance products is bad for us.
situation many companies If our dealers, distributors, and
are currently facing. “CARB media outlets suffer, we suffer.”
is spending its money on at-
torneys and enforcement rather More Smoke ≠
than on staffing. We need more More Power
staff at CARB. If you’re going to Gale emphasizes that lots
make the regulation, make it so of smoke doesn’t equal lots of
that it can be complied with in a power, but rather lots of wasted
timely manner—at the speed of power. He says that until recently,
business. I’m big on emissions Gale Banks Engineering race trucks held
compliance. We develop these diesel speed and drag race records and did
products and they’re market- EPA testing has shown water-methanol injection on diesel engines it with minimal visible smoke. That’s
ready. We know they pass, but there is can dramatically reduce particulate and NOx emissions. because smoke is caused by excess
no current path to timely compliance fuel not being efficiently burned
in a businesslike manner.” due to low compression or insufficient air supply. “It’s possible
Although the broader perception may be that products that to run clean and set records. Guys blowing smoke didn’t break
increase engine performance also increase pollution, in some our records. Guys that did it our way broke records.” However,
cases, there has been documentation that aftermarket products his disdain for rolling coal goes beyond an engineering critique.
help diesel engines run cleaner. Matt Snow, president of Snow “Fundamentally, it’s bad engineering, but at the end of the day,
Performance, cites Department of Energy test results with a it’s threatening our entire industry,” he says. However, Gale
water-methanol injection system installed on an ISL 8.9L sees a change of mind taking place within the diesel enthusiast
community about what constitutes diesel performance. “Back
when we set the record with the Sidewinder [a Duramax-powered
Chevrolet S-10], we played up that it was smoke-free. The indus-
try excoriated me. Now you’ll see guys saying, ‘Look how cool, I
did it smoke-free.’”
Keepin’ It Clean
Many major changes in society, culture, and common practices
are often initially met with suspicion, hostility, and defiance
until an unequivocally “better way” is demonstrated. The official
regulation of the automotive industry has been in place for close
to half a century now. Those who grew up in Southern California
in the ’60s and ’70s know exactly how CARB came into being and
how much cleaner the air in the region is today compared with
decades past. Wanton rebellion against regulations may have a
cathartic effect for those who feel disenfranchised by modern so-
ciety and the trend toward collectivism, conformity, and submis-
sion, but when that behavior becomes a target for more intense
scrutiny, enforcement, and punishment, we all suffer.
The RPM Act may be the last chance to halt the onslaught of the
government against the enthusiast community for a genera-
tion. There is a place for “coal rolling” as a primal demonstration
of power and rebellion, but that place is on the track, on the
dragstrip, on the dyno, and at the stadium. As diesel enthusiasts,
if we want to see the long-term survival of our hobby and com-
munity outside the confines of competition, it’s imperative that
we be seen as responsible, fun-loving members of the enthusiast
community—not antisocial menaces.
To show your support for the RPM Act, visit: http://semasan.com/

issue_alert.asp?g=SEMAGA&issue=EPA&parent=SEMAGA

Diesel TECH
Installing a
Mag-Hytec
Transmission Pan,
Ford 40K-GVWR
Transmission
Cooler, and an
Edge Evolution
in an ’01 F-250
Super Duty
PURE COOL
Words by CHRIS FOX + Photos by CHRIS FOX
KEEPING TABS on your

transmission’s vitals has always
monitor the temperature.
We felt that a Mag-Hytec high-capacity
order of business was to find an upgraded
trans cooler, and we found a Ford Motor
been tough, because unlike your transmission pan, a Ford Motor Company Company unit ready to bolt right in at
engine, most trucks do not have a transmission 40K-GVWR transmission cooler, and an Edge PureDieselPower.com with a whopping 40K
fluid temp gauge, or even an idiot light. And Evolution programmer with monitoring capa- GVWR (up from the stock 28K). And since
if you are like us and use your rig for severe bilities would all be good choices to keep our it has a much larger cooling area than the
towing, those long steep grades can be a transmission much cooler and would allow us original piece, we thought this setup could
serious stress test on your transmission. to be able to keep an eye on it. do wonders to help reduce operating tem-
Recently, while towing a rockcrawler and Mag-Hytec has been making heavy-duty peratures. The FoMoCo upgraded cooler
carrying a Lance camper on a long trip, we differential covers and transmission pans is intended for the gas V-10 setup but is
realized our Ford Super Duty’s 4R100 had for many years and has applications for compatible with the 7.3L and came complete
slightly overheated aer noticing transmis- just about all of the popular late-model
sion fluid all over the rear axlehousing upon Ford, GM, and Dodge trucks. These finned THE SOURCE
reaching our destination. Luckily for us, it aircra aluminum pans are all made in the
only got hot enough to purge fluid out but USA; have a deep, high-capacity sump for Edge Products
not do permanent damage and cook the maximum cooling, a magnetic drain plug, (888) 360-EDGE (3343)
transmission. Before heading home, we 1
⁄8-inch NPT temperature sender port, and edgeproducts.com
added new transmission fluid to get the an O-ring-type seal; and come with all the
Mag-Hytec
level back up and prayed as we hit the next hardware needed to complete the easy, do-
(818) 786-8325
long hill that it would not start slipping— it-yourself install. You can even get a new
mag-hytec.com
thankfully it didn’t. To put all the stress and filter with it like we did.
anxiety to rest, and more importantly, keep With the added volume of transmission Pure Diesel Power
it from ever happening again, we looked for fluid to the system, you can expect your (715) 254-1833
help from a few different companies to keep temps to be noticeably cooler, which will puredieselpower.com
the transmission happy and also help us extend the life of your transmission. Our next

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Diesel TECH PURE COOL
with all hoses, protective looms, and clamps, the guys at Edge Products, we decided that but also our EGT, engine oil temp, and turbo
and aached in the stock cooler location. using their Evolution programmer as an all- boost psi.
Now we just needed to find a way to encompassing monitoring device would work While almost all the information is routed to
monitor the transmission temperature so we perfectly. If we did not already have a chip in- the gauge pod directly from the vehicle’s OBD
would know if the tough demands we put on stalled in our truck’s computer, we could also II port, Edge also includes an EGT probe that
the transmission were staying within its new use it to help with performance gains, but the installs in the exhaust manifold to complete
limits. We thought about an A-pillar gauge unit can easily be programmed in the future the monitoring capabilities. The pod looks
pod that might also include an EGT (exhaust if we choose. Now we were able to not only factory and mounts on the le side of the
gas temperature) gauge, but aer talking with monitor our transmission fluid temperature, dash for good visibility and can be set up to
1 3
4
2
The Mag-Hytec Ford 4R100/E40D transmission pan comes complete with

an aached O-ring seal, hardware, and Allen key wrenches, and can also be
ordered with a filter as shown.
Start by draining the oil the shorter front and rear Allen
This FMC 40K-GVWR transmission cooler from
PureDieselPower.com is ready for installation and came well
1. from the transmission, then
remove all the bolts and take off
bolts go per the instructions.
Remember to spread an even
packaged, but be careful when handling it aer you take it the stock pan. Ours came off fairly coat of transmission fluid on the
out of the box, as the fins are easily bent. clean, but high-mileage trucks Mag-Hytec pan O-ring to help
may require some extra scraping it seal before you set it in place.
of the old gasket surface. Start to install the hardware back
and forth on opposite sides and
This is a great time to tighten according to specs.
2. replace your old trans filter
with a new one and save the Just in case it sat untouched
hassle down the road. Not to men-
tion all the money for the added
4. for a while, and especially if
you live in a severe weather
volume of fluid it now takes— environment, we put a dab of
now’s the time! Notice the clean antiseize on the threads of the
surface ready for the new O-ring. magnetic drain plug to make sure
removal would be easy. This nice
Before installing the new magnetic plug will help trap worn
The Edge Evolution (PN 15001) for ’99 to’03 Ford 7.3Ls comes
complete with a dash mounting pod, EGT probe, cable and
thermocouple, OBD II connector cable, and 3M tape with hook and
3. pan, lay out all the hard-
ware to determine exactly where
gear material, promoting fluid
integrity.
loop for the pod brackets.

display four of the many different functions at a time. We recently had 7 8
a chance to test the Pure Cool installed parts in the fully loaded tow rig
and found our transmission fluid temps now ran between 170 and 180
degrees, normally ran about 180 to 183 degrees on the flats at cruising
speed, and 186 to 190 degrees on long, steep grades.
To help us with the install and keep the “Pure” theme going, we
headed over to see Rudd Miller at Pure Power Off-Road in Newbury
Park, California. Miller, a lifelong off-road gearhead, has been installing
performance and 4x4 products for more than 25 years. He also sells
a lot of these same products at his shop or on his website. So, follow
along as we show you how easy it was to install these upgraded trans-
mission cooling and monitoring parts and become Pure Cool!
5
9
Once the Mag-Hytec pan is installed, you notice just how

5. deep it looks compared to the OE Ford pan. Since a lot of
us are both show and go, we liked the nice looks of the A356-T6
aluminum that was powdercoated black, but the gearhead in us
6 appreciated the machined cooling fins.
After you drill the 21⁄64-inch (5⁄16-inch optional) hole through

6. the manifold wall, you can use a 1⁄8-inch NPT (national
pipe tap) (as shown) to cut the threads for the thermocouple
fitting. Using grease while drilling and tapping can significantly
reduce the amount of metal fragments going into the manifold.
Install the thermocouple fitting after cleaning up the manifold.

