No­body’s Fuel

Sim­ple mods bring a 6.7L Ford Power Stroke nearly 700 hp with­out any fu­el­ing up­grades

Diesel Power - - Contents - Words by BRIAN LOHNES + Pho­tos by JA­SON SANDS

EV­ERY ONCE in a while, we run into a build that serves as a stark re­minder of how lucky we are to be liv­ing in this era of diesel per­for­mance, a truck that is not built to be the “ul­ti­mate” ex­am­ple of any­thing, but in­stead one that is put to­gether with goals in mind and brains in use. The stom­per we are talk­ing about is Jeff Teasley’s ’16 Ford F-350 King Ranch, which was built be­cause Jeff wanted to have a killer rig ca­pa­ble of do­ing work his other trucks can­not. This is not an F-350 that is dras­ti­cally al­tered me­chan­i­cally, aes­thet­i­cally, or oth­er­wise. This is a pickup that has had its looks, stance, and per­for­mance en­hanced to live up to Jeff’s vi­sion of what a work-and-play rig can be.

It is im­pos­si­ble to deny that to­day’s stock diesel plat­forms are fan­tas­tic foun­da­tions with which to build per­for­mance. In this case, we are talk­ing

about the 6.7L Power Stroke en­gine that mo­ti­vates Jeff’s F-350. In fact, the in­ter­nals of this en­gine have never seen day­light. “I wanted to do a daily driver,” Jeff says. “The goal was a clean build that could be worked. Af­ter talk­ing about it, we kept the fuel stock and just fo­cused on air­flow. With the new 6.7L-pow­ered trucks, you can make lots of power with stock fu­el­ing.” Jeff is not kid­ding. The Power Stroke makes 670 hp and 1,350 lb-ft of torque with the orig­i­nal fuel sys­tem—no high-vol­ume lift pump or larger in­jec­tors, only the fac­tory-in­stalled bits and pieces.

Mike Haller at Haller’s Re­pair took the lead on the build, and his recipe for mak­ing re­li­able, hard­work­ing power cen­ters around air­flow in both di­rec­tions. We’re talk­ing about get­ting the air in and ex­haust out. For the pres­sure side of the pro­gram, Mike set­tled on a Mid­west Diesel–pre­pared BorgWarner S475 tur­bocharger kit. This setup keeps the stock turbo in place and, with the ad­di­tion of the S475, trans­forms the al­ready tough 6.7L pow­er­plant into a draft horse that

can gal­lop. The proof is in the boosted pud­ding. “I see 58 psi at peak,” Jeff says. “I can be tow­ing up a big grade with 16,000 pounds be­hind me and the EGT doesn’t crack 1,200 de­grees.” The un­der­hood plumb­ing is art­work. No Limit Fabri­ca­tion’s pol­ished pipes take the job of mov­ing air into the en­gine and turn it into func­tional sculp­ture. What does Jeff’s rig pull that weighs so much? The big F-350 ba­si­cally rolls with ei­ther a 40-foot fifth-wheel trailer or 25-foot equip­ment hauler be­hind it. This big boy is earn­ing a liv­ing for sure.

With the truck’s el­e­vated stance and the heavy work­loads it’s sub­jected to, proper sus­pen­sion is not just im­por­tant for looks, it is also crit­i­cal for safely han­dling the loads. An Icon Ve­hi­cle Dy­nam­ics level­ing sys­tem car­ries that beef on stock axles with 3.55 gears. It is the foun­da­tion that keeps Jeff’s pickup head­ing down the road hap­pily, along with Bil­stein 5100 shocks, Hell­wig Prod­ucts sway bars, and One Up Of­froad trac­tion bars. In a work­ing ap­pli­ca­tion like this (which is not de­signed to only be a dragstrip hero), mak­ing the right de­ci­sions for the com­po­nents un­der the truck is vi­tal. Wheels and tires are also an im­por­tant part of the mix, and the 22x12 BMF No­vakane hoops along with the 35x12.5R22 Toyo Open Coun­try A/T II tires have proven them­selves ca­pa­ble of han­dling the loads and the miles.

