Diesel World - - Feature -

travel, they re­placed the weak fac­tory con­trol arms with light­weight fab­ri­cated chro­moly con­trol arms. Dual steer­ing sta­bi­liz­ers help keep the truck pointed in the right di­rec­tion at speed. To re­duce weight, the front fend­ers, hood and bumper sup­ports were re­moved and re­place with a fiber­glass one-piece front end and bumper shell. The hood and bumper are braced to keep them from de­form­ing at high speeds as Har­ris rock­ets down the track.

In the rear, the build team left much of the fac­tory frame (mi­nus sev­eral inches at the tail end) but ditched the fac­tory leaf spring sus­pen­sion setup in fa­vor of a cus­tom-fab­ri­cated four-link de­sign with a di­ag­o­nal lo­ca­tor bar. As with the front, Har­ris re­lies on Viking coilover shocks in the rear to tune the sus­pen­sion. To save weight they re­moved the fac­tory steel bed and in­stalled a pair of fiber­glass bed­sides along with the re­quired brac­ing and mounts to hold them se­curely in place as the truck blasts down the drag strip at nearly 170 mph. The rear of the truck is also home to an alu­minum fuel cell along with a pair of FASS Ti­ta­nium fuel pump and fil­ter sys­tems, as well as an Op­tima Red Top bat­tery. This helps keep much of the weight rear­ward and helps with trac­tion to get the truck off the line more quickly.

The truck’s rear end also helps it to run cooler un­der stress­ful rac­ing con­di­tions since the team in­stalled a Mishi­moto ra­di­a­tor and a pair of sand­wiched BD Diesel trans­mis­sion cool­ers in the space be­hind the cab. Both the ra­di­a­tor and trans­mis­sion cool­ers use elec­tric fans to pull plenty of air through their cores. A mas­ter bat­tery switch is in­stalled near the fuel cell and bat­tery to meet safety re­quire­ments. The tail end of Har­ris’ truck is com­pleted with a Stroud para­chute to help whoa the truck down from its 170-mph passes at the top end of the drag strip.

Of course a po­tent en­gine is re­quired to com­pete at the top lev­els in the diesel world, and the one Har­ris, Reed and the Ar­mor Inc. team built de­liv­ers the goods with dyno-proven runs of over 2,000 horse­power and more than 3,000 lb-ft of torque. The Ar­mor Inc.

crew built the en­gine with parts from D&J Pre­ci­sion Ma­chine to help build the stock Cum­mins into the monster it is to­day. The Cum­mins en­gine is a 6.7L mill from the 2008 truck that has gone un­der the knife for some se­ri­ous tweaks to en­able it to live at out­ra­geous power lev­els. A fac­tory Cum­mins crankshaft swings a set of D&J rods and pis­tons through the 4.21-inch cylin­der bores on a 4.88-inch stroke. A Hamil­ton Cams camshaft ac­tu­ates the valves through a set of D&J pushrods. The short block is capped with a fac­tory 6.7L Cum­mins head that has gone through D&J’S ma­chin­ing, port­ing and pol­ish­ing to op­ti­mize the air­flow in and out of the cylin­der head. They also re­moved the in­take shelf and in­stalled a bil­let alu­minum D&J in­take man­i­fold.

Plenty of air is fed into the Cum­mins en­gine through a two-turbo com­pound Garrett setup that Har­ris and his team fab­ri­cated specif­i­cally for this truck. The com­pressed air charge trav­els from the out­let of the sec­ond charger into a cus­tom alu­minum in­ter­cooler be­fore it’s di­rected into the en­gine through the D&J in­take. To go with all that air, Har­ris also adds a dash of wa­ter/ methanol from a Snow Per­for­mance kit along with a healthy dose of gig­gle gas through Ni­trous Out­let so­le­noids. Reed and his team at Dynomite Diesel Prod­ucts also devel­oped a fuel sys­tem ca­pa­ble of keep­ing up with the air­flow and in­jecta­bles.

The fuel sys­tem starts with the pair of high-flow Ti­ta­nium Se­ries FASS fuel pumps mounted on each side of the fuel cell that hand off the #2 diesel to a trio of 12mm Dynomite CP3 high-pres­sure pumps. One CP3 is in­stalled in the fac­tory lo­ca­tion and the other two are mounted with a Beans Diesel Per­for­mance large­di­am­e­ter pul­ley drive kit and ma­chined drive pul­lies with Dynomite Diesel lo­gos ma­chined into the faces of the highly pol­ished bil­let alu­minum. Highly pres­sur­ized fuel is then force-fed into the en­gine through a set of DDP in­jec­tors. On the ex­haust side, spent gasses exit the en­gine through a Steed Speed ex­haust man­i­fold be­fore

push­ing through the Garrett tur­bos and ex­it­ing the hood through a stack po­si­tioned along­side the small-di­am­e­ter waste­gate out­let stack.