7. We used Teflon tape that will help form a good seal after
awhile. Remember not to tighten it too far, as it should be flush with
the inside of the manifold, or it will interfere with the exhaust flow.
Install the EGT probe into the fitting and tighten the top
8. nut just enough to keep it firmly mounted. Try to make
sure you route the cable up to and through the firewall with
minimal interference or bending.
Now bring the EGT plug end through the firewall and route it
9. without interference toward the Edge connector to the ODB II
port and plug it into the right side as shown. In order to start the OBD
II cable routing, leave the unit plugged into the port and route the
pod cable over to the far left, avoiding the parking brake mechanism.

10 13
14
11
12 15
Bring the cable up along the left side of the dash, and once The cable can now be plugged into the back of the Edge
10. you have the right amount, plug in the unit as shown. To
finish, pull out the door seal a bit, tuck in the cord, and replace the
13. Evolution and should easily push into the pod. The unit
can then be set to monitor your preferred vitals. We obviously
door seal. chose transmission fluid temps (TFT), engine oil temp (EOT),
turbo boost (BST psi), and exhaust gas temp (EGT).
Locate the spot where the Edge pod sits flush on all sides
11. and looks right on the dash. Start to mark all of the inner
brace locations with a marker per the instructions. 14. Remove the retainers that hold the rubber cover on top of
the radiator area. This will provide access from the top to
remove the old cooler and replace the new FMC transmission cooler.
After all locations are marked, take off the pod and
12. apply the tape brackets with hook and loop to the pod,
then take off the tape cover on the bottom and carefully attach 15. Disconnect both lines for the old trans cooler and plug
them to retain as much fluid as possible and keep spills
it back onto the dash as shown. The Velcro in the middle should to a minimum. We decided to completely remove both old hoses
allow you to remove the pod in the future and keep the same from the back, rather than trying to bring them out the front with
mounting location. the cooler.

16 19
20
17
21
18
Leaving the lines attached to the cooler, feed the lines

19. down through the stock route. Have someone pull them
through as you lower the cooler, and then attach them to
the hard lines.
Once the lines are disconnected, you can unbolt the
16. four stock trans cooler bracket bolts.
20. Now hook the new hoses up to the appropriate hard
lines—one hose should be longer than the other and not
Once the bolts are all out, simply pull it out from too hard to figure out. Don’t forget to secure the new loom
17. the top as shown. to the stock loom mounting point.
Finish by getting all four mounting bolts back in and then

18. Before we installed the new cooler we got from
PureDieselPower.com, we noticed how much taller the
40K-GVWR unit was compared to the stock 28K-GVWR unit.
21. tighten to secure the new transmission cooler. Since it’s a
Ford part, it should fit right into place without any hassle at all.

Diesel TECH
BREATHE IN,
BREATHE OUT
AFE Power’s New Cold-Air Intake, Diamond Eye’s DPF-Back
Dual Exhaust, and Hypertech’s Programmer Improve a 6.6L
Duramax LML’s Overall Performance and Fuel Economy
Words by BRUCE W. SMITH + Photos by BRUCE W. SMITH
IN THE FIRST installment of this interstate) while driving in the highest stage. with an aermarket cold-air intake system
two-part series (“White-Glove But there are a number of pickup owners and a DPF-back exhaust. And we’re doing
Treatment,” May ’16, page 111), we like Chet who want as much power and fuel this by adding an Advanced Flow Engineering
performed an experiment using Hypertech’s economy as possible from their diesels, without (AFE) Stage 2 CAI and swapping the factory
Max Energy 2.0 programmer on Chet Kokkeler’s compromising the truck’s smog-legal status single exhaust pipe with a dual-tube setup
’15 GMC Sierra 2500HD Denali that pulls (for licensing, warranty, resale, or lease obliga- from Diamond Eye Performance.
double-duty as both work truck and family tions). Deleting the diesel particulate filter is Hypertech’s chief engineer and soware
transporter. With the programmer set on Stage not an option, so we’re now focusing our aen- programmer, John Lambert, says they spent
3, our test need an additional 45 hp and 69 tion on helping the engine breathe beer.
lb- of torque from the truck’s otherwise-stock While the Hypertech Max Energy 2.0 pro- Hypertech’s Max Energy 2.0 programmer (above) can
be loaded with tunes already designed to work with
6.6L Duramax engine. We also saw an 8.5 grammer definitely brings more power to the AFE Power’s cold-air intake systems, so receiving P0101
percent jump in cruising fuel economy towing table, we want to take advantage of diagnostic trouble codes related to the changes in
(from 15.3 mpg to 16.6 mpg, at 70 mph on flat one of its built-in features: tuning compatibility airflow past the MAF sensors is very unlikely.

Diesel TECH BREATHE IN, BREATHE OUT
a lot of time on the dyno making sure cali-
brations are compatible with several popular
air intake kits, including those from AFE.
Minding Your MAF

Initially, one might think that installing
a free-flowing air intake system airflow
is a good thing. However, that’s not
necessarily the case. The big concern
with using aermarket CAIs on Dura-
max engines is that the factory mass air-
flow (MAF) sensors are extremely sensitive
to the most minute changes in airflow.
Any change in the way air flows across
the MAF sensors changes the engine’s
The cold-air intake setup we installed is AFE’s all-new Diesel Elite Stage 2 SI, which the company says flows 44 percent
fuel delivery parameters, which can induce more air than the stock GM airbox. The Diamond Eye Performance DPF-back dual-exhaust kit doesn’t provide any
rough idling, loss of power, and other mala- noticeable power increase with the filter in place. But the dual black tips definitely make a statement in the looks
dies. When there are vortices in the intake department and produce a great sound, too.
tube or other airflow fluctuations, the ECM
will trigger a P0101 diagnostic trouble code
and, in some cases, command the engine to 1 3
run in “limp-home” mode, which, for a V-8, is
typically on seven cylinders—or fewer.
This is especially true of the 6.6L Dura-
max LML. Even changing from GM’s style
air filter to one with higher flow characteris-
tics can alter how the engine runs, as would
changing the air tube or any other compo-
nents that affect airflow past the MAF.
That’s why Hypertech actually installs
several CAIs, including AFE’s, on its test 4
trucks and calibrates so the stock MAF
sensors work in concert with a new intake
2
system. Aermarket CAIs also allow the
tuners to take advantage of the increased
airflow by adding more fuel to make more
power across the entire range of programs,
from “Stock” to “Stage 3.”
The same is true for the addition of an af-
termarket DPF-back dual exhaust. Although
there’s very lile restriction in a GM diesel 5
truck’s factory single-outlet tubing, upgrad-
Dunks Performance technician
ing to the 4-inch twin-pipe setup from Dia-
mond Eye improves the overall flow of air. 1. Casey Castle removes the factory air-
box lid and unplugs the connectors to the
Quick Shop Work two mass airflow (MAF) sensors located
“Installing an AFE Stage 2 cold-air kit on on the air intake tube and box’s cover.
one of these new Sierras is one of the easi-
Tim Walton, Garage 808’s dyno
est jobs to handle,” says Casey Castle, chief
technician at Dunks Performance in Spring- 2. engineer and tuning expert,
breezes through the four different tuning
field, Oregon. “Everything is right out in the Casey swaps the drain plug from
open, and the AFE air tube and filter housing
are fairly easy to slide into place. The only
stages (Stock, Stage 1, Stage 2, and Stage 3).
Uploading each tune requires turning the
4. the stock box and installs it in the
one-piece AFE unit.
modification for this effort is cuing off the ignition key to the “On” or “Off” positions,
front inlet on the new airbox in order to clear per prompts that appear on the Hypertech For most applications, there’s no need
the truck’s aermarket HID headlights.
Swapping the factory filter-back exhaust
Max Energy 2.0’s screen. 5. to modify the new CAI. Everything fits
perfectly, unless the ’15 GMC Sierra 2500HD
The lower portion of the factory
with Diamond Eye’s 16-gauge, aluminized
dual exhaust (K4163A) is almost as easy,
especially when the truck has a li kit, which
3. airbox pulls up and away from the
base. It’s held in place by rubber feet that
(or Chevrolet Silverado 2500HD) has aftermar-
ket HID headlight assemblies. The AFE box’s
auxiliary air opening must be trimmed to
creates even more working space between are plugged into holes in the metal base. clear the deeper passenger-side headlight.
the rear axlehousing and the body.

