Diesel World

END­LESS AD­VANCE­MENT

THE DIESEL IN­DUS­TRY TAKES A BIG LEAP FOR­WARD AT THE 2019 PRI TRADE SHOW

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Noth­ing puts an ex­cla­ma­tion point on the end of the year quite like the Per­for­mance Rac­ing In­dus­try trade show in Indianapol­is. De­cem­ber 12-14, the 32nd an­nual PRI Show was held in the In­di­ana Con­ven­tion Cen­ter, where it once again be­came the epi­cen­ter of new rac­ing tech­nol­ogy. Thanks to the more than 3,300 man­u­fac­turer booths, the ex­hibit halls were over­flow­ing with cham­pi­onship-cal­iber ve­hi­cles, 3,000-plus horse­power en­gines, cut­ting-edge parts, and en­thu­si­as­tic peo­ple. Luck­ily for us, the diesel per­for­mance side of the rac­ing in­dus­try con­tin­ues to be well-rep­re­sented at PRI, and the gen­eral con­sen­sus at this year’s show was that 2020 is go­ing to be big.

At the Wagler Com­pe­ti­tion Prod­ucts booth, its P-pumped Du­ra­max-based DX460 mon­stros­ity was the fo­cal point. One look at this me­chan­i­cal mas­ter­piece and you’ll see why Wagler is se­ri­ous about oblit­er­at­ing the 3,000hp wall with this Du­ra­max. Over in ARP’S neck of the woods, Hais­ley Ma­chine seemed to have switched to a 24-valve ver­sion of its deck-plate, Su­per B Cum­mins for the Su­per Stock truck class. And as the guys from D&J Pre­ci­sion Ma­chine counted down the days to their re­turn to the en­gine dyno, their bil­let-alu­minum block and head Cum­mins was avail­able for ev­ery­one to see in the Flu­idampr booth.

Rep­re­sent­ing the Out­law Diesel Su­per Se­ries, the world’s fastest Power Stroke from the Rudy’s camp, PPEI and NGM Diesel’s brand-new Du­ra­max-pow­ered Corvette, and Lo­gan Yel­ton’s 5.90 In­dex first-gen all re­ceived des­ig­nated park­ing spots. Key fuel sys­tem, tur­bocharger and val­ve­train ad­vance­ments came in the form of the lat­est gear-driven lift pump, which cou­ples di­rectly to CP3’S, hub­less com­pres­sor and tur­bine wheel tech­nol­ogy, and rocker arm and rocker shaft im­prove­ments for the Du­ra­max. Take a walk with us down the aisles of PRI in the pages that fol­low.

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 ??  ?? pmeet the en­gine that will power the Fire­punk Diesel/save the Racks S10 Pro Mod in 2020. D&J Pre­ci­sion Ma­chine’s Ex­e­cu­tioner se­ries Cum­mins is com­prised of a bil­let-alu­minum block with a bed plate and 6-bolt mains, X-beam rods, forged steel ring pis­tons, and a bil­let-alu­minum 24-valve cylin­der head with dual ex­haust ports and an in­di­vid­ual run­ner ex­haust man­i­fold to match it. The goal of D&J’S Ex­e­cu­tioner se­ries pro­gram was to build an en­gine ca­pa­ble of mak­ing more than 3,000 hp while si­mul­ta­ne­ously en­sur­ing ut­most dura­bil­ity. Im­me­di­ately fol­low­ing the PRI Show, the guys at D&J loaded up and headed straight to the en­gine dyno, where the Ex­e­cu­tioner cleared more than 3,200 hp!
pmeet the en­gine that will power the Fire­punk Diesel/save the Racks S10 Pro Mod in 2020. D&J Pre­ci­sion Ma­chine’s Ex­e­cu­tioner se­ries Cum­mins is com­prised of a bil­let-alu­minum block with a bed plate and 6-bolt mains, X-beam rods, forged steel ring pis­tons, and a bil­let-alu­minum 24-valve cylin­der head with dual ex­haust ports and an in­di­vid­ual run­ner ex­haust man­i­fold to match it. The goal of D&J’S Ex­e­cu­tioner se­ries pro­gram was to build an en­gine ca­pa­ble of mak­ing more than 3,000 hp while si­mul­ta­ne­ously en­sur­ing ut­most dura­bil­ity. Im­me­di­ately fol­low­ing the PRI Show, the guys at D&J loaded up and headed straight to the en­gine dyno, where the Ex­e­cu­tioner cleared more than 3,200 hp!