Jarid Vollmer of Break­out Tun­ing han­dled the cus­tom tun­ing for the truck us­ing EFILIVE to safely make tons of power. To date, the truck has been dyno’d on sev­eral of the best chas­sis dynos across the coun­try and in Canada, the high­est mea­sure­ment be­ing 2,033 hp and 3,021 lb-ft of torque. The cur­rent dyno num­bers are con­sid­er­ably higher than mea­sured at ei­ther of the pre­vi­ous two UCC events after the team dis­cov­ered a sim­ple mis­take that was rob­bing them of lockup and di­lut­ing per­for­mance in all as­pects of com­pe­ti­tion. With the prob­lem prop­erly ad­dressed the truck has picked up both power on the dyno and speed on the track!

The Ar­mor Inc. team built a Dodge 48RE trans­mis­sion to back up the po­tent Cum­mins en­gine us­ing a TCS bil­let Fat­shaft in­put shaft, bil­let in­ter­me­di­ate shaft and Fat­shaft out­put shaft, as well as ad­di­tional bil­let TCS in­ter­nal com­po­nents and Raybestos clutches to han­dle the high power de­mands of diesel com­pe­ti­tion. A BD Diesel Sfi-rated bil­let flex­plate is used to link the crankshaft to the bil­let Diesel Per­for­mance Con­vert­ers quad-disc torque con­verter to send the power from the en­gine to the trans­mis­sion. They also in­stalled a Sun­coast Pcs-con­trolled valve body in the trans­mis­sion to give Har­ris the con­trol over the shift­ing that he de­sired us­ing a PCS 2000 con­troller.

Power out­put from the trans­mis­sion is chan­neled to a stock trans­fer case that has been mod­i­fied to ac­cept the larger di­am­e­ter bil­let Fat­shaft TCS trans­mis­sion out­put shaft. From there, power

 Look­ing un­der the truck you can see that most of the fac­tory Dodge frame was re­tained, while Har­ris and his team fab­ri­cated com­pletely new mounts and strength­en­ing tub­ing for the frame and rear sus­pen­sion.

 Fiber­glass bed­sides con­trib­ute to the weight loss the Ar­mor Inc. Dodge has un­der­gone. When run­ning on the dyno Har­ris re­lies on a set of 20-inch Moto Metal wheels wrapped in 305/50R20 Cooper Zeon LTZ tires to put the power to the rollers.

 To keep the en­gine cool Har­ris re­lies on a rear-mounted Mishi­moto ra­di­a­tor with dual elec­tric cool­ing fans. The trans­mis­sion ben­e­fits from a sand­wiched pair of BD Diesel cool­ers with a sin­gle elec­tric cool­ing fan.

 The mas­sive AAM 11.5 axle is held firmly in place with a cus­tom four-link sus­pen­sion and a di­ag­o­nal lo­ca­tor bar that the Ar­mor Inc. team fab­ri­cated. Also no­tice the Viking sin­gle-ad­justable coilover shocks that are used to dial in the re­sponse to var­i­ous track con­di­tions.

 Mov­ing to the rear it is easy to see that this truck is built strictly for com­pe­ti­tion with the rear mount bat­tery, fuel cell and of course para­chute all tak­ing up res­i­dence at the rear of the truck.

 Rather than hav­ing a whole host of ana­log gauges, Har­ris chose to keep the cock­pit sim­ple and ef­fec­tive with a Driven race wheel, sin­gle ana­log Au­tome­ter boost gauge and a TS Per­for­mance In­for­mant Pro data log­ger and gauge pack­age to mon­i­tor the truck’s per­for­mance.

 In an age when triple-turbo con­fig­u­ra­tions are be­com­ing com­mon­place in big-power trucks, Har­ris and his Ar­mor Inc. team opt to use a cus­tom two-turbo Garrett setup that de­liv­ers enough air for more than 2,000 horse­power.

 To sup­ply the en­gine with plenty of fuel, Har­ris is run­ning a trio of 12mm Dynomite Diesel Per­for­mance CP3 high-pres­sure pumps con­fig­ured with a Beans Diesel Per­for­mance large-di­am­e­ter pul­ley kit and mount.

 Peek­ing be­hind the CP3 mount you can see the long-stroke CP3S as well as the D&J Pre­ci­sion side-draft in­take man­i­fold on the D&J ported and pol­ished cylin­der head.

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