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The new exhaust system comes in seven
pieces and slips together without a lot of 6 9
fuss or drama. The bends are smooth and
the welded-on hangers are both sturdy and
perfectly placed to slide right into the fac-
tory bracket grommets.
The exhaust kit comes with new hangers
for the driver side, which allows the new
fork to hang like it was installed at the fac-
tory, clearing both the factory spare tire and
the aermarket helper air springs under the
flashy work truck.
Back on the Dyno

With improved intake and exhaust airflow
7 10
for our test GMC’s Duramax, it was time to
see how much of a difference the addi-
tion of the new parts made at the truck’s
rear wheels. So it’s back to Garage 808 in
Eugene, Oregon, where technician Tim
Walton uses a Dynojet 424xLC1 chassis
dyno to get to the boom of performance
gains…or losses.
Tim ran our ¾-ton GMC on the rollers,
repeating tests in the same manner as he
did in our first installment. He warmed the
truck up then manually shied the Allison
automatic transmission into 5th gear to
make the pulls, starting with the stock ECM
11
calibration, and then using Hypertech’s
Max Energy 2.0 to reprogram the proces- 8
sor with new Stage 1, Stage 2, and Stage 3
tunes that are suited to the mods.
In this second round of dyno tests, we
see that AFE’s freer-flowing CAI (the dual
exhaust is, for all intents and purposes,
a cosmetic and aural upgrade) yields 24
additional horsepower and 27 lb- of torque
over the engine’s baseline performance
with the stock ECM calibration. With the
new Stage 1 tune and cold-air setup, power
and torque are about the same (27 hp and
30 lb-, respectively) as they were with the
tune and factory air intake equipment. The
Stage 2/new-air combination produces
a 27hp/40-lb- gain over the second-
level calibration without the CAI and dual
Casey buffs the airbox-opening’s considerably more air than the GM filter
exhaust, and Hypertech’s Stage 3 program
with the new parts surprisingly brings the
6. edge to ensure the plug cap fits
properly. This step is only needed if the
it replaces.
smallest power increase: only 11 hp and 26
truck has aftermarket HID headlights. According to Casey, align-
lb- of torque at the rear wheels.
What the addition of these two upgrades
Aligning the feet on the new box
9-10. ing the air tube, filter, and
the inlet at the back of the engine is the
shows us across the board is that the 6.6L
Duramax LML definitely responds well to
7. with the holes in the base of the
factory piece takes a little maneuvering
most difficult task of installation.
airflow improvements, and the Hypertech
before they pop into place. Once the tube is connected to the
programs take full advantage of that by
adding more fuel to the mixture, while still
The AFE Pro Dry air filter should
11. filter and engine, Casey buttons
everything up. AFE’s clamps are high-
keeping EGT and other factors well within
the engine’s and vehicle’s capabilities.
8. last the life of the truck when prop-
erly cleaned and maintained. It flows
quality, as are the rest of the components
in the CAI kit.
It’s also interesting to note that with the
Stage 2 “economy” tune, the modified
engine actually makes less power below

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2,000 rpm than it does in stock trim.

We also noticed all the horsepower 12
peaks occur at approximately 2,800 rpm,
while the torque peaks range from 1,900
rpm (stock) to 2,100 rpm (Stages 1-3),
holding strong to 2,800 rpm where the
speed limiter cuts in as wheel speed nears
103 mph. Maximum boost in stock trim is
around 26 psi, while boost pressures with
the Hypertech tunes vary slightly between
27 psi (Stage 1) and 28 psi in Stage 3.
A Bump in MPG
Hypertech’s programming also dials
back the fuel at the lower “cruising” engine
speeds. Our dyno data clearly shows that
both the Stage 1 and Stage 2 tunes make
less power than the Stock calibration does,
between 1,600 rpm and 1,900 rpm.
The reduction of power in the lower rpm
range translates to an 8.5 percent increase
13 15
14 16
There are two sensors in the Duramax air intake: one After the sensors are reinstalled in the new air
12. that measures humidity and the other a combination of
airflow and air temperature. Both have to be reinstalled in the new
14-15. tube, Casey plugs in the factory connectors to
complete the installation. It takes less than an hour to make the
air tube using the special screws that are supplied with the AFE kit. CAI conversion.
This MAF sensor serves dual purposes: to measure airflow and This is Diamond Eye Performance’s aluminized-steel,
13. to measure air temperature. The Max Energy 2.0 programmer
contains tunes designed to work with the new air system and prevents
16. DPF-back dual-exhaust system for Duramax-powered
’15-to-present Chevrolet and GMC Silverado and Sierra 2500HD
the MAF sensors from triggering diagnostic trouble codes. Crew Cab pickups.

Designed for
RELIABILITY. #6LiterSalvation
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888.967.6653 bulletproofdiesel.com
17 (roughly 1.4 mpg) in highway fuel economy, according to data compiled in

our mileage runs (120 miles of cruising on flat interstate, at 70 mph).
“Stage 1 and Stage 2 power levels offer our customers a toned-down
version of our Stage 3 tuning to suit their desired power increase and still
provide this power under any towing condition that does not exceed the
rating of the vehicle,” John says. “We offer alternate power levels to allow
our customers to choose the benefits each new tune provides.”
Overall, this experiment with 50-state-legal, bolt-on upgrades shows
us that GM le a lile performance on the table with its 6.6L Duramax LML
engine, and with the right combination of aermarket parts, it’s easy to
bring that power to the front without compromising reliability or offending
the smog police.
18 21
19
22 23
20 Once the pipe is cut at the DPF and the single exhaust is pried
19. away from the rubber hanger grommets, the old pipe slides
right out. Our truck’s lift kit also makes installing the new exhaust easier.
The dual-exhaust system’s single-to-double Y-connector fits

20. nicely along the driveshaft and framerail.
The six pieces of the dual exhaust are clearly labeled, making
21. it easy to fit them together. The kit comes with new driver-side
exhaust hangers and brackets that bolt up to the framerail at the back of
the hitch.
When removing the original exhaust, Casey uses a One trick Casey uses to ensure the exhaust pipes are even on
17. strap to keep it from clattering to the floor once it is
cut away from the truck.
22. both sides is using jackstands to prevent them from moving
while the clamps are tightened.
Removing the stock exhaust requires cutting the The new exhaust fits the truck like the original system. It
18. DPF’s outlet pipe. Casey leaves 5 inches of the old
pipe remaining on the particulate filter, so the new Diamond
23. clears the factory spare tire, which is removed here only for
photo purposes. The kit is available with either black or chrome
Eye exhaust pipe can slide over it and be clamped in place. exhaust tips.

