Ultimate Diesel Builder's Guide - - Contents - Text/photography: Joe Daniels

A 1,000-Horse­power Du­ra­max to Do It All.

Re­gard­less of what you buy or own, it's hard to get one thing to do all the things you would like it to do. And the more money you spend on some­thing, the higher your ex­pec­ta­tions. The same goes with a diesel truck. Sure, they can do a lot of things right out of the box, but if you have mul­ti­ple pur­poses for your truck, it will take some cus­tom tai­lor­ing to make it do what you want it to.

Case in point is Mike Moore’s plain Jane 2001 Chevy Sil­ver­ado 2500 HD. Like most diesel own­ers, he pur­chased the truck as a daily driver, but as his needs and wants ex­panded, so did the scope of his project build.

“It’s been an on-go­ing project with dif­fer­ent as­pects done at dif­fer­ent times,” Moore ad­mit­ted. “Fi­nally got it fin­ished in May of 2013 to com­pete in ev­ery­thing: sled pulling, drag rac­ing and even plow snow.”

Rather than spend lots of money on ap­pear­ance items, such as a huge lift kit and mon­ster tires and wheels, Mike opted to put his money where it counted, in the driv­e­train.

Start­ing at the rear, the fac­tory GM 11.5-inch rear end was fit­ted with Dirty Hooker Diesel 38-spline axles and 3.73 gear­ing, with a DHD (Dirty Hooker Diesel) locker capped with a PML diff cover. A set of Cal­trac bars helps put the power to the ground. DHD sus­pen­sion stops and a front weight bracket are used for sled pulling while Bil­stein shocks are fit­ted at each cor­ner.

The front end is equally beefed. SSBC Big Brake kits were in­stalled front and rear and fed with Rus­sell stain­less steel brake lines. The fac­tory IFS is fit­ted with a DHD bil­let front slider and an Ea- ton e-locker for max­i­mum trac­tion. DHD stain­less tie rod sleeves keep them from bend­ing un­der sled pulling loads while Tim­bren bump stops limit sus­pen­sion travel. Trac­tion is pro­vided by 285/70R17 BFG All Ter­rains mounted on 17x8 Hum­mer H2 al­loy wheels.

To build a truck that will ex­cel in both sled pulling and drag rac­ing, a po­tent pow­er­plant is a must. The orig­i­nal LB7 Du­ra­max was pulled and given a thor­ough re­build us­ing top-qual­ity hard parts. Van Al­s­tine of San­dusky, Michi­gan, did the ma­chine work on the 6.6L en­gine, which in­cluded a keyed crank, and cut and coated pis­tons. The ro­tat­ing as­sem­bly fea­tures Carrillo rods and a Socal Diesel 3388 camshaft, which ac­tu­ates Mer­chant Au­to­mo­tive pushrods and Socal bee­hive valve springs to open and close valves in­side the Socal Stage II cylin­der heads. Mer­chant Au­to­mo­tive mo­tor mounts keep the en­gine in place. Dirty Hooker Diesel owner Tony Burkhard of Har­bor Beach, Michi­gan, is cred­ited with as­sem­bling the ex­ter­nally bal­anced pow­er­plant with a GM Grade C head gas­ket and ARP studs.

Dirty Hooker Diesel came up with the trick com­pound turbo sys­tem, which uti­lizes a Tur­bo­netic’s RG-45 waste­gate. To make the com­bi­na­tion of an S366/74 and

S483/96 ICI tur­bos work ef­fi­ciently, the air charge flows through a Banks in­ter­cooler be­fore hit­ting the DHD High Flow Y-bridge in­take man­i­fold. The combo is said to make 100 pounds of boost, ac­cord­ing to Moore. Tun­ing is courtesy of Mark Broviak at Danville Per­for­mance and EFILIVE.

Fuel­ing starts with a FASS 260-gph lift pump and twin PPE CP3S from an LBZ en­gine. Ex­ergy 100-per­cent over in­jec­tors de­liver the fuel to the com­bus­tion cham­bers. PPE high-flow ex­haust man­i­folds and up-pipes help gen­er­ate the boost. A DHD black ce­ramic cus­tom ex­haust from the S483 pushes soot out via a 6-inch ex­haust stack in the bed. Paint- matched plumb­ing un­der the hood adds some bling. Moore says the truck made nearly 1,000 horse­power and 1,700 lb/ ft of torque on the dyno be­fore the tires started smok­ing on the rollers.

Turn­ing all the horse­power and torque into us­able for­ward mo­tion comes from a built Al­li­son 1000 se­ries au­to­matic. Burkhard picked the right com­bi­na­tion of parts to make it work and did the as­sem­bly. The trans fea­tures an ATS 1,800-rpm stall torque con­verter, Sun Coast clutches and Trango valve body and shift kit. Other goods in­side the slush­box in­clude bil­let in­put and output shafts, bil­let plan­e­tary gears sets and a sleeved C2 drive hub. The trans-

fer case was fit­ted with a DHD pump rub plate while Spicer 1480 U-joints help trans­fer the power through cus­tom CCI drive­shafts.

On the out­side, the truck re­tains a rel­a­tively stock ap­pear­ance with the ex­cep­tion of a Mid Michi­gan Body Parts cowl hood and roll pan along with a bil­let in­sert for the fac­tory grille. And on the in­side, the truck is bone stock with the ex­cep­tion of a host of Au­tome­ter gauges keep­ing track of fuel pres­sure, boost and EGT.

Ac­cord­ing to Moore, “this truck is the true def­i­ni­tion of a sleeper. It’s cur­rently on the list of Top 50 fastest Du­ra­maxes and is a daily driven truck. The truck is raced, pulled and plows snow, and is a good daily driver. It’s a show­case of what good parts and a prop­erly built truck can do.”

And by the way, the truck runs con­sis­tent low 10-sec­ond passes at more than 130 mph and still gets 21 mpg on the free­way. Now that’s an all-po­si­tion player. UDBG

PPE dual CP3S from an LBZ pro­vide plenty of fuel vol­ume and pres­sure for 100-over in­jec­tors.

Push­ing fuel for­ward is a FASS 260-gph fuel sys­tem.

Rolling stock on the truck is all GM with 17x8 Hum­mer H2 wheels wrapped with 285/70R17 BFG rub­ber.

Hard to be­lieve 1,000 horse­power can be pack­aged so neatly. The com­pound turbo D-max has a whole host of go-fast in­ter­nals and it looks good too with paint-matched plumb­ing and heat wraps on the turbo.

The trick com­pound turbo sys­tem uti­lizes a Tur­bo­netic’s RG-45 waste­gate that works with a com­bi­na­tion of an S366/74 and S483/96 ICI tur­bos to make 100 psi of boost.

The fac­tory GM 11.5-inch rear end was fit­ted with Dirty Hooker Diesel 38-spline axles and 3.73 gear­ing, with a DHD (Dirty Hooker Diesel) locker and PML diff cover. Cal­trac bars put the power to the ground.

At the rear, the bumper was re­placed with a roll pan. If you look closely, you can see a Dale Earn­hardt deal­er­ship sticker on the left side of the tail­gate.

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