game, it didn’t take long to decide who he wanted to piece together his race-ready long-block. Wagler delivered by machining both the block and head to accept firerings, anchoring the crank in place via
Bean Machine’s gridlock girdle and ARP main studs, installing a set of Streetfighter forged connecting rods, ARP rod bolts, and 0.020-inch over QSB pistons. The cylinder head, also fire-ringed, was treated to considerable CNC porting, equipped with hardened valve seats, Inconel intake and exhaust valves, 105-lb Manton valve springs, and fastens to the block by way of ARP Custom Age 625+ head studs.
2 CP3’S & 300-PERCENT OVERS
With big horsepower in mind, Josh reached out to another Indiana-based company, S&S Diesel Motorsport, for his injection system needs. The two 12mm CP3’S he decided to go with have proven more than overkill, easily sharing the workload and combining to feed a steady 28,000 psi to the ported rail and ultimately the 300-percent over injectors. On the low-pressure side of the fuel equation, a 290-gph FASS Titanium signature series system supplies the CP3’S with 18-psi of pressure. It pulls fuel from a dual-feed Bean Machine sump in the factory tank, while a fuel distribution block from Fleece Performance Engineering does away with the OEM fuel filter under the hood.
At the rearmost crossmember, you’ll find Josh’s low-pressure fuel supply system: a 290-gph Titanium signature series system from FASS. It pulls fuel from a Bean Machine dual-feed sump in the factory tank, and -8 AN braided stainless fuel hose ensures the CP3’S see 18-psi of supply pressure at all times.
Believe it or not, the rear AAM 1150 is the same one that left the factory a decade and a half ago. The same goes for the AAM 925 up front. Both solid axles have never been touched. The suspension, however, has been altered both front and rear. Out back, a reverse leveling kit and drop shackles have been added, and all but two leaf springs remain on each side. In the front, both KORE coils have been cut down.
Matching big fuel with big air, Josh reached out to S&S Diesel Motorsport for a pair of the company’s 12mm CP3’S and a set of 300-percent over injectors. The stroker pumps have no issue maintaining 28,000 psi worth of rail pressure, and a tune from
Firepunk Diesel’s Lavon Miller that calls for just 1,600 microseconds of duration generates roughly 1,500 hp at the wheels. The factory CM848 ECM is tuned via HP Tuners software.
If you guessed big single and nitrous, you’re right—and the lone charger that feeds Josh’s 6.7L is downright serious. An 88mm version of Garrett’s GTX5533R GEN II, it makes use of a 1.24 A/R non-divided turbine housing and bolts to a T6 Steed Speed exhaust manifold. On fuel, the big Garrett produces 55 to 60 psi of boost, with drive pressure peaking lower than 1:1. Also notice the heat-wrapped downpipe, which feeds the 7-inch diameter stack in the hood.