700
600
500
400 Torque
300
200
100 HP
0
1,200 1,400 1,600 1,800 2,000 2,200 2,400 2,600 2,800
Engine Speed (RPM) HORSEPOWER TORQUE

274.16 at 2,760 rpm 553.28 at 1,960 rpm
The last stop on our intake-and-exhaust upgrade trip is on the Dynojet 424xLC1
299.15 at 2,790 rpm 583.63 at 2,430 rpm
chassis dyno at Garage 808. With Tim Walton manning the controls and the
Hypertech Max Energy 2.0 set on Stage 3, the net performance gain is 56 hp
319.31 at 2,790 rpm 621.63 at 2,140 rpm
and 95 lb- over the stock baseline. 331.02 at 2,790 rpm 648.40 at 2,110 rpm
RPM STOCK STOCK STOCK I&E STOCK I&E STAGE 1 I&E STAGE 1 I&E STAGE 2 I&E STAGE 2 I&E STAGE 3 I&E STAGE 3 I&E DIFF DIFF
HP TQ HP TQ HP TQ HP TQ HP TQ HP TQ
1,500 91.25 319.19 85.76 298.40 84.80 297.19 72.01 251.63 70.38 246.32 -20.87 -72.87
1,550 104.67 351.79 94.98 322.47 95.30 323.83 91.81 311.31 93.82 317.02 -10.85 -34.77
1,600 113.60 372.93 103.07 337.83 108.80 357.35 106.68 349.96 107.54 353.38 -6.06 -19.55
1,650 129.18 410.83 111.63 354.62 122.60 390.64 120.81 384.72 122.46 390.34 -6.72 -20.49
1,700 144.21 446.19 126.41 386.72 140.90 434.34 138.66 427.27 142.71 437.26 -1.50 -8.93
1,750 158.62 476.89 133.05 400.14 156.70 469.51 154.22 462.14 158.22 462.71 -0.40 -14.18
1,800 173.98 507.67 146.00 425.88 169.40 496.50 167.06 489.69 169.88 495.10 -4.10 -12.57
1,850 185.38 528.78 156.92 446.96 186.60 530.43 184.97 525.86 183.38 522.23 -2.00 -6.55
1,900 197.65 546.97 169.14 469.76 198.10 550.15 197.79 549.19 202.68 559.28 5.03 12.31
1,950 203.84 551.73 184.76 499.64 210.90 567.77 213.62 574.68 216.21 582.19 12.37 30.46
2,000 210.33 551.22 205.47 538.13 218.50 572.78 223.07 583.91 230.67 603.37 20.34 52.15
2,050 213.84 549.02 216.24 555.80 223.70 574.00 228.36 584.83 239.95 613.05 26.11 64.03
2,100 218.78 547.11 229.35 571.82 230.90 575.92 233.95 586.17 248.59 620.59 29.81 73.48
2,150 221.51 540.01 235.86 579.19 234.80 573.95 241.88 589.12 254.58 621.40 33.07 81.39
2,200 222.71 529.95 243.15 580.32 237.80 566.33 247.39 590.26 259.08 618.84 36.37 88.89
2,250 224.53 524.93 246.72 576.92 241.90 565.16 249.65 586.81 264.11 617.80 39.58 92.87
2,300 227.28 523.83 252.61 576.06 246.50 561.89 255.73 583.09 267.96 614.08 40.68 90.25
2,350 232.29 523.35 259.59 581.41 250.20 560.19 260.61 581.18 273.68 610.74 41.39 87.39
2,400 239.93 522.76 265.02 583.05 254.30 556.19 263.38 580.05 277.66 608.80 37.73 86.04
2,450 242.25 522.29 269.70 579.76 258.10 554.88 265.66 576.97 280.64 607.94 38.39 85.65
2,500 248.01 521.65 274.30 578.11 261.90 549.21 270.57 570.40 286.10 606.89 38.09 85.24
2,550 255.92 521.22 279.89 578.35 265.20 547.24 276.60 570.11 293.05 605.81 37.13 84.59
2,600 262.50 520.88 286.47 577.93 269.30 545.33 281.51 569.48 298.17 604.74 35.67 83.86
2,650 265.10 519.20 291.98 579.65 275.30 544.82 284.99 567.18 304.10 603.27 39.00 84.07
2,700 269.85 518.98 295.58 576.46 278.50 542.83 290.07 565.28 309.28 602.47 39.43 83.49
2,750 273.88 514.94 296.33 567.44 284.70 544.03 294.38 561.98 317.16 601.89 43.28 86.95
2,800 251.97 475.00 247.79 464.83 247.70 465.32 282.92 530.99 319.30 594.37 67.33 119.37
THE SOURCE
Diamond Eye Performance Dunks Performance Garage 808 Hypertech
(800) 635-9950 (541) 726-1006 (541) 687-8832 (901) 382-8888
diamondeyeperformance.com dunksperformance.com garage808.com hypertech.com

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Diesel TECH
TWIN-CELL
This is the Truck Trend Network’s ’06
Dodge Ram 3500. The 24-valve, 5.9L
Cummins-powered dualie is used by
Diesel Power and other brands for
hauling the group’s promotions trailer
to shows and events throughout the
THERAPY
United States.
We Diagnose an Electrical Draw and Install

Painless Performance’s Dual-Battery
Isolator on Our ’06 Dodge Ram 3500
Words by JOHN LEHENBAUER + Photos by JOHN LEHENBAUER
FOR THE SAKE of fully events and shows typically remains parked component uses. An example is an interior
understanding this tech project, for very long periods of time. And, of light that uses one amp or a driving light
imagine your truck being parked course, when it’s time to use the truck, its that uses three amps. Normally, when a
for a couple of weeks, and when you finally dual baeries are completely discharged. truck’s engine and powered accessories
try to start the engine, there’s absolutely So, what’s causing the premature death are shut off, there shouldn’t be more than
no response. Why? Because the baery is of both cells? Is the problem somewhere approximately 0.1 amp of draw on the bat-
completely dead. At some point, this prob- in the factory electrical system or in one of tery. In newer rigs, that 0.1 amp comes from
ably happens to just about everyone who the truck’s aermarket accessories (lights,
owns a vehicle. winch, and so on)? To find the cause for the THE SOURCE
The Truck Trend Network’s rigs are draw on the baeries, we need to do some Painless
definitely not immune. The 5.9L Cummins- investigating. Performance Products
powered ’06 Dodge Ram 3500 that tows For those not familiar with amp draw, it’s painlessperformance.com
the group’s promotions trailer to different the total amount of amperes an electrical

Diesel TECH TWIN-CELL THERAPY
the memory backup for such things more familiar with the systems and
as the radio and engine-management know what to look for.
computer. If you’re doing this yourself, a good,
Finding an electrical draw on a digital multimeter is needed. With all
newer vehicle can be a daunting stock and aermarket electrical com-
task, but not impossible. Even when ponents in the truck turned to the “off”
you have zeroed in on the circuit position, the instrument is set at 10
that’s causing the problem, it can be amps (DC) and used for bridging the
difficult to pinpoint exactly where truck’s negative baery cable (which
“open” in that circuit is. Sometimes must be disconnected for the draw
it is easier and more cost effective
to let a professional at a dealership
test) and the baery’s negative post.
Aer completing the circuit with the
4
or shop fix the problem, as they are multimeter, we recorded a 3.85-amp
A good, digital multimeter set to 10 amps (DC) is

1. the only instrument necessary for investigating
parasitic draw in a vehicle’s electrical system.
With our tow vehicle’s batteries, lights,

2-3. and accessories switched off or discon-
nected (including the dome and underhood lights),
the first test yielded a 3.60-amp draw on the battery.
Notice how the multimeter is used to

4. complete the circuit (bridging the battery’s
negative post and the terminal on the negative
cable). Fuses remain intact for this test.

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draw, which is indicative of headlights than our 3.85-amp reading was. While 7
or a dome light being le on. By pro- the manual also gives a short descrip-
cess of elimination, pulling fuses one tion of the IOD’s uses, our effort to
by one is one of the best methods try to locate the exact problem in the
of individualizing each circuit until circuit was unsuccessful.
the problem is found. Our rig’s heavy Ultimately, the tow rig will be sent to
draw, in a circuit called the Ignition the dealer to have the draw repaired.
Off Draw (IOD), was found and then To help alleviate the dead-baery
identified using the owner’s manual. problem until we get the Dodge Ram
This circuit normally has a continuous to authorized service, we’re install-
load, but that draw is much smaller ing a Painless Performance Products
6
The test leads are connected with a piece of
5. electrical tape and a jumper wire to maintain
a constant reading while testing. The amp draw is a
little higher here.
Even though all accessories are disconnected,

6. we also completely cut power to the fuse box
under the hood.
After pulling and replacing every fuse, the

7-8. Ignition Off Drain (IOD) circuit proved to
be the cause of a 3.85-amp draw, which dropped to
0.19 amps with the IOD fuse pulled.