 ??  ?? Man­ton Pushrods H-13 tool steel (300,000 psi) roller rock­ers might just be the ul­ti­mate solution to high-rpm is­sues as­so­ci­ated with the Du­ra­max. They fea­ture a pres­sure-fed bush­ing (i.e. no nee­dle bear­ing), an H13 tool steel ad­just­ing screw and rocker trun­nion, and were de­signed to han­dle as much as 10,000 rpm. Man­ton’s rock­ers will find a home in Tony Rizzi’s No-prep Du­ra­max, a short-stroke en­gine that sees 7,800 rpm on a reg­u­lar ba­sis. It’s also worth not­ing that Man­ton’s rock­ers are di­rect re­place­ments for the stock units, which means if you have an is­sue with one at the track you can sim­ply swap in an OEM ver­sion and keep rac­ing.
Man­ton Pushrods H-13 tool steel (300,000 psi) roller rock­ers might just be the ul­ti­mate solution to high-rpm is­sues as­so­ci­ated with the Du­ra­max. They fea­ture a pres­sure-fed bush­ing (i.e. no nee­dle bear­ing), an H13 tool steel ad­just­ing screw and rocker trun­nion, and were de­signed to han­dle as much as 10,000 rpm. Man­ton’s rock­ers will find a home in Tony Rizzi’s No-prep Du­ra­max, a short-stroke en­gine that sees 7,800 rpm on a reg­u­lar ba­sis. It’s also worth not­ing that Man­ton’s rock­ers are di­rect re­place­ments for the stock units, which means if you have an is­sue with one at the track you can sim­ply swap in an OEM ver­sion and keep rac­ing.
 ??  ?? pthe se­cond DX460 on dis­play in the Wagler booth was a com­mon-rail sport­ing triple 14mm CP3’S from S&S Diesel Mo­tor­sport. Also graced with S&S’S mas­sive, Ord­nance LE in­jec­tors, this 3,000hp-ca­pa­ble Du­ra­max is des­tined for Randy Over­ton’s Su­per Stock pulling truck. Also no­tice the top CP3, which had been fit­ted with S&S’S new bolt-on me­chan­i­cal lift pump.
pthe se­cond DX460 on dis­play in the Wagler booth was a com­mon-rail sport­ing triple 14mm CP3’S from S&S Diesel Mo­tor­sport. Also graced with S&S’S mas­sive, Ord­nance LE in­jec­tors, this 3,000hp-ca­pa­ble Du­ra­max is des­tined for Randy Over­ton’s Su­per Stock pulling truck. Also no­tice the top CP3, which had been fit­ted with S&S’S new bolt-on me­chan­i­cal lift pump.
 ??  ?? pwa­gler Com­pe­ti­tion Prod­ucts knocked it out of the park this year with its all-bil­let, me­chan­i­cally-in­jected, and Pro Stock tur­bocharged DX460. From top to bot­tom, the men­ac­ing V8 is a true work of art. Work­ing with Wimer Fuel In­jec­tion & Turbo, a 16mm plunger bil­let in­line pump lives in the val­ley and a Pro Stock trac­tor turbo with an es­ti­mated 6-inch in­ducer sits up top. The float­ing wa­ter-to-air in­ter­cooler core out front is de­signed to solve sev­eral per­for­mance-re­lated is­sues in the en­gine’s truck-pulling ap­pli­ca­tion.
pwa­gler Com­pe­ti­tion Prod­ucts knocked it out of the park this year with its all-bil­let, me­chan­i­cally-in­jected, and Pro Stock tur­bocharged DX460. From top to bot­tom, the men­ac­ing V8 is a true work of art. Work­ing with Wimer Fuel In­jec­tion & Turbo, a 16mm plunger bil­let in­line pump lives in the val­ley and a Pro Stock trac­tor turbo with an es­ti­mated 6-inch in­ducer sits up top. The float­ing wa­ter-to-air in­ter­cooler core out front is de­signed to solve sev­eral per­for­mance-re­lated is­sues in the en­gine’s truck-pulling ap­pli­ca­tion.
