intercooler means that virtually zero boost loss occurs between the turbo and engine.
Conservative Fueling, S&S Tuned
Because the purpose behind the build was to end up with a streetfriendly, fuel-sipping cruiser, things were left relatively mild on the fuel side of things. A stock 6.7L Cummins CP3 resides in the factory location, and a 50 hp set of Scheid’s premium 5.9L common-rail injectors doesn’t compromise the CP3’S ability to produce sufficient rail pressure under high duration. All fueling is controlled by a standalone Bosch Motorsport engine control unit supplied and tuned by S&S Diesel Motorsport. Low-pressure diesel is supplied by way of a FASS system rated to flow 95 gph.
Chrysler Trans, Nissan Rear End?
Tasked with building a transmission that would live behind his potent Cummins, Dan turned to a tried-and-true 47RH build recipe,
“WE WANTED TO BUILD A UNIQUE STREET CRUISER THAT TURNED HEADS YET GOT DECENT MILEAGE.” —TODD COX
complete with a triple-disc DPC converter. But when it came time to decide on a rear axle, the third and final twist in the one-of-akind project emerged: Instead of deciding on a conventional 9-inch or something sourced from a truck, Dan and Todd agreed on a complete axle and suspension takeout from a ’98–’02 R34 Nissan Skyline GT-T. This means that not only does the car have a stout rear end, it benefits from independent rear suspension, too.
A Little Overkill Never Hurts …
Although 400 to 500 hp was the initial goal for the car, with the Scheid name involved, that soon went out the window. Fine-tuning
ALTHOUGH 400 TO 500 HP WAS THE INITIAL GOAL FOR THE CAR, WITH THE SCHEID NAME INVOLVED, THAT SOON WENT OUT THE WINDOW.
of the Bosch Motorsport ECU yielded 720 hp and 1,420 lb-ft of torque on Scheid’s engine dyno—an amount that translates into roughly 620 hp and 1,200 lb-ft at the wheels.
With a laugh, Dan told us he has a “hard time turning things down sometimes ... but what the heck!”
With this kind of power on tap, the 4,000-pound sedan might be more of a hot rod than a street cruiser—but Dan and Todd don’t mind. Either way, it’s a top-shelf showpiece that is sure to rouse the senses, become the center of many curious conversations and see 30 mpg or better coasting down the highway.
Although Todd broke ground on the project in the summer of 2016, things really began to pick up steam in the fall of 2018 in preparation for the PRI Show. During that time, three months of mostly 15-hour days were dedicated to the car. Todd is adamant that without such a driven crew of employees (Marty Ward, Bill Hill, Joel Booth, Chewy and the aforementioned John Mcelroy), none of it would have been possible.
To avoid electronics and added complexity for the project, a Chrysler 47RH was decided upon for transferring power to the wheels. The four-speed automatic was prepped for 1,500 lb-ft duty at one of Scheid’s facilities and equipped with a triple-disc converter from Diesel Performance Converters. The built 47RH resides in a transmission tunnel fabricated from 16-gauge steel.
The hefty Cummins ties into the car’s frame via custom-fabricated motor mounts with polyurethane vibration isolators. Specific areas of the frame were also boxed, braced or reinforced in one fashion or another to support the added weight of the Cummins. In Todd Cox’s own words, “We’ve modified the hell out of this frame.”
Due to obvious space constraints, a traditional air-to-air intercooler was never really an option for controlling EGT. Instead, a water-to-air system from Cxracing is employed. Thanks to its positioning on the driver’s side of the firewall, air leaving the intercooler doesn’t have to travel far before being introduced into the custom side draft intake. John Mcelroy fabricated all the piping to make the waterto-air system work.
Severing ties with the initial plan to run a set of timeless Cragars, Todd opted for Mobsteel Ambassador Artillerys instead. The front steelies measure 18x8 and wear 225/50RZ18 Bfgoodrich G-force Comp-2 all-seasons. The rear 18x9s (shown) are wrapped in slightly wider 235/50ZR18 G-force Comp-2 A/SS.
Plucked from a ’98–’02 R34 Nissan Skyline GT-T (and said to be as strong as a built Ford 9-inch), the ’39 possesses a fairly unique axle out back. What’s more, the Skyline’s independent rear suspension also made it onto the car. The rear differential houses a 3.55:1 ring and pinion, and the one-piece driveshaft was built and balanced by The Driveshaft Shop.
Walker Radiator Works provided the radiator situated in front of the Cummins. Known for its easy-to-install, bolt-in designs, virtually nothing on or near the grille had to be reworked in order to accommodate the aluminum Walker unit.
W Sourced from Heidts Hot Rod & Muscle Car Parts, the car’s front suspension consists of upper and lower control arms intended for a Mustang II, along with adjustable coilover shocks. The 0.120-inch-wall tubular control arms measure 1 inch in diameter, feature screw-in ball joints and no-squeak bushings. Steering is handled by way of one of Heidts’ full rack-and-pinion systems—also intended for a Mustang II application.