9 250-amp Dual Baery Current

Control System (PN 40103). This
to pinpoint the draw on our
Dodge Ram 3500’s baeries and
selectable isolator will separate our installation of the Painless Per-
the truck’s two baeries during the formance Products Dual Baery
long periods when it’s not being Current Control System. The kit
used and ensure that if one of the includes everything needed (ex-
baeries is drained down, the cept 2/0 gauge baery cable, ring
other cell will have enough power connectors, and shrink tubing) for
to start the engine. a clean installation that can be ac-
The photos and captions on complished in about three hours,
these pages highlight our efforts using basic handtools.
12
10
11 13
Here is the complete Painless Although we made custom cables for our location for mounting the isolator solenoid,
9. Performance Products 250-amp
Waterproof Dual Battery Current Control
Dodge Ram 3500 application, premade
lines of different lengths and sizes can be
as it allows us to use an existing bolt for one
side of the solenoid’s mounting bracket. An
System. The kit includes step-by-step in- purchased at most auto parts stores. The existing hole in the engine bay is perfect for
structions and almost everything needed battery-cable size depends on the applica- securing the other side of the bracket.
for a clean installation. tion. Diesel trucks like the Dodge Ram tend
to use larger cables. This 2/0 cable runs Once the isolator solenoid
10. We had to purchase 4 feet of 2/0

gauge battery cable, ring connec-
from the starter to the isolator solenoid. 12-13. is installed, disconnect the
three factory power cables (primary battery/
tors, and some shrink tube from the local This spot on the inner fender (near starter, ignition, and secondary battery) that
auto parts store to complete the project. 11. the driver-side battery) is an ideal will now be attached to the isolator.

14 17 20
15
18
21
16
19
The two battery cables are in- do so in a manner that will allow the lines switch is then passed through the firewall
14. stalled on the isolator solenoid.
We’re leaving the nuts loose for now.
to be neatly routed through the engine
compartment and passed into the cabin.
and out to the isolator solenoid.
Two holes must be drilled for
15-16. This wire and the main

battery cable are connected 18-19. With the battery cables
and isolator solenoid in
20. the system’s two LED lights.
to the isolator solenoid post that’s linked to place, we move inside the cab to install the The LEDs are connected to the
the starter. The ignition wire is placed inside
the split loom, which is then taped and is
mode-controller switch. The plastic panel
is pulled off the lower dash on the driver
21. correct wires coming from the
mode-controller switch, and then
ready to be reconnected to the starter. side, and the wires are routed through the the black wire is attached to a
dash backing plate. A hole in the plastic good ground.
When securing power cables to the is then drilled to facilitate mounting the
17. isolator solenoid, it’s important to switch. Wiring for the mode-controller

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22 26
23
27 28
24
Once the lights and the ground are connected,

22. the dash is reassembled.
When linking the mode-controller

23-24-25. switch and isolator solenoid, the
yellow wire is connected to the small post and the brown wire
gets tied to the auxiliary battery-cable stud using the provided
inline fuse. Using a test light, the fuse panel is probed to help
find a circuit that is hot when the key is in the “On” position.
The mode-controller switch’s blue wire is tapped into this fuse.
25 With everything properly routed and secured, it’s
26. now time to test the dual-battery isolator system.
Driver-side green LED;

27-28. driver-side red LED.

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The Difference is the Fit

9HEAVY
HAULERS O T
It may not look like much,
IN THIS WORLD of ever-increasing capability, it’s not often we

find ourselves with the opportunity to truly test the newest pickups
to their max. Ten years ago, a 1-ton pickup’s towing capacity would
1. but this ’16 Ram 3500 Big
Horn had 20,820 pounds in
tow. Even at this weight and with a
high center of gravity, the Ram towed
top out near the limits of a standard Class C driver’s license, allowing anyone the load effortlessly.
to tow at maximum capacity. Now, however, 3 ⁄4 - and 1-tons
have solidly crossed over into Class A license territory. This makes it difficult
for those of us without a commercial license to test these trucks fully loaded
on public roads. Seeing this as an issue, Ram set up an event at its proving
grounds in Chelsea, Michigan. Why is this important, you ask?

Words by Jason Gonderman + Photos by COURTESY OF RAM
Introduced in 2014, the Ram 1500’s 3.0L V-6 EcoDiesel is no slouch.
2. This ’16 Limited model was hitched up to a 5,800-pound trailer,

which is slightly less than its 7,600-pound max.
The Ram ProMaster has taken the cargo van world by storm, and for good reason. Sporting an optional 3.0L I-4 EcoDiesel engine
3. and MT40 automated-manual six-speed transmission, the ProMaster 1500 can haul up to 3,750 pounds and tow more than
7,000. Ram hooked up a 2,500-pound trailer and loaded the van with 500 pounds of payload to demonstrate its abilities.

9 HEAVY HAULERS
Checking in at a whopping $75,695 is the ’16 Ram 3500 Limited.
4. Despite its gargantuan size and opulent interior, this truck

tugged along the 27,675-pound trailer with relative ease.
The roads at Chelsea are private property, allowing us normal a ProMaster 1500 with a 2,500-pound trailer and 500 pounds
folks to drive Ram’s entire lineup of trucks at full capacity with- of payload. A 1500 EcoDiesel was saddled with 5,800 pounds,
out fear of a costly moving violation. while a 2500 had 12,300 pounds hanging off the back. There
Ram brought out its entire lineup for us to drive and loaded were no gasoline 6.4L Hemi-powered trucks, only Cummins
them all to at or near their maximum Gross Combined Vehicle power. The 3500s were the stars, with three being hitched to
Weight Rating (GCVWR). Included in the lineup was a Pro- gooseneck trailers and one loaded down with 3 tons of pay-
Master City, which was tethered to a 2,000-pound trailer, and load. And then there was the crowd-favorite 5500 chassis cab
One of the coolest trucks Ram trotted out for us to try was
5. the 5500 Tradesman chassis cab equipped with a dump

bed. We could have easily spent an entire day filling the
truck with dirt and dumping it. For us office dwellers, this was a
great time reliving childhood sandbox memories.

9 HEAVY HAULERS
This one is the beast! The big hoss ’16 Ram 3500 SLT regular cab longbed was hitched up to an impressive 31,135
6. pounds of steel ballast. The truck was loaded up slightly under the max capacity of 31,210 pounds due to being
equipped with power windows and a couple other features, which increased the curb weight of the truck by 75
pounds more than base. If you want the 1-ton that tows the most, this is it—just order one with crank windows.
equipped with a dump bed and a

The smallest of the haulers was the ’16 Ram ProMaster City. The cargo version seen here
7. hauls a best-in-class 1,883 pounds of payload and tows 2,000 pounds, which is exactly what
was saddled to the back of this mighty mini. With a full load in tow, the ProMaster City had
no trouble with passing or merging power and remained incredibly stable, even at high speeds.
pair of Case skid steers for load-
ing it with dirt.
While conditions weren’t ab-
solutely ideal for a tow test, with
the roads at Chelsea being flat,
the experience gave us a renewed
appreciation for the capability of
Ram’s lineup. From the smallest
to largest, they all handled excep-
tionally well and towed the loads
with relative ease. Experiencing
the poise with which the Ram
3500 towed more than 31,000
pounds gives a level of assur-
ance that it can handle any task a
normal consumer would throw at
it. We applaud Ram’s confidence
in its product line to coordinate a
test like this and encourage other
manufacturers to do the same.

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9 HEAVY HAULERS
Representing the ¾-ton class was this ’16 Ram
8. 2500 Limited. Hanging off the bumper was a

modest 12,300 pounds of weighted trailer.
Not every truck had a trailer in tow. This ’16 Ram 3500 SLT was
9. saddled down with 6,000 pounds of payload. That’s equivalent

to placing a Ram 1500 Crew Cab in the bed.

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Diesel TECH
A STEP UP
Installing AMP Research PowerStep
XLs Onto a Chevy 3500 HD
Words by ANTHONY SOOS + Photos by JEREMY COOK
ADJUSTING YOUR truck to just

the right height is key to achieving
the right look or gaining the max
ground clearance for your truck’s li and
a larger wheel and tire combo. However,
being able to climb in and out of your high-
altitude rig is equally important. And when
trying to accommodate kids, spouses, and
vertically challenged friends, a good set
of side steps is the way to go. There are a
great many variations in the side step mar-
ket, but arguably, the cleanest-looking ones
are electrically powered and tuck up neatly
under the cab, maintaining the stock look.
AMP Research in Tustin, California, has
become synonymous with retractable steps. for lied trucks like our ’07. The XL steps The kit arrived with everything we would need to install
The company produces thick and beefy these AMP Research PowerStep XL steps. The many
tuck up into a set of rocker rails that mount
brackets, rocker rails, and linkage arms are powdercoated
steps that stand up to the elements. These to the underside of our dualie, where the black to give a sleek look on the road. The steps
steps are all-weather ready, lightweight, steps can hide away and provide a smooth, themselves are powdercoated, too, but were also given
and backed by the company’s five-year, uncluered look along the lower edge of an added layer of friction material.
60,000-mile warranty. For this install, local the rocker panels.
radio personality Lightning from KROQ Los This truck was going through a massive
Angeles was generous enough to let us tag set of upgrades when we caught up with our THE SOURCE
along while his project truck was receiving a buddy Lightning during the installation over AMP Research
set of AMP PowerStep XL steps. These steps at the AMP facility in Southern California. Fol- (888) 983-2204
are designed to drop down 3 inches lower low along as we give this ’07 Chevy 3500HD amp-research.com
than the regular PowerSteps and are perfect 4x4 an easier point of entry into the cab.