 ??  ?? pev­ery year it seems Gar­rett pushes the bar higher on large-frame tur­bocharg­ers. 2019 was no dif­fer­ent thanks to the un­veil­ing of its G57, a charger of­fered with your choice of an 88mm, 94mm, 98mm, 102mm, or 106mm com­pres­sor wheel (in­ducer). The G57 in­cor­po­rates a ground­break­ing one-piece alu­minum cen­ter hous­ing and back­plate to save weight, and the new 118mm In­conel tur­bine wheel hang­ing off the other end of the shaft flows 19-per­cent more than the wheel used in its GTX Gen II equiv­a­lent.
pev­ery year it seems Gar­rett pushes the bar higher on large-frame tur­bocharg­ers. 2019 was no dif­fer­ent thanks to the un­veil­ing of its G57, a charger of­fered with your choice of an 88mm, 94mm, 98mm, 102mm, or 106mm com­pres­sor wheel (in­ducer). The G57 in­cor­po­rates a ground­break­ing one-piece alu­minum cen­ter hous­ing and back­plate to save weight, and the new 118mm In­conel tur­bine wheel hang­ing off the other end of the shaft flows 19-per­cent more than the wheel used in its GTX Gen II equiv­a­lent.
 ??  ?? pas proof that there is never any short­age of in­no­va­tion go­ing on at Fleece Per­for­mance En­gi­neer­ing, they used PRI to in­tro­duce the “Uber Pumper.” It mates three Denso HP4 high-pres­sure pumps to­gether in-line, driven off of one com­mon shaft cour­tesy of the ac­com­mo­dat­ing bil­let front cover. And what bet­ter way to de­buted its rad­i­cal triple-pump de­sign than by hang­ing it off of the com­pany’s bil­let-alu­minum Cum­mins block?
pas proof that there is never any short­age of in­no­va­tion go­ing on at Fleece Per­for­mance En­gi­neer­ing, they used PRI to in­tro­duce the “Uber Pumper.” It mates three Denso HP4 high-pres­sure pumps to­gether in-line, driven off of one com­mon shaft cour­tesy of the ac­com­mo­dat­ing bil­let front cover. And what bet­ter way to de­buted its rad­i­cal triple-pump de­sign than by hang­ing it off of the com­pany’s bil­let-alu­minum Cum­mins block?
 ??  ?? pthanks to its sim­ple de­sign and the weight sav­ings it will pro­vide com­peti­tors, S&S Diesel Mo­tor­sport’s new Cp3-cou­pled lift pump should prove to be a ma­jor break­through for high-end com­mon-rail en­gines. Ca­pa­ble of flow­ing 3,000-lph, its gear-driven pump will have no prob­lem sup­port­ing as many CP3’S as you want to run. Here, S&S’S pump is shown as part of its fuel de­liv­ery sys­tem bolted to one of Wagler’s Street­fighter se­ries Cum­mins en­gines. In ad­di­tion to the fuel pump, S&S’S soon-to-be-re­leased kit fea­tures a fil­ter head that can feed up to three CP3’S and that uti­lizes a Don­ald­son fil­ter.
pthanks to its sim­ple de­sign and the weight sav­ings it will pro­vide com­peti­tors, S&S Diesel Mo­tor­sport’s new Cp3-cou­pled lift pump should prove to be a ma­jor break­through for high-end com­mon-rail en­gines. Ca­pa­ble of flow­ing 3,000-lph, its gear-driven pump will have no prob­lem sup­port­ing as many CP3’S as you want to run. Here, S&S’S pump is shown as part of its fuel de­liv­ery sys­tem bolted to one of Wagler’s Street­fighter se­ries Cum­mins en­gines. In ad­di­tion to the fuel pump, S&S’S soon-to-be-re­leased kit fea­tures a fil­ter head that can feed up to three CP3’S and that uti­lizes a Don­ald­son fil­ter.
