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.