HUMMIN’ CUMMINS
SAND BLASTING IN A 1,000-HP DIESEL HUMMER H1
Steve Ortner, of Belleville, Michigan always wanted a Hummer. When he did finally get the chance to buy a ’94 civilian-spec Hummer H1 he was quite overjoyed. But there was a problem. “The Hummer had a naturally aspirated 6.2L engine in it, and it was so, so slow,” Ortner says. “There were times on hills you didn’t think it would make it up to the speed limit!” He for sure had the vehicle he’d always wanted—but it was powered by the wrong engine.
12-Valve Transplant
“I’d always liked stuff with power and reliability, so the 5.9L 12-valve Cummins was an obvious choice,” Ortner says. After acquiring an engine from a Fed-ex truck he was off to the races. Since he knew he wanted a lot of power he started with the engine block and worked his way up. The Cummins block was fitted with 14mm ARP main studs and a girdle that’s based on a Industrial Injection Gorilla Girdle but was modified at Ortner’s machine shop, Mountain Machine. He kept the factory crank, but
from Wagler Competition Products, along with Diamond pistons. A 188/220 camshaft from Hamilton Cams was added, and the block was machined to accept 14mm head studs. After the bottom end was assembled Ortner opened up the Hamilton Cams catalog again for one of their Street heads, along with a valve spring package and pushrods.
Compounds
While a single turbocharger would have been the easy way to go, Ortner was more concerned with response and power. So compounds it was. With a high-rpm capable engine, Ortner went with a 66mm turbocharger as his smaller turbo, and a monster 88mm Borgwarner SX-E for the large turbo. He also built a custom intercooler out from a bare core and jacked the fuel to the stratosphere with a 13mm P7100 pump from Farrell Diesel Service, 5x0.025-inch injectors from Power Driven Diesel, Scheid
Diesel 0.120-inch injection lines and a 220-gph FASS lift pump. Estimated horsepower is somewhere around 1,000 hp even with the 13mm pump turned down.
Power Transmission
Transmissions can be a large and troublesome part of diesel swaps, but in this case Ortner lucked out. A GM 4L80E easily fit in the transmission tunnel, and he was able to adapt the Cummins engine to the transmission via an adapter plate of his own design. A Cummins-to-gm flexplate was also used as the final piece to hook everything together. Now, GM 4L80E transmissions are a good design for diesels because they use an overdrive gear, are relatively light and can be built to be very strong. For a racing gearbox that could handle the engine’s monster torque, Ortner dropped the electronic “E” and went with a full manual valve body and performance transmission from J&H. The 4L80 features raised line pressures, aftermarket shafts and a tough Yank Performance torque converter that stalls at about 2,200 rpm. Used in off-road race trucks, this converter is one that’s built to handle abuse.
Suspension
The suspension was another area where Ortner turned to the offroad racing industry, as it’s not like every parts store carries lift kits for Hummers. He wanted his H1 to be plenty capable, so he went with a Rod Hall Products long-travel spring and shock package that was designed to give the truck a couple inches of lift along with useful travel. The rest of the drivetrain was also suitably reinforced, with a transfer case out of an armored Humvee and ARB air lockers front and rear that work with the factory gearing. Ortner also upsized in the wheel and tire department with 37-inch Pitbull Rocker XOR tires mounted on 17x9-inch Method Race Wheels beadlocks.
Dream Truck
When he was finished building out his innovative Hummer, Steve Ortner now had enough power to pass cars on the highway—and just about everything else. He spends a lot of time in the sand where the Hummer really shines, as its independent suspension, huge wheels and tires and all that diesel torque make for just about the perfect combination. So what’s next? “I need to find a
four-wheel-drive dyno in the area and start really leaning on it,” he says. He’s also attracted enough interest in his personal Hummer conversion that he’s now building examples for customers. “I had a lot of friends help out with this one,” Ortner says. “Casey Curtis, Ed Larsen, Carl Sparks and Chris Reiter, and we decided we wanted to do more. There are about three in the shop right now—and I don’t see things slowing down any time soon.”
ESTIMATED HORSEPOWER IS NOW SOMEWHERE AROUND 1,000 HP.