 ??  ?? pis this the Pro Mod to beat in 2020? A lot of folks seem to think so. Thanks to the Jerry Bickel chas­sis, sub2,700-pound curb weight, and 4.3-se­cond eighth-miles with­out even lock­ing the con­verter, it’s def­i­nitely a step ahead of other ODSS Pro Mods. The PPEI/NGM Diesel Rac­ing En­gines C7 Corvette sports a bil­let 408ci Du­ra­max with Wagler heads, In­dus­trial In­jec­tion fu­el­ing, Bullseye air, a Rossler trans­mis­sion, a Ni­trous Ex­press sys­tem, and is com­pletely Motec-con­trolled. At Rudy’s Fall Truck Jam, the car put up a 1.02-se­cond 60-foot, a 2.88 330-foot, and the afore­men­tioned 4.3-se­cond blast through the ‘660.
pis this the Pro Mod to beat in 2020? A lot of folks seem to think so. Thanks to the Jerry Bickel chas­sis, sub2,700-pound curb weight, and 4.3-se­cond eighth-miles with­out even lock­ing the con­verter, it’s def­i­nitely a step ahead of other ODSS Pro Mods. The PPEI/NGM Diesel Rac­ing En­gines C7 Corvette sports a bil­let 408ci Du­ra­max with Wagler heads, In­dus­trial In­jec­tion fu­el­ing, Bullseye air, a Rossler trans­mis­sion, a Ni­trous Ex­press sys­tem, and is com­pletely Motec-con­trolled. At Rudy’s Fall Truck Jam, the car put up a 1.02-se­cond 60-foot, a 2.88 330-foot, and the afore­men­tioned 4.3-se­cond blast through the ‘660.
 ??  ?? Lo­cated in the Scheid Diesel booth, it only made sense that a Scheid spec’d Cum­mins was parked un­der the hood of Lo­gan Yel­ton’s 5.90 first-gen. The me­chan­i­cal 12-valve boasts one of Scheid’s ported heads and its val­ve­train, a Light­ning 13mm P-pump, 5x.035 in­jec­tors, an in­di­vid­ual run­ner in­take man­i­fold, a wa­ter-to-air in­ter­cooler, and a Pro Mod 88mm turbo from Pre­ci­sion. The Cum­mins is backed up by a Lo­gan­built non-lockup 48RE that em­ploys a Go­erend con­verter and a trans­brake valve­body.
Lo­cated in the Scheid Diesel booth, it only made sense that a Scheid spec’d Cum­mins was parked un­der the hood of Lo­gan Yel­ton’s 5.90 first-gen. The me­chan­i­cal 12-valve boasts one of Scheid’s ported heads and its val­ve­train, a Light­ning 13mm P-pump, 5x.035 in­jec­tors, an in­di­vid­ual run­ner in­take man­i­fold, a wa­ter-to-air in­ter­cooler, and a Pro Mod 88mm turbo from Pre­ci­sion. The Cum­mins is backed up by a Lo­gan­built non-lockup 48RE that em­ploys a Go­erend con­verter and a trans­brake valve­body.
 ??  ?? pin­side the con­fines of the ARP booth, passersby were treated to one of the most tried and true Su­per Stock en­gines in the in­dus­try: a Hais­ley Ma­chine Su­per B. Sur­pris­ing to some, the 3,000-plus horse­power Cum­mins was sport­ing a 24-valve cylin­der head rather than a done-up 12-valve piece. A sleeved, filled, and deck-plated, 6.7L cast-iron based block is still part of the Hais­ley forte, but his par­tic­u­lar en­gine flaunted a bil­let 18mm in­line pump from Wimer Fuel In­jec­tion & Turbo, along with three mas­sive Wimer tur­bos.
pin­side the con­fines of the ARP booth, passersby were treated to one of the most tried and true Su­per Stock en­gines in the in­dus­try: a Hais­ley Ma­chine Su­per B. Sur­pris­ing to some, the 3,000-plus horse­power Cum­mins was sport­ing a 24-valve cylin­der head rather than a done-up 12-valve piece. A sleeved, filled, and deck-plated, 6.7L cast-iron based block is still part of the Hais­ley forte, but his par­tic­u­lar en­gine flaunted a bil­let 18mm in­line pump from Wimer Fuel In­jec­tion & Turbo, along with three mas­sive Wimer tur­bos.
