Diesel World

$100K SE­COND-GEN

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Things get started with a Pow­er­flo lift pump in the fac­tory tank, with one of Fleece’s aux­il­iary fuel fil­ter and line kits mounted be­tween the lift pump and a sin­gle Pow­er­flo 750 CP3. To take ad­van­tage of their quick in­jec­tion rate and also to pro­vide room for fu­ture horse­power growth, a set of 5.9Lderived, 100-per­cent over in­jec­tors were ob­tained from S&S. Fine-tun­ing of the en­gine is made pos­si­ble through the use of a 5.9L ECM.

SE­COND-GEN TURBO SWAP

With the fin­ished prod­uct des­tined to live in Ken­neth’s na­tive Wy­oming, ad­e­quate air­flow with­out sac­ri­fic­ing driv­abil­ity was a key stip­u­la­tion in the build. Siz­ing a tur­bocharger for a sin­gle turbo ap­pli­ca­tion that needs to be re­spon­sive at 7,500-feet of el­e­va­tion but that can also sup­port more than 700-rwhp can be a tall or­der. How­ever, Fleece met Ken­neth’s needs with an S463 that makes use of an 83mm tur­bine wheel and a non-waste­gated .90 A/R ex­haust hous­ing. Ac­com­mo­dat­ing the Borg­warner charger is Fleece’s pop­u­lar se­cond-gen turbo swap sys­tem, which (in ad­di­tion to fa­cil­i­tat­ing the use of an S400 on a 6.7L com­mon-rail) in­cludes a T4 Steed Speed ex­haust man­i­fold, 4-inch stain­less down­pipe, and the com­pany’s

 ??  ?? If you thought the en­gine was overkill, Ken­neth’s trans­mis­sion of choice will seem down­right bombproof.
The 48RE pieced to­gether at Fleece boasts a laun­dry list of top-of-the-line parts from Sun Coast—in­clud­ing the in­fa­mous OM3GA in­put shaft. Ac­com­mo­dat­ing the larger in­put shaft is a 27-spline triple-disc Sun Coast con­verter with a bil­let sta­tor and 2,200-rpm stall speed, and larger di­am­e­ter in­ter­me­di­ate and out­put shafts are also present. The big­ger out­put shaft called for sourc­ing an NP271 trans­fer case. The truck’s ex­te­rior might’ve been treated to the works, but in­side the cab you’ll find a com­pletely un­touched orig­i­nal in­te­rior, aside from the afore­men­tioned man­ual shifter in­stall. Only on a low-mile, garage-kept se­cond-gen will you see an in­te­rior this im­mac­u­late. The fact that the Laramie trim leather driver seat has just 88,250 miles on it has cer­tainly helped in its preser­va­tion. Full con­trol over the built 48RE’S shift points is avail­able cour­tesy of a Sun Coast man­ual valve body and this Kwik-shifter I shifter from Pre­ci­sion Per­for­mance Prod­ucts. Fleece whipped up the shifter mount and han­dled the clean in­stal­la­tion. Use of an Edge In­sight CTS2 mon­i­tor and its cor­re­spond­ing add-ons al­lows Ken­neth to keep an eye on EGT, boost, rail pres­sure, and any­thing else the ECM sees. Speak­ing of the ECM, it’s off of a 5.9L com­mon-rail, cho­sen for cal­i­bra­tion pur­poses.
If you thought the en­gine was overkill, Ken­neth’s trans­mis­sion of choice will seem down­right bombproof. The 48RE pieced to­gether at Fleece boasts a laun­dry list of top-of-the-line parts from Sun Coast—in­clud­ing the in­fa­mous OM3GA in­put shaft. Ac­com­mo­dat­ing the larger in­put shaft is a 27-spline triple-disc Sun Coast con­verter with a bil­let sta­tor and 2,200-rpm stall speed, and larger di­am­e­ter in­ter­me­di­ate and out­put shafts are also present. The big­ger out­put shaft called for sourc­ing an NP271 trans­fer case. The truck’s ex­te­rior might’ve been treated to the works, but in­side the cab you’ll find a com­pletely un­touched orig­i­nal in­te­rior, aside from the afore­men­tioned man­ual shifter in­stall. Only on a low-mile, garage-kept se­cond-gen will you see an in­te­rior this im­mac­u­late. The fact that the Laramie trim leather driver seat has just 88,250 miles on it has cer­tainly helped in its preser­va­tion. Full con­trol over the built 48RE’S shift points is avail­able cour­tesy of a Sun Coast man­ual valve body and this Kwik-shifter I shifter from Pre­ci­sion Per­for­mance Prod­ucts. Fleece whipped up the shifter mount and han­dled the clean in­stal­la­tion. Use of an Edge In­sight CTS2 mon­i­tor and its cor­re­spond­ing add-ons al­lows Ken­neth to keep an eye on EGT, boost, rail pres­sure, and any­thing else the ECM sees. Speak­ing of the ECM, it’s off of a 5.9L com­mon-rail, cho­sen for cal­i­bra­tion pur­poses.

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