THE NEW BOSS

the low-mile 6.7L was pulled, torn down, and rebuilt with some of the best hard parts in the industry. A balanced rotating assembly is made up of the factory crankshaft, forged-steel rods from Wagler Competition Products, and coated, standard-bore OEM pistons. Valvetrain upgrades include a Stage 1 cam from River City Diesel, Midwest HD valve springs, and Midwest chromoly pushrods. To keep the head gaskets alive with big boost in the mix, the heads were O-ringed.

Dual Fuelers, Two Lift Pumps, & 60% Overs

While Cain knew a set of 60% over injectors from River City Diesel would bring big horsepower into the equation, he also knew the factory CP4.2 would need help maintaining rail pressure. Opting for H&S Motorsports’ dual high-pressure fuel kit, a belt-driven CP3 shares the workload of producing 30,000 psi with the stock pump. As for low-pressure supply, each high-pressure pump is fed fuel via its own dedicated lift pump system: the factory lift pump feeding the CP4.2 50-55 psi, and a 95gph Titanium system from FASS sending 15psi worth of diesel to the CP3.

Precision Atmospheric, VGT in the Valley

Cramming air into the built 6.7L begins with an 86mm lowpressure turbo from Precision, while a 66mm VGT from Diesel Technology Source mounted in the factory location handles the second stage of compression. The compound arrangement was designed, fabricated, and installed by Midwest Diesel & Auto, and Cain’s system incorporates a 44mm TIAL wastegate, which routes excess drive pressure away from the VGT and into the turbine side of the atmosphere charger. This keeps the high-pressure (valley) turbo from overspeeding while also keeping the big Precision busy. A Hi-flow, direct-replacement water-to-air intercooler from Absolute Performance keeps EGTS cool.

Competition 6R140

On any high-powered diesel—and especially a heavy truck that’s used to tow—the transmission needs to be stout. This is precisely why one of Midwest Diesel & Auto’s renowned Competition 6R140s is bolted to the back of Cain’s 6.7L. To survive big torque and plenty of abuse, the six-speed Torqshift is fitted with additional Raybestos

 You’ll find a very busy engine bay under the hood of Jon Cain’s ’16 F-350—and by busy we mean compound turbos. The two-stage system feeds more than 70 psi worth of boost into a Midwest Diesel & Auto-built 6.7L Power Stroke. The battle-ready short block consists of Wagler Competition Products forged rods, coated factory (standard bore) pistons, and a Stage 1 cam from River City Diesel. Top-end mods include a set of O-ringed heads fitted with Midwest’s HD valve springs and secured to the block via ARP studs.

 Midwest Diesel & Auto’s compound turbo kit allowed Cain to add a sizeable atmospheric charger without the need for extensive engine bay modifications. His low-pressure turbo of choice is a Precision Turbo & Engine CEA 8685, aptly named for its use of a billet 86mm compressor wheel (inducer) and an 85mm turbine wheel (exducer). To keep the 66mm VGT in the valley from overspeeding (and to drive the big Precision even harder), excess drive pressure is routed to the atmosphere charger when the system’s 44mm TIAL wastegate opens.

 With a set of 60% over River City Diesel injectors to feed, rail pressure is maintained thanks to a dual high-pressure fuel kit from H&S Motorsports. The two-pump system retains the factory Bosch CP4.2 in the valley but adds a belt-driven CP3 intended for a 6.7L Cummins application to the mix. Here you can see the CP3’S mounting location right behind the fan shroud, where an optional second alternator would go.