 ??  ?? plo­gan Yel­ton’s first-gen will be the fresh­est face in the ODSS 5.90 In­dex class in 2020. Yel­ton’s ’93 W250 will bring four-wheel drive to the ta­ble, along with a tubed back-half, front and rear four-link, a front Dana 60, and a fab­ri­cated chro­moly 9-inch from Ad­vanced Chas­sis in the rear. The flaw­less body work was han­dled by Yel­ton’s Body Shop and Bucky’s Ltd Auto Body (the truck is all-steel), with Op­tic Ar­mor Per­for­mance side and rear win­dows.
plo­gan Yel­ton’s first-gen will be the fresh­est face in the ODSS 5.90 In­dex class in 2020. Yel­ton’s ’93 W250 will bring four-wheel drive to the ta­ble, along with a tubed back-half, front and rear four-link, a front Dana 60, and a fab­ri­cated chro­moly 9-inch from Ad­vanced Chas­sis in the rear. The flaw­less body work was han­dled by Yel­ton’s Body Shop and Bucky’s Ltd Auto Body (the truck is all-steel), with Op­tic Ar­mor Per­for­mance side and rear win­dows.
 ??  ?? PXDP hauled its Cum­mins-pow­ered mon­ster truck to PRI in bod­i­less form to give show-go­ers an in­sider’s view of what goes into their state-of-the-art ma­chine. From the Patrick En­ter­prises chas­sis to the D&J En­forcer se­ries com­pound tur­bocharged Cum­mins, and the air-shifted Lenco to the Pet­ti­bone and Rock­well axles, there was plenty to gawk at. As a bonus, driver Dave Radzierez was also hang­ing out in the booth.
PXDP hauled its Cum­mins-pow­ered mon­ster truck to PRI in bod­i­less form to give show-go­ers an in­sider’s view of what goes into their state-of-the-art ma­chine. From the Patrick En­ter­prises chas­sis to the D&J En­forcer se­ries com­pound tur­bocharged Cum­mins, and the air-shifted Lenco to the Pet­ti­bone and Rock­well axles, there was plenty to gawk at. As a bonus, driver Dave Radzierez was also hang­ing out in the booth.
 ??  ?? pthough diesel per­for­mance’s wel­comed in­fil­tra­tion into the PRI show has con­tin­ued to grow over the last decade, the 2019 event brought even more diver­sity to the ta­ble. Thanks to Salen­bien Per­for­mance and Bran­don Hunt, Hunt’s 8,000-pound Su­per Stock trac­tor coined Livin’ A Dream was on dis­play, and swivel­ing heads all week­end. Novices to the sport were in awe of this ma­chine’s two-stage, triple-turbo ar­range­ment, its abil­ity to pro­duce (and live) at 300-psi of boost, and that the 540ci IH in­line-six pro­duced 7,000 lb-ft of torque on the en­gine dyno.
pthough diesel per­for­mance’s wel­comed in­fil­tra­tion into the PRI show has con­tin­ued to grow over the last decade, the 2019 event brought even more diver­sity to the ta­ble. Thanks to Salen­bien Per­for­mance and Bran­don Hunt, Hunt’s 8,000-pound Su­per Stock trac­tor coined Livin’ A Dream was on dis­play, and swivel­ing heads all week­end. Novices to the sport were in awe of this ma­chine’s two-stage, triple-turbo ar­range­ment, its abil­ity to pro­duce (and live) at 300-psi of boost, and that the 540ci IH in­line-six pro­duced 7,000 lb-ft of torque on the en­gine dyno.
 ??  ?? pover at the APEX Turbo booth, its mild-to-wild tur­bocharger line was reel­ing in all kinds of forced in­duc­tion fans. The com­pany’s ground­break­ing hub­less com­pres­sor and tur­bine wheels pro­vide in­creased sur­face area by do­ing away with a con­ven­tional through-shaft and nut de­sign. In­stead, the tur­bine shaft is threaded into the wheel, which comes to a point, and which al­lows for a 15-per­cent big­ger bite of air. APEX also told us that, thanks to not hav­ing to ma­chine a hole for the shaft to pro­trude through, its hub­less wheels are sig­nif­i­cantly stronger than tra­di­tional de­signs.
pover at the APEX Turbo booth, its mild-to-wild tur­bocharger line was reel­ing in all kinds of forced in­duc­tion fans. The com­pany’s ground­break­ing hub­less com­pres­sor and tur­bine wheels pro­vide in­creased sur­face area by do­ing away with a con­ven­tional through-shaft and nut de­sign. In­stead, the tur­bine shaft is threaded into the wheel, which comes to a point, and which al­lows for a 15-per­cent big­ger bite of air. APEX also told us that, thanks to not hav­ing to ma­chine a hole for the shaft to pro­trude through, its hub­less wheels are sig­nif­i­cantly stronger than tra­di­tional de­signs.
