Diesel World

TIME-TESTED, FRESH LOOK

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TURN-KEY, CHAM­PI­ONSHIP-CAL­IBER TRUCK

It started with the ac­qui­si­tion of Carl At­ley’s Cum­min­spow­ered, Ford-bod­ied, tube chas­sis puller, a proven per­former that’d been for sale for some time—and that had given Carl two PPL championsh­ips and one NTPA points ti­tle in re­cent years. Dur­ing the trans­fer of own­er­ship, Carl proved in­valu­able in show­ing Todd the ropes, and even pi­loted the truck sev­eral times in 2019. “I thank Carl for mak­ing the trans­fer of the truck as sim­ple as pos­si­ble,” Todd told us. “I’ve learned more from this man in one year than all my years pulling the blown-al­co­hol truck. He truly knows this truck like the back of his hand.”

TUBE CHAS­SIS, UN­BREAK­ABLE DRIV­E­TRAIN

But what makes Todd’s truck such a tried and true piece of ma­chin­ery? It starts with the Barker Ma­chine and Fab chas­sis, con­structed of 2-inch di­am­e­ter chro­moly tub­ing. For op­ti­mum weight sav­ings and ul­ti­mate dura­bil­ity, an SQHD axle dwells in the rear, com­plete with a spool and gun-drilled axle shafts, while an F106 graced with a locker, mil­i­tary steer­ing knuck­les, and a PSC hy­draulic steer­ing sys­tem sits up front. A four-disc clutch from Crower and the fa­mil­iar Pro­fab Ma­chine re­verser trans­mis­sion and quick change trans­fer case dis­trib­ute power to the burly axles.

ALL BIL­LET CUM­MINS

With the truck in the care of Scheid Diesel’s pulling di­vi­sion for the past five years, it only made sense that it would

 ??  ??  Pieced to­gether right next to the en­gine dyno at Scheid Diesel, noth­ing but the best made it into Todd Du­gan’s Su­per Stock Cum­mins. A bil­let-alu­minum block—fit­ted with cylin­der lin­ers and cut for fire-rings—houses a 6.7L Cum­mins crank­shaft, which is the only OEM Cum­mins com­po­nent in the en­gine. Beefy, 9/16-inch ARP main studs, bil­let-steel rods at­tached to bil­let, 12:1 com­pres­sion Di­a­mond Rac­ing pis­tons, and one of Scheid’s bil­let-steel roller camshafts sum up the short block com­po­nents. It’s a parts recipe that’s proven ca­pa­ble of han­dling north of 3,000 hp on a re­peat­able, night-after-night ba­sis. Turn­ing its new ma­chin­ing di­vi­sion loose on a bil­let of steel, the folks at Scheid Diesel Cnc-ma­chined a com­pe­ti­tion-killing cylin­der head, which fas­tens to the alu­minum block via 14mm ARP head studs. A 12-valve piece, the solid steel head sports mas­sive ports, over­size valves, and roller rock­ers. Scheid’s bil­let-alu­minum one-piece valve cover tops things off while an in­di­vid­ual run­ner in­take man­i­fold pro­vides an un­ob­structed path for air­flow to en­ter the head.
 Pieced to­gether right next to the en­gine dyno at Scheid Diesel, noth­ing but the best made it into Todd Du­gan’s Su­per Stock Cum­mins. A bil­let-alu­minum block—fit­ted with cylin­der lin­ers and cut for fire-rings—houses a 6.7L Cum­mins crank­shaft, which is the only OEM Cum­mins com­po­nent in the en­gine. Beefy, 9/16-inch ARP main studs, bil­let-steel rods at­tached to bil­let, 12:1 com­pres­sion Di­a­mond Rac­ing pis­tons, and one of Scheid’s bil­let-steel roller camshafts sum up the short block com­po­nents. It’s a parts recipe that’s proven ca­pa­ble of han­dling north of 3,000 hp on a re­peat­able, night-after-night ba­sis. Turn­ing its new ma­chin­ing di­vi­sion loose on a bil­let of steel, the folks at Scheid Diesel Cnc-ma­chined a com­pe­ti­tion-killing cylin­der head, which fas­tens to the alu­minum block via 14mm ARP head studs. A 12-valve piece, the solid steel head sports mas­sive ports, over­size valves, and roller rock­ers. Scheid’s bil­let-alu­minum one-piece valve cover tops things off while an in­di­vid­ual run­ner in­take man­i­fold pro­vides an un­ob­structed path for air­flow to en­ter the head.

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