BUILDING MONSTER

an 87mm turbine and .91 A/R exhaust housing hangs off a BD Diesel manifold. The twice-compressed intake air travels through a Mishimoto intercooler before being forced through the Big Hoss manifold, and ultimately into the head.

S&S FUELED

Substantial fuel was brought to the table by pairing a set of S&S Diesel Motorsport 200-percent over injectors with one of the company’s 14mm CP3’S. The stroker pump has no problem supplying the sizeable, late 5.9L injectors with 26,000-psi of rail and a 200-gph Airdog II-4G system has no issue maintaining adequate low-pressure fuel supply from the tank. With a tank-to-engine fueling combination this serious, topping the 1,000-rwhp mark shouldn’t be a problem for Marty’s Dodge.

GOLDEN NUGGET

Any time you spot a golden Chrysler automatic under a Dodge, you know the owner turned to Firepunk Diesel for a transmission built to handle big power. Opting for the biggest and baddest 48RE on the market, Marty pulled the trigger on Firepunk’s Competition Stage 3 version. The race-ready four-speed makes use of a billet stator, quad disc DPC torque converter, a Fat Shaft billet input shaft, Maraging 300 intermediate shaft, and a Fat Shaft billet output. Added clutches, steels, and machined pressure plates, a high-pressure valve body, PPE deep pan, and a Mishimoto transmission cooler highlight the rest of the 48RE’S mods.

A WHOLE NEW ANIMAL

Believe it or not, Marty originally bought his third-gen so he could have four fully independent doors (his ’01 Quad Cab was chugging along just fine, but of course wasn’t a crew cab). However, after realizing the common-rail 5.9L platform could be made to make four-digit power while remaining durable, he decided to pursue the big horsepower build he’d always wanted. Now, he’s a long way from the days of old, when the Dodge was bone-stock aside from a Bullydog Power Pup. When Marty picks up his truck after returning home from overseas, it’ll most likely be packing 700 more ponies than it did when he left it in the care of Dermody Diesel. He says he can’t wait to drive it. We don’t blame him one bit.

 Thanks to RCD Performance’s milling the factory intake shelf off of the head, a Big Hoss intake manifold from Banks Power could be installed. The high-flow intake guides unrestricted airflow into each cylinder, and complements the larger intake ports on the cylinder head perfectly.  To get the most out of the 200-percent over S&S Diesel Motorsport injectors that reside downstream of it, an S&S 14mm CP3 sits in place of the factory pump. The 6.7L-based stroker pump provides 71-percent more displacement than a stock CP3 and can support north of 1,300 hp at the crank with the right amount of air.  Sending a steady, 13-to-15-psi worth of fresh fuel the CP3’S way via ½-inch feed hose is an Airdog II-4G lift pump system. To meet the fuel demand of the 14mm CP3, Airdog’s 200gph system (the highest flow system the company offers) got the call.