 ??  ?? pthey might not be brand-new prod­ucts, but Trend Per­for­mance was look­ing to help get the word out about its Du­ra­max rocker shafts and stan­chions at the PRI Show. For its shafts be­ing made from 4130 chro­moly, straight­ened at five points for ex­act­ing val­ve­train ge­om­e­try, and fea­tur­ing en­gi­neered oil­ing slots for im­proved lu­bri­ca­tion, they cer­tainly gar­nered our at­ten­tion. Its stan­chions are ma­chined from rigid 6061 alu­minum and are specif­i­cally de­signed to pre­vent flex­ing un­der ex­treme op­er­at­ing con­di­tions.
pthey might not be brand-new prod­ucts, but Trend Per­for­mance was look­ing to help get the word out about its Du­ra­max rocker shafts and stan­chions at the PRI Show. For its shafts be­ing made from 4130 chro­moly, straight­ened at five points for ex­act­ing val­ve­train ge­om­e­try, and fea­tur­ing en­gi­neered oil­ing slots for im­proved lu­bri­ca­tion, they cer­tainly gar­nered our at­ten­tion. Its stan­chions are ma­chined from rigid 6061 alu­minum and are specif­i­cally de­signed to pre­vent flex­ing un­der ex­treme op­er­at­ing con­di­tions.
 ??  ?? pafter blast­ing into the con­ven­tion cen­ter with its six-turbo Cum­mins test-mule in 2018, Opti-torque Fas­ten­ers made the trek back to Indy this year. This time the Cum­mins mon­stros­ity was left at home, but the folks at Op­ti­torque filled us in on its high-strength Cum­mins head studs as well as its lat­est re­lease: an OEM ex­haust man­i­fold stud up­grade kit for the 6.7L Cum­mins.
pafter blast­ing into the con­ven­tion cen­ter with its six-turbo Cum­mins test-mule in 2018, Opti-torque Fas­ten­ers made the trek back to Indy this year. This time the Cum­mins mon­stros­ity was left at home, but the folks at Op­ti­torque filled us in on its high-strength Cum­mins head studs as well as its lat­est re­lease: an OEM ex­haust man­i­fold stud up­grade kit for the 6.7L Cum­mins.
 ??  ?? Bully Dog’s Per­for­mance DPF isn’t ex­actly new, but we ex­pect to see more of these in­fil­trat­ing the diesel mar­ket in the com­ing years. Bully Dog’s unit pro­vides a 17-per­cent in­crease in ex­haust flow which drops EGT as much as 12-per­cent and back pres­sure by as much as 44-per­cent. Pri­mar­ily de­signed to slow soot ac­cu­mu­la­tion, the high-flow DPF is also fully serviceabl­e. At the present time, Bully Dog of­fers a Per­for­mance DPF for ’08-’10 6.4L Power Strokes and ’07.5-’12 6.7L Cum­mins-pow­ered Rams.
Bully Dog’s Per­for­mance DPF isn’t ex­actly new, but we ex­pect to see more of these in­fil­trat­ing the diesel mar­ket in the com­ing years. Bully Dog’s unit pro­vides a 17-per­cent in­crease in ex­haust flow which drops EGT as much as 12-per­cent and back pres­sure by as much as 44-per­cent. Pri­mar­ily de­signed to slow soot ac­cu­mu­la­tion, the high-flow DPF is also fully serviceabl­e. At the present time, Bully Dog of­fers a Per­for­mance DPF for ’08-’10 6.4L Power Strokes and ’07.5-’12 6.7L Cum­mins-pow­ered Rams.
 ??  ?? Although there were a lot of things to see at the Meyer Dis­tribut­ing booth, the first thing we no­ticed was the ro­tat­ing D&J En­forcer se­ries Cum­mins that was on dis­play. Thanks to their proven dura­bil­ity and horse­power po­ten­tial, D&J Pre­ci­sion Ma­chine’s com­mon-rail en­gines have be­come ex­tremely pop­u­lar in re­cent years. Fire­punk Diesel’s cam­paign­ing of these near-bul­let­proof mills in its record-break­ing trucks has cer­tainly helped mat­ters.
