FINANCIAL MISTAKE

Mandatory Engine Build

When disaster struck just three years into the swap (the camshaft had split in two and summarily led to the valves meeting the pistons), Tyler was forced to rebuild the Cummins. On top of the standard machining performed on the block and head, he opted for ARP main studs, ARP rod bolts, and Mahle standard bore marine pistons. He also O-ringed the head and added head studs as reinforcement measures. A drop-in, 188/220 Hamilton camshaft, stiffer valve springs, 24-valve tappets, and heavier-duty pushrods were also part of the engine’s makeover.

No Shortage of Fuel

Tyler’s path toward 700 rwhp began by making all the usual tweaks to the 12mm P7100. Grinding down the factory fuel plate to a #0, modifying the AFC, adding 4,000-rpm governor springs, a Mack rack plug, 7mm delivery valves, and a Tork Teknology adjustable overflow valve help wake the 175hp pump up tremendously, while a FASS system and a dual feed line kit keep it supplied with plenty of fuel. Contagious Diesel 5x18 injectors with Sac-style nozzles make use of the popular 155-degree spray angle to match the marine piston bowls located beneath them.

60+ PSI of Boost

Packing the cylinders full of air begins with an S400, equipped with a race cover and 6-inch to 5.5-inch air intake that Tyler fabricated. The sizable single employed a billet 67.7mm compressor wheel, an 83mm turbine, and a fairly loose 1.10 A/R exhaust housing. It mounted to a T4 Steed Speed exhaust manifold with a 1-inch T4 spacer between the two in order to clear the race cover. Per Tyler’s Auto Meter analog gauge along the A-pillar, the engine sees more than 60 psi of boost at full steam ahead. Boost is routed through an aluminum 7.3L Super Duty intercooler before making its way into the engine.

47RE & Manual Valve Body

With the kind of hard-earned miles Tyler planned to put on the engine, erring on the side of an overbuilt transmission was more than justifiable. Making the four-speed 47RE darn near indestructible, it was treated to all billet shafts and a billet direct drum, Raybestos clutches, and a billet stator, 3D race converter—all from Suncoast. The converter’s 2,500-rpm stall speed lights the S467.7 perfectly and the use of Suncoast’s manual valve body places every shift in Tyler’s hands. A remote mount, external filter, 6.0L Power Stroke transmission cooler, and deep PPE pan keep fluid clean and cool. As a matter of fact, Tyler tells us ATF never crests 150 degrees.