ORANGE CRUSH
glass windows in the truck, they could drop several hundred more pounds by swapping to Lexan windows and fiberglass body panels if Dalton gets serious about running in the Pro Mod category.
Once the chassis was finished, Dalton and his build team turned their focus on the engine and transmission. They chose to stick with a tried-and-true 5.9L Cummins common rail engine and turned to the team at Donalson Diesel Performance to assemble it. A factory 5.9L Cummins crankshaft at the heart of the engine swings a set of Diamond pistons at the end of a set of R&R connecting rods with a Fluidamper balancer to keep it spinning smoothly. The valves are actuated by a Hamilton Cams camshaft through chromoly Hamilton pushrods and Hamilton valve springs. ARP studs and bolts are used throughout to hold everything together. Cooling is handled by an electric water pump and a Griffin aluminum radiator along with a Fleece Performance Engineering coolant bypass kit to equalize pressure and keep the freeze plugs in the engine. The engine is capped off with a Cummins valve cover that was treated to skullthemed hydro-dipped graphics by Oldskoolfab.
A single 88mm Garrett turbocharger is employed to keep the airflow high and simple. Spent exhaust gasses from the engine are fed to the turbo via a Steed Speed exhaust manifold then channeled out of the hood through a fabricated stainless steel pipe. The compressed intake charge leaves the Garrett turbo before traveling through a custom fabricated boost tube and into a Banks Power intercooler then back out through another fabricated boost tube and into the head through a fabricated intake elbow that is painted bright orange to match the truck.
Of course, with a lot of air available the engine will also need a lot of fuel to make good power. Fuel is pumped from the fabricated WOD fuel cell in the rear of the truck by a 250 GPH FASS fuel pump