Although there were a lot of things to see at the Meyer Dis­tribut­ing booth, the first thing we no­ticed was the ro­tat­ing D&J En­forcer se­ries Cum­mins that was on dis­play. Thanks to their proven dura­bil­ity and horse­power po­ten­tial, D&J Pre­ci­sion Ma­chine’s com­mon-rail en­gines have be­come ex­tremely pop­u­lar in re­cent years. Fire­punk Diesel’s cam­paign­ing of these near-bul­let­proof mills in its record-break­ing trucks has cer­tainly helped mat­ters.
 ??  ?? Tur­bos are cool, but we all know they can be ex­pen­sive. For half the cost of an off-theshelf turbo, you can add the gas form equiv­a­lent thanks to Ni­trous Ex­press’s diesel stacker sys­tems. The com­pany’s com­plete, bolt-on kits can add any­where from 50 to 500 hp to your win­ning com­bi­na­tion while re­duc­ing smoke and drop­ping EGT sig­nif­i­cantly.
Tur­bos are cool, but we all know they can be ex­pen­sive. For half the cost of an off-theshelf turbo, you can add the gas form equiv­a­lent thanks to Ni­trous Ex­press’s diesel stacker sys­tems. The com­pany’s com­plete, bolt-on kits can add any­where from 50 to 500 hp to your win­ning com­bi­na­tion while re­duc­ing smoke and drop­ping EGT sig­nif­i­cantly.
 ??  ?? In the age of mas­sive tur­bocharg­ers, it’s im­por­tant to re­mem­ber than proper oil sup­ply and re­turn is vi­tal to any turbo’s life­span. Pre­ci­sion’s turbo oil drain cut­away com­par­i­son was eye open­ing for many show-go­ers. While both drains uti­lize a -10 AN male fit­ting, Pre­ci­sion’s in­cor­po­rates an O-ring seal rather than a pa­per gas­ket with globs of sealant, and fea­tures a port area of 0.283-inch2 (vs. 0.144-in2 in most generic drains).
In the age of mas­sive tur­bocharg­ers, it’s im­por­tant to re­mem­ber than proper oil sup­ply and re­turn is vi­tal to any turbo’s life­span. Pre­ci­sion’s turbo oil drain cut­away com­par­i­son was eye open­ing for many show-go­ers. While both drains uti­lize a -10 AN male fit­ting, Pre­ci­sion’s in­cor­po­rates an O-ring seal rather than a pa­per gas­ket with globs of sealant, and fea­tures a port area of 0.283-inch2 (vs. 0.144-in2 in most generic drains).
 ??  ?? pfor an up close and per­sonal look at the quick­est (and fastest) eighth-mile Power Stroke in the world, at­ten­dees were en­cour­aged to stop by the Hot Shot’s Se­cret booth and catch a glimpse of the Rudy’s Per­for­mance Parts Su­per Duty. Driver Rawl­ings Barnes pi­loted the Pro Mod F-250 to a Se­cond Place points fin­ish in the ODSS Pro Mod cat­e­gory in 2019, and then turned in his new per­sonal best of 4.51 at 156 mph at the PDRA World Fi­nals dur­ing an ex­hi­bi­tion run shortly there­after. The new, record-set­ting pass also in­cluded a 1.1-se­cond 60-foot and the truck’s first time hit­ting the 330-foot mark in un­der 2 sec­onds (2.98).
pfor an up close and per­sonal look at the quick­est (and fastest) eighth-mile Power Stroke in the world, at­ten­dees were en­cour­aged to stop by the Hot Shot’s Se­cret booth and catch a glimpse of the Rudy’s Per­for­mance Parts Su­per Duty. Driver Rawl­ings Barnes pi­loted the Pro Mod F-250 to a Se­cond Place points fin­ish in the ODSS Pro Mod cat­e­gory in 2019, and then turned in his new per­sonal best of 4.51 at 156 mph at the PDRA World Fi­nals dur­ing an ex­hi­bi­tion run shortly there­after. The new, record-set­ting pass also in­cluded a 1.1-se­cond 60-foot and the truck’s first time hit­ting the 330-foot mark in un­der 2 sec­onds (2.98).
