Diesel World - - Contents - BY CHRIS TOBIN

When set­ting out to build a go-fast drag truck, most peo­ple start with the light­est pos­si­ble plat­form and work from there to make it even lighter and faster. But Chase Lunsford is not most peo­ple. The co-owner of Kingspeed Race & Re­pair in Bowling Green, Ken­tucky, had been wrench­ing on his 5-speed man­ual trans­mis­sion 2001 Dodge Ram 3500 du­ally for years, im­prov­ing things and mak­ing more power, be­fore he de­cided to get se­ri­ous with it. Lunsford and his team de­cided to go Pro Street racing with the truck and knew they had their work cut out for them.


Not long af­ter de­cid­ing to move up to the Pro Street class, Kingspeed part­ner Michael Cordova cut the frame in half while Lunsford was away and the se­ri­ous Pro Street ef­fort be­gan. Lunsford, his wife El­iz­a­beth, Steven Cole, and Cordova went to work on build­ing the truck into what you see here to­day: a pur­pose built Pro Street diesel drag racer that fin­ished sec­ond in the ODSS Pro Street Cham­pi­onship bat­tle for both 2015 and 2016 while tak­ing home wins at the Scheid Diesel Ex­trav­a­ganza and the Rocky Top Diesel Shootout.


The Kingspeed crew per­formed a “back-half” con­ver­sion by re­mov­ing the rear sec­tion of the 3500’s frame far un­der the cab near the trans­mis­sion cross­mem­ber. Chro­moly tub­ing was used to re­place the fac­tory struc­ture and pro­vide mount­ing points for the rear sus­pen­sion. The heavy full-du­ally bed was ditched in fa­vor of a set of SRW bed­sides that are se­cured in place with light­weight tub­ing to main­tain a fac­tory look in pro­file, but from the rear the en­tire lat­tice work of chro­moly tub­ing is easy to see.

For safety and to fur­ther stiffen the chas­sis, Lunsford and his Kingspeed team in­stalled an Nhra-cer­ti­fied 8.50-sec­ond roll cage in the cab with sup­port bars that come down to the rear por­tion of the chas­sis through the tinted Lexan rear win­dow. The in­te­rior was stripped bare to make room for the roll cage; then they in­stalled a Cor­beau FX1 Pro race seat as well as a set of Simp­son 5-point race har­nesses. A quick-re­lease steer­ing col­umn and light­weight racing steer­ing wheel keep the truck pointed in the right di­rec­tion. The build team also used Lexan to re­place the wind­shield to save weight and of­fer a safer al­ter­na­tive for track use. To cap off the body mod­i­fi­ca­tions, the truck was wrapped in metal­lic gray vinyl and treated to gold vinyl graph­ics with the Kingspeed logo and black spon­sor lo­gos on the rear of the bed­sides.


Up front, the 4WD truck puts power to the ground with the stock Dana 60 axle as­sem­bly and a set of fac­tory coil springs that were cut down for a bet­ter ride height, as well as dou­ble-ad­justable QA1 shocks. In the rear, the build team in­stalled a Moser Engi­neer­ing M9 fab­ri­cated rear axle as­sem­bly for a huge weight re­duc­tion over the fac­tory du­ally axle. The M9 is lo­cated with a wish­bone link up top and a set of Com­pe­ti­tion Engi­neer­ing lad­der bars on the sides. Ride height and sus­pen­sion tun­ing are de­ter­mined by a pair of Strange Engi­neer­ing dou­ble-ad­justable coilover shocks.

The truck rolls on Hoosier 29x13.50x15lt Quick Time Pro drag tires that are wrapped around light­weight 15x10-inch Holeshot racing wheels at all four cor­ners. In ad­di­tion to the Nhra-man­dated para­chute mounted to the rear of the chas­sis, Lunsford re­lies on up­graded wheel brakes with Wilwood 6-pis­ton calipers and ro­tors up front and dual 4-pis­ton Moser calipers and ro­tors on each side in the rear to whoa down the 4,560-pound truck at the big end of the track.

Af­ter the chas­sis mod­i­fi­ca­tions were com­plete, the Kingspeed team needed a po­tent pow­er­plant to push the truck down the track. Start­ing with a 2008 Cum­mins block, they built a 6.7L high-com­pres­sion, com­mon-rail race en­gine. The heart of the en­gine is a Cum­mins crank­shaft that swings Kingspeed con­nect­ing rods and 20:1 Di­a­mond pis­tons that were built to Kingspeed spec­i­fi­ca­tions. A Kingspeed roller cam ac­tu­ates 1mm over­sized valves in the Kingspeed Com­pe­ti­tion cylin­der head with the in­take shelf milled off and re­placed by a Kingspeed billet alu­minum ma­chined in­take man­i­fold.

The orig­i­nal VP44 fuel sys­tem would not keep up with Lunsford’s go-fast plans, so he went with a com­mon-rail op­tion for the truck. It starts with a me­chan­i­cal low-pres­sure pump that draws fuel from the rear-mounted alu­minum fuel cell and then feeds into a pair of Fleece Per­for­mance Engi­neer­ing Pow­er­flo 750 CP3 high-pres­sure fuel pumps. Then the high-pres­sure fuel is fed into the fuel rail and handed off to a set of Dynomite Diesel Prod­ucts Su­per Men­tal fuel injectors. To en­hance the en­gine fur­ther, the truck has two nitrous bot­tles and three kits of nitrous to boost per­for­mance on de­mand.

Rather than go with a com­pound turbo setup, Lunsford and the Kingspeed team chose to keep it sim­ple with a sin­gle Borg­warner S400 88mm turbo that’s fed hot ex­haust from the en­gine through a Steed Speed Com­pe­ti­tion T6 ex­haust man­i­fold. A pair of large Tur­bosmart waste­gates is em­ployed to keep boost pres­sure in the de­sired range. Spent gases from the turbo and waste­gates are di­rected up through hood stacks, while the com­pressed charge from the turbo is fed into a Mishi­moto 6.0L Ford in­ter­cooler be­fore re­turn­ing to the en­gine through a Cum­mins in­take el­bow. Lunsford uses EFILIVE tun­ing to con­trol the en­gine and es­ti­mates that it is mak­ing around 2,000 hp and 2,500 lb-ft of torque.



To han­dle all that power, the Kingspeed team built a com­pe­ti­tion­ready Dodge 47RH trans­mis­sion that is linked to the en­gine through an Sfi-ap­proved ATS flex­plate and Diesel Per­for­mance Con­vert­ers billet torque con­verter with a 3,800rpm stall speed. A B&M trans­mis­sion cooler mounted be­hind the cab near the fuel cell helps keep the trans­mis­sion cool, while a B&M Pro­ratchet shifter han­dles gear se­lec­tion. The com­bi­na­tion has run a best quar­ter-mile pass of 8.61 sec­onds at 166 mph and a best eighth­mile run of 5.41 sec­onds at 136.8 mph.

Since the time we shot the truck at the end of the 2016 sea­son, Lunsford and his Kingspeed team de­cided to make changes in the race team and opted to sell the truck to make room for the team’s new build—a Pro Mod tube chas­sis truck that they plan to cam­paign through the 2017 sea­son and be­yond. We look for­ward to see­ing the new ride and will bring shots of it to you as soon as we can, but don’t for­get about this former du­ally; we ex­pect to see the new owner Seth Hig­gins tear­ing up the track with it on a reg­u­lar ba­sis!

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