A STEP UP
1 4
5
3
The rocker rails were fitted with With the brackets in their correct position, and again, snugged down the
1. the brackets from the kit using the
carriage bolts and flange nuts to mount.
3. position, we slotted the U-nuts
in the rear and set the rear bracket on
bolts to be adjusted and tightened at the
end. Shown here is the rear drive linkage
The nuts and bolts were left a little loose them. We attached the front and then with its bracket for the motor, which is
so they could be adjusted and tightened the rear brackets with the provided bolts, not installed yet.
later. and snugged them down slightly to be
adjusted and tightened later. With the arms in place, we picked
2. We test-fit the rail before starting to

mount it, making sure the brackets We threaded the supplied bolts into
5. up the step and slid the T-nuts into
place on the front and rear arms, tightening
would line up correctly. 4. the front and rear linkage arms into them down.

Diesel TECH A STEP UP
6 8. Starting with the control box as a reference point, we

positioned it next to the battery and secured it to the
tie-down post using a zip tie.
We routed the long end of the wire loom up along

9. the cowling toward the driver side using zip ties
to secure it, routed the short end toward the passenger side,
and tucked both looms behind the inner fenders.
The looms needed to be routed up under the cab with

10. the slack zip-tied to the frame. We left it loose to be
tightened after we were sure of its final positioning.
With the looms where they needed to be, we mounted

11. up the drive motors on both of the rear arms and
snugged them down good and tight. There was no need for
7 additional adjustment, so they were tightened down.
With all our step components

6. still loosely bolted, we made our
final adjustments and ensured everything
was centered and seated properly. Next,
10
we tightened all of it down using
the recommended torque settings for
each. It helps to have someone else
around during this often-tedious process.
We laid out the wire harness and

7. gave it a good once-over. AMP puts
a lot of thought into its products; the
wiring is cut to fit and all the important
connectors are in the right place.
11
8

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Diesel TECH A STEP UP
12 15
13
16
14
17
With the motors all snug, we sim- connecting the plug-and-play module to With everything connected and
12. ply clipped in the electrical con-
nectors and zip-tied the excess wire down.
the harness using a posi-twist connector.
We plugged in the PowerStep connection
16. bolted down for good, the instal-
lation was complete! This is how it looks
module to the OBDII port under the dash with the doors closed. The step is cleanly
The lights are small but powerful and our whole system had power. tucked away up into the rocker rail.
13. LEDs with a short length of wire
that we connected to the main harness on The lights received a bracket that And this is how it looks when the
either side at the front and rear linkage
brackets. There are two lights per side.
15. was attached to the underside of the
rocker rail and used double-sided foam tape
17. step is in use. They drop down
nice and low for easy entry into the cab
to mount both the light and small bracket just and have bright LEDs to make everything
With all the under wiring done, beyond the outer edge of the rails, which keep easy to see. Head over to the AMP Research
14. we routed the harness through
to the cab by pulling up the sill panel and
the steps lit when open but don’t allow them
to be smashed when the steps are closed.
website to see if they make PowerSteps for
your truck.

ROCKIN’
Like a phoenix rising from the ashes, Shawn Baca’s rebuilt ’06 Dodge Ram 2500
sports a new longbed frame and body, and its 5.9L Cummins engine showed
everyone at the 2016 ATS Diesel Performance Gauntlet Dyno Challenge that it
definitely packs a mighty punch. When the rig’s original shortbed and chassis
were totaled in an accident, Shawn and his crew thrashed for four straight days
and nights to build this new truck in time for the event.

1
3
THE ATS DIESEL Performance Gauntlet Dyno Challenge…a
high-stakes subset of the Arvada, Colorado, shop’s annual “Let
It Roll” dyno day that we immediately took a liking to the mo-
ment we learned about it in the winter of 2015. And exactly what is The
Gauntlet (as it’s called in short form), you ask? Well, for those of you
who aren’t familiar with the event, the answer is actually quite simple.
ROLLERS
Given all the lofty claims, boasts, and often-inaccurate Internet
2 Words by KJ JONES + Photos by KJ JONES
THE DIESEL SCENE’S HEAVY HITTERS PUT IT ALL ON

THE LINE FOR $4,500 IN DYNO-CHALLENGE CASH
4 1. Nine competitors, representing such shops as Adrenaline
Truck Performance, ATS Diesel Performance, Custom Auto, Devi-
ant Race Parts, Diesel Headquarters, Diesel Pickup Specialists,
Industrial Injection, Supreme Diesel & Auto Repair, and White
Knuckles Garage, paid $500 to enter “The Gauntlet.” The rules
are simple: Drive on (the dyno), make as much steam as possible
in the alloed 30 minutes, and drive off (failure to exit the dyno
under power results in disqualification!).
2. Trophies for The Gauntlet and Let It Roll winners are custom
made in-house by ATS fabricators.
3. Each entrant’s name was placed in a cap and drawn by ATS

owner Clint Cannon and marketing director Ryan Gelinas to
determine the run order for the competition. As the previous
year’s Gauntlet champion, Custom Auto owner James Brendle
was permied to be the last competitor on the dyno in 2016.
4. Chris Rosscup loaded his ’02 Chevrolet Silverado 2500HD

with, in his words, “all-new everything” (engine, turbochargers,
fuel system featuring three CP3 injection pumps, and more), for
The Gauntlet and beyond (Chris is also entered in Diesel Power
Challenge 2016). The Duramax-powered rig fired the first salvo
with a nitrous oxide–infused opening run of 3,544.6 combined
horsepower and torque.

ROCKIN’ ROLLERS
reports of incredible diesel highest combined horsepower and

performances recorded on chassis torque total of all competitors once
dynamometers all over the U.S., the diesel smoke clears.
ATS gives owners and builders of Up for grabs is a payout of the
those heralded oil-burners an op- total amount collected in entry
portunity to pay a $500 entry fee fees ($4,500 for 2016), as well as a
and bring their A-games to Arvada Gauntlet Dyno Challenge cham-
for the chance to square off in a pion’s trophy and whatever status
rear-wheel-to-rear-wheel, Ford- that goes with being the winner of
GM-Ram battle on the “rollers of an event that’s quickly becoming
truth” in the shop’s dyno cell. one of the country’s most presti-
Simply put? It’s a chance to ante gious diesel performance competi-
up, bring the heat, and hope it’s tions of the year.
hot enough for your rig to post the Nine contestants entered the 2016
We were puzzled by the “CAT-Amax” name on Mykle Baugh’s ’03 Chevrolet Silverado We have to give credit to any 5.9L Cummins engine with a stock
2500HD and initially thought that somehow, some way there might be a Caterpillar engine boom end that can produce a combined total of 3,941.7 horsepower
under its hood (yes, we know it’s a stretch, but, why that particular name?). Shawn Baca and torque. The combination resides under the hood of Tyler Mize’s
actually christened the dual-duty (11-second drag racer/330-foot sled puller) truck with ’07 Dodge Ram 3500, and aer having a head gasket replaced one
the unique handle because of its yellow accents in the engine compartment. The truck day before The Gauntlet and a nitrous jet removed right before
is loaded with a compound-turbocharged 6.6L Duramax engine that generated a 2,670.6 hiing the dyno, the impressive powerplant only needed one pull to
horsepower/torque total; the lowest of the competition. nail down a Second Place finish in the competition.