The ex­te­rior mod­i­fi­ca­tions of the ’16 F-350 fol­low the same pat­tern as the en­gine changes. Ford’s King Ranch styling isn’t changed; it’s merely en­hanced by a Rigid In­dus­tries light­bar and a Re­trax bed­cover, plus Re­con tail­lights, third brake light, and mir­ror lights. Again, the idea here was to build a good-look­ing and hard-run­ning daily driver. Ev­ery one of the ex­te­rior tweaks helps the truck work a lit­tle bet­ter than it did when it left the fac­tory.

When we look in­side the cab of the big white beast, we see Jeff de­cided to leave the F-350’s full-on liv­ing-room-style King Ranch treat­ments alone. Many truck en­thu­si­asts be­lieve there isn’t another in­te­rior avail­able to­day that matches the Ford crew cab for lux­ury and com­fort. Jeff ob­vi­ously agrees. He did add an Edge Prod­ucts In­sight pro­gram­mer to keep tabs on the en­gine and make on-the-fly tun­ing changes. The unit looks right at home in this big, white Ford.

Dur­ing a build, it takes se­ri­ous com­mit­ment to not fall into the clas­sic case of project creep. In run­ning this project, Mike def­i­nitely took Jeff’s rig in a di­rec­tion where it is clear he did not fall vic­tim to that syn­drome. There are so many op­tions and so much “easy power” to be made these days.

Project trucks like Jeff’s are great ex­am­ples of how tak­ing ad­van­tage of ad­vance­ments in fac­tory en­gi­neer­ing can re­sult in rigs that are built on a work­ing­man’s bud­get. Many diesel en­thu­si­asts get a lit­tle queasy at the idea of pulling apart an en­gine that is barely bro­ken in, and this is a shin­ing ex­am­ple of the fact that you no longer have to do that. The camshaft, cylin­der heads, crank­shaft, pis­tons, rods, and fuel sys­tem bolted into this F-350 are ex­actly as they were when the en­gine was orig­i­nally as­sem­bled. Max­i­miz­ing the 6.7L Power Stroke’s air in­take and ex­haust has def­i­nitely de­liv­ered Jeff the truck he wants and needs.

“I wanted to do a daily driver,” Jeff says. “The goal was a clean build that could be worked.”

The 6.7L Ford Power Stroke en­gine pow­er­ing this truck makes more than 1,300 lb-ft of torque and nearly 700 hp—all with stock fu­el­ing. En­hanc­ing the air­flow side of the en­gine led to ma­jor gains for a hard­work­ing rig.

A BorgWarner S475 tur­bocharger from Mid­west Diesel is the at­mo­spheric turbo that feeds the OEM tur­bocharger’s pres­sur­ized air. The re­sult is big-time power, es­pe­cially when you con­sider this rig op­er­ates with a com­pletely stock fuel sys­tem!

Sure, this en­gine com­part­ment looks busier than stock, but to Diesel Power read­ers, this is al­most as beau­ti­ful as a mod­ern sculp­ture.

The F-350’s tough stance is achieved with an Icon Ve­hi­cle Dy­nam­ics level­ing kit, Bil­stein shocks, and Hell­wig Prod­ucts front and rear sway bars. One Up Of­froad’s trac­tion bars help get power to the ground.

Rather than get crazy with a mas­sive ex­haust sys­tem, Jeff con­tin­ued the theme of “classy and cool” with the pipe setup for his rig. While need­ing to im­prove ex­haust flow, he did not want to de­tract from the truck’s ap­pear­ance. So he went with a 4-inch MBRP pack­age us­ing an Aero muf­fler. You can hear him com­ing, but it is the kind of sound you want to hear if you love diesel per­for­mance.

Get­ting the wheel and tire pack­age right can make the dif­fer­ence be­tween a rig look­ing per­fect and one that makes you look away. The black 22x12 BMF No­vakane wheels are cool, and the 35x12.5xR22 Toyo AT2 tires are ag­gres­sive enough to get at­ten­tion and strong enough to do work.

The back end of Jeff Teasley’s Ford works the hard­est. This rig is of­ten tasked with haul­ing heavy loads over long dis­tances. That’s more proof that the Icon Ve­hi­cle Dy­nam­ics sus­pen­sion is as func­tional as it is good look­ing.

Other than the ad­di­tion of an Edge Prod­ucts In­sight pro­gram­mer, Jeff did not mess with the truck’s awe­some stock in­te­rior. The King Ranch trim level is one of the most com­fort­able and invit­ing of­fered by any ma­jor man­u­fac­turer. While the truck puts in the work, Jeff rides in style!

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