BUILDING MONSTER

EVOLVING PLANS

With Marty’s power goal expanding virtually every time he spoke with Dermody, both parties decided to pull out all the stops and build a 5.9L that could handle anything thrown at it. As a welding inspector by trade (specifically the welds made on armor plating used in the U.S. military), it came natural for Marty to want the engine reinforced as much as possible. Seeing machining time at RCD Performance and Wagler Competition Products, both the block and head were cut for fire-rings, the bores were torque-plate honed, and the head was extensively ported. The factory 5.9L crank is secured by way of an Industrial Injection gorilla girdle and ARP main studs, the rods are HD beam, forgedsteel units from Wagler, and the standard bore, Monotherm pistons came from Mahle. HIGH-FLOW HEAD

Matching the hot street cam from Hamilton, the head was opened up considerably. CNC porting, oversize, hardened valve seats, threaded freeze plugs throughout, 103-lb valve springs, and Harland Sharp’s bronze bushed rockers all made the cut. The cast intake shelf was taken out of the equation in the mill, making way for a Big Hoss manifold from Banks. ARP Custom Age 625+ head studs keep the head glued to the block. With half-and-half protrusion for the fire-rings (50-percent in the block, 50-percent in the head), head gasket issues will be a non-issue even if triple-digit boost is regularly seen. S466 OVER S480

Being that the fire-ringed and well-fortified 5.9L would be a great candidate for handling big boost, Marty had no reservations about running a compound turbo arrangement. Built by HSP Diesel, it’s based around the use of two S400’s, both of which conceal proprietary billet compressor wheels spec’d out by Dermody. An S480 with a 96mm turbine wheel and a 1.32 A/R T6 exhaust housing serves as the atmosphere turbo, while an S466 equipped with

 Don’t be fooled by what you see here, this turbo’s got a friend. Mounted above an S466, the S480 shown employs a billet compressor and a 96mm turbine wheel in a T6 flanged, 1.32 A/R exhaust housing. The compound system was sourced from HSP Diesel, while the turbos were spec’d out by Dermody Diesel Performance. At full song, the S400’s join forces to make more than 80 psi of boost.  The high-pressure turbo sports a billet compressor wheel with a 66mm inducer, Borgwarner’s 81/87mm turbine wheel, and a .91 A/R exhaust housing. It produces the lions share of boost in the compound setup, and mounts to a T4 exhaust manifold from BD Diesel.  Beneath the D&J Precision Machine billet-aluminum valve cover—which was engraved by RCD Performance for the engine builder, Dermody Diesel Performance—sits a race-ready 5.9L cylinder head. The 24-valve head was resurfaced, machined to accept fire-rings as well as thread-in style freeze plugs, and fitted with oversize, hardened valve seats at RCD Performance. The head has also been treated to Hamilton Cams’ 103-lb valve springs, extensive CNC porting at Wagler Competition Products, and is anchored down via ARP Custom Age 625+ head studs.