 ??  ?? To il­lus­trate the ef­fec­tive­ness of its fuel sup­ply sys­tems in real time, Fass set up its func­tion­al­ity demon­stra­tion dis­plays, in­clud­ing the ex­hibit that show­cases its su­pe­rior wa­ter sep­a­rat­ing ca­pa­bil­i­ties over its big­gest competitor. The Fass reps were also quick to point out that
Fass fil­ters will cross ref­er­ence with more than 30 oth­ers on the mar­ket, and that the com­pany sees less than a 2-per­cent fail­ure rate.
To il­lus­trate the ef­fec­tive­ness of its fuel sup­ply sys­tems in real time, Fass set up its func­tion­al­ity demon­stra­tion dis­plays, in­clud­ing the ex­hibit that show­cases its su­pe­rior wa­ter sep­a­rat­ing ca­pa­bil­i­ties over its big­gest competitor. The Fass reps were also quick to point out that Fass fil­ters will cross ref­er­ence with more than 30 oth­ers on the mar­ket, and that the com­pany sees less than a 2-per­cent fail­ure rate.
 ??  ?? pas a re­minder that pis­ton coat­ings mat­ter, Swain Tech had this lit­tle ex­hibit front and cen­ter at its booth in Green Hall. Be­yond its ther­mal bar­rier of­fer­ings for pis­tons, the New York-based com­pany was pro­mot­ing its White Light­ning ex­haust coat­ings. A true ce­ramic coat­ing that’s ap­plied more thickly than most, it of­fers su­pe­rior in­su­lat­ing and ra­di­ant heat re­duc­tion. This means that com­po­nents like up-pipes and head­ers don’t shed the heat they need to drive a tur­bocharger as ef­fec­tively as pos­si­ble.
pas a re­minder that pis­ton coat­ings mat­ter, Swain Tech had this lit­tle ex­hibit front and cen­ter at its booth in Green Hall. Be­yond its ther­mal bar­rier of­fer­ings for pis­tons, the New York-based com­pany was pro­mot­ing its White Light­ning ex­haust coat­ings. A true ce­ramic coat­ing that’s ap­plied more thickly than most, it of­fers su­pe­rior in­su­lat­ing and ra­di­ant heat re­duc­tion. This means that com­po­nents like up-pipes and head­ers don’t shed the heat they need to drive a tur­bocharger as ef­fec­tively as pos­si­ble.
 ??  ?? pfit’s well known that Rev­max Con­vert­ers builds one of the tough­est 68RFE au­to­mat­ics you can buy, but now its cus­tomers can keep their six-speeds even hap­pier with this ex­tra ca­pac­ity trans­mis­sion pan. The high-temp, black pow­der coated alu­minum pan holds four more quarts of ATF than stock, fea­tures in­ter­nal gues­sets for in­creased rigid­ity, comes with 1/8-inch NPT tem­per­a­ture ports, and ships with stain­less steel mount­ing hard­ware.
pfit’s well known that Rev­max Con­vert­ers builds one of the tough­est 68RFE au­to­mat­ics you can buy, but now its cus­tomers can keep their six-speeds even hap­pier with this ex­tra ca­pac­ity trans­mis­sion pan. The high-temp, black pow­der coated alu­minum pan holds four more quarts of ATF than stock, fea­tures in­ter­nal gues­sets for in­creased rigid­ity, comes with 1/8-inch NPT tem­per­a­ture ports, and ships with stain­less steel mount­ing hard­ware.
 ??  ?? We would be re­miss if we failed to high­light how in­stru­men­tal HP Tuners was in un­lock­ing the L5P Du­ra­max ECM, which made for a very event­ful 2019. By fa­cil­i­tat­ing the path into the ’17-plus com­puter, key­board wiz­ards were able to sum­mon an­other 200hp from GM’S lat­est 6.6L V-8 with­out up­grad­ing in­jec­tors, the high-pres­sure fuel pump, or even the fac­tory VGT.
We would be re­miss if we failed to high­light how in­stru­men­tal HP Tuners was in un­lock­ing the L5P Du­ra­max ECM, which made for a very event­ful 2019. By fa­cil­i­tat­ing the path into the ’17-plus com­puter, key­board wiz­ards were able to sum­mon an­other 200hp from GM’S lat­est 6.6L V-8 with­out up­grad­ing in­jec­tors, the high-pres­sure fuel pump, or even the fac­tory VGT.

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