ROCKIN’ ROLLERS
Gauntlet, including 2015’s winner, James Brendle, who

was trying to once again take the jackpot back to Idaho
Falls, Idaho. However, we believe James’ hopes of repeat-
ing—and seven of his fellow competitors’ optimism for
victory—may have been diminished a bit by the presence
of Shawn Baca and his Industrial Injection–backed ’06
Dodge Ram 2500: a 2,000hp bully that was resurrected in
record time after being totaled in a devastating accident
just before the event.
Fans were treated to a great display of Cummins and
Duramax diesel performance (unfortunately, no Power
Stroke–driven Fords were entered in The Gauntlet).
We’re looking forward to future events and hope the
number of entries eventually grows to 20 trucks, which
will make a total prize of $10,000 to the winner!
If there’s one truck in the diesel scene that can be considered an all-out “bully” in dyno competition,
Shawn Baca’s ’06 Dodge Ram 2500 is it. The reconstructed rig’s triple-turbocharged, 5.9L Cummins
lived up to its hype by producing an untouchable 5,134.4-horsepower-and-torque total. It’s interesting
to note that while the “big number” was made aer the nitrous line was opened, an equally amazing
combined figure of 4,955.5 was tallied with fuel only.
Carmela, Diesel Power Challenge alumni Cory Chomos’ beloved ’11 GMC Sierra 2500HD, was taken out
of hibernation (the truck had been tucked away upstairs in a corner of the ATS race shop since May
2015) to compete in the Gauntlet Dyno Challenge. While the truck’s compound-turbocharged 6.6L
Duramax LML engine is loaded with an impressive array of hardware (headlined by a massive 118mm
atmospheric turbo), it still fell short of Cory’s expectations, with a 3,039.9 combined score.
Kelsie “MissMaxx” Epp, another DPC 2016 hopeful, trekked all the way to
Colorado from Northern Alberta, Canada (a 26-hour journey). Based on
its 3,295.1 horsepower/torque score—a personal best, without nitrous
oxide—the triple-turbocharged (two 66mm units feeding a 72mm) Duramax
in Kelsie’s ’02 GMC Sierra 2500HD apparently wasn’t affected too badly by
the long trip or Denver’s high altitude. Kelsie scores cool points for having a
2.8L Duramax-powered ’16 Chevy Colorado on order, and she plans to start
upgrading as soon as she takes delivery of it.
White Knuckles Garage prepared Jim Swi’s ’05 Chevrolet Silverado 2500HD with a SoCal Diesel–built
Duramax engine. While we’re sure the super-clean rig probably gets plenty of accolades on the show
circuit, its 3,171.2 performance total confirms it’s a lot more than just a “prey” pickup.

ROCKIN’ ROLLERS
As the defending champion, James

Brendle had the privilege of running
his entry on the dyno last at the 2016
event. All we can say is the tune for the
triple-turbocharged, nitrous-injected 6.6L
Duramax in Custom Auto’s ’06 Chevrolet
Silverado 2500HD must have been set to
the proverbial “kill” level, because the engine expired in dramatic fashion not too far into the truck’s
first (and ultimately final) dyno run. While there would be no repeat Gauntlet win for Custom Auto, the
team received a well-deserved trophy for having the “worst carnage” of the event.
NAME TRUCK HP* TQ* TOTAL

1 Shawn Baca ’06 Dodge Ram 2500 1,994.3 3,140 5,134.3
2 Tyler Mize ’07 Dodge Ram 3500 1,323.6 2,618.1 3,941.7
3 Shawn Aksamit ’09 Dodge Ram 3500 1,476 2,104.6 3,580.6
4 Chris Rosscup ’02 Chevrolet Silverado 2500HD 1,314.3 2,230.3 3,544.6
5 Kelsie Epp ’02 GMC Sierra 2500HD 1,180.9 2,114.2 3,295.1
6 Jim Swift ’05 Chevrolet Silverado 2500HD 1,099.7 2,071.5 3,171.2
The ’09 Dodge Ram 3500 belonging to Shawn Aksamit gets our respect 7 Cory Chomos ’11 GMC Sierra 2500HD 1,180.6 1,859.3 3,039.9
for being a very, very impressive street truck. Powered by a compound-
8 Mykle Baugh ’03 Chevrolet Silverado 2500HD 947.2 1,723.4 2,670.6
turbocharged (71mm/104mm) 6.7L Cummins engine, Shawn’s daily driven rig
recorded 3,580.6 as a final total and rolled off the dyno with the engine purring 9 James Brendle ’06 Chevrolet Silverado 2500HD DQ DQ DQ
like a kien, ready for the long drive back to Phoenix, Arizona.
= WITH CORRECTION FACTOR
*
Let It Roll
Diesel and dyno action wasn’t just happening inside the shop. Now in its fih year, the ATS Diesel Performance Let It Roll competition
Hundreds of oil-burners were staged in and passed through the ATS (presented by the Northwest Diesel Dyno Circuit) is actually the
parking lot all day, creating a cool, unofficial show ’n’ shine while day’s flagship event, with more than 100 diesel rigs making three
waiting to make a run on Auto Trends Motorsports’ mobile dyno. pulls each, in a heated-but-fun bale for Big Three brand supremacy.
Who says diesels, turbochargers, and superchargers

Diesel Power Challenge 2015 Ford competitor J.D. don’t mix? The team at White Knuckles Garage in
Gleason (in the driver seat of the truck) and the crew Wanatah, Indiana, totally dispelled that myth with a We really dig Dustin Burr’s homebuilt ’41 International
from Auto Trends Motorsports of Fort Collins, Colorado, ’98 Dodge Ram 3500, powered by a stock, 24-valve, powered by a 24-valve, 5.9L Cummins engine with three
worked nonstop, loading and unloading more than VP-44 (injection pump) 5.9L Cummins engine that’s turbos. As rat rod diesel trucks go, this one is very cool,
100 diesel trucks on the company’s Mustang Dyno outfied with compound turbos, “a lot of nitrous, because it puts 1,200 lb- of torque on the ground, and it’s
MD-AWD-500 chassis dyno for the Let It Roll dyno and a lot of methanol (according to Steve of WKG),” driven regularly and even put to work towing
competition, which is held outside in ATS’ parking lot. and an air-gulping 3.4L Whipple supercharger. cars all over Colorado!

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Top Tech Questions Words by BRUCE W. SMITH
YOU’VE GOT QUESTIONS? WE’VE GOT ANSWERS!

WELCOME TO TOP TECH QUESTIONS. One of our favorite forms of reader communication is tech
questions. Our Top Tech section is a place where you ask what’s on your mind, and we answer.
Send us an email at dieselpowertech@enthusiastnetwork.com and ask away!
PREMIUM DIESEL FUEL

QUESTION: I’ve been a fan and subscriber of Diesel Power
since its first issue more than 10 years ago. Is there such a thing
as premium diesel fuel? If there is, what’s the difference? What
evidence should I look for at the pump?
Gary Speelman
-via email
ANSWER: Yes, there is a premium pump diesel, and it’s sold in,
of all places, California. Propel offers Diesel HPR (High Perfor-
mance Renewable) fuel at its distributors around the San Francisco
Bay area and Central California. This biomass-derived fuel has a
cetane rating (CN) of 75, which is 40 percent higher than regular
diesel. HPR is sulfur-free and virtually odorless. In essence, it’s
“premium” pump diesel. The rating is labeled right at the pump
just like gasoline. Diesel fuel’s cetane rating is an indicator of
how fast the fuel ignites under extreme pressure; the higher the
number, the shorter the delay between the time diesel enters the
cylinder and ignition. A faster burn means a more efficient burn.
A higher cetane rating also improves cold weather start-ups and
reduces emissions. On the whole, however, we don’t have very
good diesel on this side of the Atlantic Ocean. Most pickups in the
United States are designed to operate on petroleum-based, ultra-
low-sulfur diesel, which has a minimum cetane rating of 40 out
of a possible 100 (European diesel is rated at 51). U.S. Biodiesel’s
(B100) CN is also 40. The highest grade is synthetic diesel, which
can have a cetane rating anywhere from 60 to 80. If you can’t find
premium diesel in your area, the other way to give the cetane in
your truck’s tank a boost is to use an additive such as XDP’s Diesel
Power Plus, Hot Shot’s Diesel Extreme, or Amsoil’s Diesel Cetane In some areas of California, diesel owners can get “premium” diesel with a cetane rating of 75,
Boost. Such products can typically up the rating number by two to under the name of Propel HPR (High Performance Renewable). This biomass-based fuel has 40
seven points, depending on the dosage. percent more cetane than regular diesel.
ALUMINUM IN OIL FILTER

QUESTION: I’ve changed my ’10 Ford F-350’s ANSWER: Any metal fragments or large
6.4L engine’s oil and filters two times since specks in the oil filter are not good things, so
doing a major repair, and each time I’ve found worry is well-founded. Pistons and the oil pump
tiny specks of what appear to be aluminum the are the two parts that are subject to showing
size of a sharp pencil tip in the filters. I bought aluminum wear. But, before thinking the worst,
the truck with a damaged camsha and lier one possibility is that the filter is catching metal
on one cylinder. I installed new liers, a cam, fragments from the previous parts failure, which
bearings, and an oil pump and replaced a dam- may still be lurking around inside the engine. For
aged piston and valves with new ones. Finding peace of mind, order an oil-test kit from a lab such
aluminum specks in the oil filters concerns me as SGS Herguth Laboratories (herguth.com) or
that something else is wearing very quickly. Blackstone Labs (blackstone-labs.com) and have When engine health is a concern, get in the habit of
having an oil analysis done on a regularly scheduled
What could the problem be? a sample of your engine’s oil analyzed ASAP. That basis. It’s similar to people having blood tests
Todd G. way, you can have a much better idea of if/where done during annual physicals, heading off unseen
-via the Internet a potentially serious wear problem exists. problems before they catch us by surprise.

P0101S & CAIS
QUESTION: I’ve been hearing/reading some not-so-good things about
K&N air filters (specifically on turbodiesel engines) and wanted your opinion
on its product. I use a K&N drop-in air filter on my Chevrolet Cruze diesel and in
every other vehicle I own with the exception of my ’09 Dodge Ram 2500 (with
a 6.7L Cummins engine) that has an Airaid CAI installed. I clean and re-oil the
filters regularly and have accumulated hundreds of thousands of miles without
issue. Can you shed some light on this somewhat controversial subject for me?
Rick in Maryland
-via email
ANSWER: In a nutshell, MAF sensors on turbodiesel engines are extremely

sensitive to changes in airflow. So, installing a freer-flowing performance air
filter or complete cold-air intake system (CAI) will have an effect on the MAF
sensor and the way it processes that higher flow and the turbulence/vortices
the filter creates. Some MAF sensors are more sensitive than others. When
the MAF sensor gets hit by changes in airflow that are outside its very narrow
factory parameters, it triggers a diagnostic trouble code (DTC-P0101) because
the ECM thinks something is wrong with the sensor. But, even if a code isn’t
thrown, the change in airflow around the MAF can result in poor engine per-
formance, rough idle, and other issues related to air delivery. This is why many MAF sensors on turbodiesels are extremely sensitive to changes in airflow.
aftermarket engine programmers have special tunes designed to work with Installing a freer-flowing performance air filter or complete cold-air intake
specific aftermarket CAI systems. system (CAI) will affect how the MAF perceives that higher flow.
FUSE BLOWING NON-STARTER you’re seeing. Sometimes the computer will also trip related codes
QUESTION: What would make the 30-amp fuse in my ’99 Ford such as a P051B. Changing the CCV filter should resolve the code
F-350 keep blowing when I try to start its 7.3L engine? My truck is bone issue. Some owners convert their 6.7L’s CCV back to an open breather
stock, and I’ve never had this kind of problem before. The fuse is the using an open breather kit, which eliminates the filter, stops oil
second one from the boom on the right side of the fuse box. buildup on the turbo compressor, and keeps the intercooler clean.
Chris Livingston
-via email
HARD-LOPING 7.3L
ANSWER: The most likely cause of the fuse blowing is a bad fuel- QUESTION: My ’02 Ford F-250 Lariat’s 7.3L engine starts then
heater element, which is located in the bottom of the filter housing. idles like a muscle car with a huge cam in it. Then, aer 30 seconds
Unplug the heater’s connector at the back of the fuel filter housing. or so, it dies. The engine spuers when I apply throle but smooths
Replace the blown fuse, and the engine should start right up. If it starts, out above 1,000 rpm or when the transmission is put in gear. I
then you can decide whether the heater element needs replacing. In changed the ICP and CPS but got no codes and experienced the
moderate climates, it’s not really necessary. If unplugging the fuel heater same problem. The loping idle is driving me crazy!
doesn’t solve the problem, then you’ll need to run a troubleshooting George Rankin
diagnostic on each of the other components that also draw power from -via email
that fuse (that 30-amp fuse controls the PCM relay coil, injector-drive
module, and wastegate solenoid). ANSWER: As with many engine-related issues, figuring out
exactly what is causing a rough idle problem usually requires running
diagnostics in a shop setting. But we passed along your description
HOT RAM CODING of the issue to our Ford experts at both Scheid Diesel Service (scheid-
QUESTION: What could cause a “P051” diagnostic trouble code diesel.com) and Mobile Diesel Service (mobiledieselservicellc.net) to
(crankcase pressure sensor circuit range/performance) on my ’10 see what explanation they might offer without seeing your truck in
Dodge Ram? The truck has a 6.7L Cummins engine. person. Both came to the same general consensus about the lope: If
Shawn H. it only happens when the engine is cold, it’s likely a problem with the
-via email injectors. If it doesn’t go away after the engine warms up, it could be
a fuel delivery problem or maybe even an injector sealing problem.
ANSWER: The crankcase pressure sensor circuit range/performance Scheid’s resident Ford guy, Dan Vogel, says ’99-to-’03 7.3Ls are no-
code you see is most likely related to the closed crankcase ventilation torious for connector and continuity issues with the under valve cover
(CCV) filter being saturated to the point of creating restriction in the (UVC) wiring harnesses. If you haven’t run a resistance check with a
system. The Cummins 6.7L’s CCV system dumps crankcase gases into multimeter between the injector driver module (IDM) and the wiring
the turbocharger inlet “post filter” in order to help reduce emissions. The to each of the injectors or replaced those molded harnesses, now might
owner’s manual says the CCV needs replacing at 67,500 miles, and that’s be a good time to do so. Again, the best way to get right to the heart of
the odometer reading when the computer will throw the type of warning the issue is have a good technician run diagnostic tests.

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DieselPowerMagazine DieselPowerMagazine DieselPowerMag.com and
DieselPowerChallenge.com

Cummins Inc. | Columbus, IN
At our first stop, our Nissan engineer
joins a counterpart from American
Fortune 500 company Cummins,
Inc., to discuss the evolution of their 1
revolutionary diesels, and some
of the innovations within the 2016
Nissan TITAN XD’s 310-hp, 555lb-ft-
of-torque, Cummins® 5.0L V-8 Turbo
Diesel engine*.
Nissan Design Facility | La Jolla, CA

Possibly no single vehicle punches
higher above its weight than the
tugboat, whose might is only rivaled
by its precision. At a shipyard near
2 Nissan’s design facility, we see how

this powerhouse served as inspiration
for the TITAN XD and its over 12,000-
pound towing capacity,** integrated
trailer brake, Trailer Sway Control, Hill
Descent Control, two available towing
hitches, and full suite of towing and
bed innovations*.
Nissan Technical Center | Stanfield, AZ

The biggest and toughest land vehicles are the earthmovers that navigate some
of the world’s roughest terrain, grind it into submission, and then transport it
3
over long distances. At a construction site near the Nissan Technical Center in
Stanfield, Arizona, we witness the TITAN XD’s harsh testing procedures, see
the benefits of its fully boxed ladder frame and hydraulic body mounts, and
learn why its heavy-duty brakes, suspension and differential were developed
from Nissan’s own Commercial Vehicles program.
TITAN Assembly Plant | Canton, MS

In the operator’s cab of a towering
construction crane, we see the
importance of visibility and control
in a place where power and precision
are paramount to a job well done.
Likewise, the Nissan TITAN’s
360-degree Around View Monitor*
system gives its drivers expanded
visibility when maneuvering in tight
spaces, and its Intelligent Key Trailer
Light Check, innovative bed design, For a more complete understanding of the Nissan
and luxurious, tech-laden interior TITAN XD’s industry-inspired design and heavy-
make big jobs that much easier. duty construction, watch the full story on
MotorTrend.com/CommonCore
4
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What are some of the innovations discussed in the Cummins diesel engines?

What are some of the innovations discussed in the Cummins diesel engines?

What vehicles provided inspiration for features of the Nissan Titan XD?

What vehicles provided inspiration for features of the Nissan Titan XD?

INDUSTRY LEADERS DISCUSS EPA’S TOUGH STAND ON ENGINE MODS

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BFGoodrichTires.com/KO2 © 2016 MNA, Inc. All rights reserved.

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Meyer Distributing is a performance and truck accessory wholesale distributor.

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Afton Fair in Afton, New York, to try and

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According to the Irish Examiner:

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Cummins Premium Winch Brake Caliper Cheetah