MAX­I­MUM POWER

PUSH­ING THE LIM­ITS WITH A SUR­PRIS­INGLY STOCK 1,100-RWHP DODGE

Ultimate Diesel Builder's Guide - - Contents -

Push­ing the Lim­its with a Sur­pris­ingly Stock Dodge

It's al­ways a bit of a gam­ble on how much you can push the en­ve­lope of a stock ve­hi­cle be­fore parts start to give way. Per­haps one of the nas­ti­est trucks we've seen in re­cent years that ig­nores the fac­tory's 325-hp rat­ings is Eli Wal­lis' Dodge Ram 2500. This truck uses largely fac­tory long-block com­po­nents and a stock trans­mis­sion to make an es­ti­mated 1,100 horse­power to the wheels! How is this pos­si­ble? Well, we'll tell you.

SOME IM­PROMPTU FREE­WAY ONRAMP

RACES CON­VINCED WAL­LIS THAT HE COULD MAKE HIS DIESEL TRUCK RUN WITH THE SPORTS CAR CROWD.

THE GOAL IN MIND

It all started with Wal­lis be­ing trapped in the Bay Area, where there were less hot rod diesels, and more mus­cle cars... Corvettes, Mus­tangs and Ca­maros. De­spite the man­ual trans­mis­sion, some im­promptu free­way onramp races con­vinced Wal­lis that he could make his diesel truck run with the sports car crowd. Pretty soon, in­stead of the gar­den­va­ri­ety hot rods, he was run­ning against blown ZL1 Ca­maros, Shelby Mus­tangs and ZR1 Corvettes.

SHORT-BLOCK MODS

Wal­lis' truck didn’t get to be as fast as it is with­out a lot of hard work. Still, only the parts and pieces that needed up­grad­ing were re­placed. The long-block, for in­stance, is mostly stock. No spe­cial pis­tons, gir­dle, main studs or con­nect­ing rods for Wal­lis. In­stead, the Cum­mins was mod­i­fied for higher rpm operation with a 188/220 Hamilton camshaft, a ported head, ARP 625 head studs and 60-lb valve springs. We kept prod­ding for more in­for­ma­tion, but re­ally that’s it. That’s all the en­gine needs to sur­vive four-digit power lev­els.

GO-FAST HARD­WARE

The horse­power pro­duc­ing hard­ware on the other hand is quite an ex­ten­sive list. The fac­tory Dodge turbo is only good to about 500550 hp, so that had to go. While the truck has

had a few dif­fer­ent turbo set­ups on it, the lat­est one is quite a piece of work. Fab­ri­cated by To­tal Per­for­mance Diesel, the setup mounts a 66mm In­dus­trial In­jec­tion Sil­ver Bul­let turbo on a Steed Speed T4 man­i­fold and a mam­moth 88mm Big Brother charger un­der it. The setup is good for nearly 90 psi of boost. Fu­el­ing is also cranked to the max with a stock CP3 and 33% over CP3 mounted with an In­dus­trial In­jec­tion kit feed­ing 55-lpm in­jec­tors from, you guessed it, In­dus­trial In­jec­tion.

POWER TO PAVE­MENT

With these stout parts, horse­power wasn’t much of a prob­lem, but some­times re­li­a­bil­ity was. Amaz­ingly, a South Bend 3250 clutch wasn’t quite up to the task of hold­ing the power and had to be up­graded to a 3,600-lb unit. The truck is also on its sec­ond G56 trans­mis­sion, and Wal­lis hopes this one will live thanks to a Lazar­smith gir­dle, which should hope­fully keep the case from flex­ing. The rest of the driv­e­train is mostly stock (again, Wal­lis didn’t up­grade where he didn’t need to) with cus­tom trac­tion bars, fac­tory 3.73 gears, and ag­gres­sive Goodyear Wran­gler tires pro­vid­ing good grip dur­ing every­thing from drag rac­ing to sled pulling.

PAY­OFF

With EFILIVE tun­ing from To­tal Per­for­mance Diesel, the truck is a rocket ship. While 1,100 rwhp doesn’t hap­pen overnight, Wal­lis did an awe­some job putting to­gether all the right parts so that the Dodge could still be daily driven yet stay ahead of the com­pe­ti­tion when it came to per­for­mance con­tests. Well done in­deed. UDBG

THE SETUP IS GOOD FOR NEARLY 90 PSI OF BOOST.

The in­te­rior of the Dodge is sub­tle and clean. A cou­ple of boost gauges hide in the up­per vi­sor area, but every­thing else is pretty much stock, save for a huge speaker box in the cen­ter that ex­tends through­out the en­tire truck.

An­other item that was left stock are the wheels. To match the lower half of the truck, they were pow­der­coated black.

Since Wal­lis has been known to hit the oc­ca­sional sled pull, the tires on his ride are fairly ag­gres­sive 315/70R17 Goodyear Wran­glers.

FEA­TURE Text/pho­tog­ra­phy: Ja­son Sands

The en­gine bay in Wal­lis’ 2006 Dodge is al­ways kept neat and clean. What­ever isn’t painted is chrome, and what­ever isn’t chrome makes some good power. With a com­pound turbo setup, dual CP3 pumps and EFILIVE tun­ing, Wal­lis has the choice be­tween his...

A Steed Speed T4 man­i­fold is used for both re­li­a­bil­ity and flow. At this power level, the Steed Speed is usu­ally worth a few horse­power com­pared to ei­ther the fac­tory man­i­fold or an af­ter­mar­ket three-piece ver­sion.

Large 55-lpm in­jec­tors from In­dus­trial In­jec­tion are paired with an EFILIVE tune from To­tal Per­for­mance Diesel, which is then sup­ported by dual Cp3s—one stock, and one that’s mod­i­fied to pro­duce 33 per­cent more flow.

The 101,000-mile 5.9L Cum­mins en­gine in Wal­lis’s Ram is mostly stock save for a few choice up­grades. A set of high-dol­lar ARP 625 studs that keep the head gas­ket from blow­ing are prob­a­bly the most ex­pen­sive block up­grade.

A BD Per­for­mance X-mon­i­tor has been on Wal­lis’s Ram for a long time, mon­i­tors boost and EGT, and can pro­vide warn­ings and re­call func­tions for both.

A sub­tle lift and af­ter­mar­ket link arms are used to clear the Ram’s over­sized tires. The arms and 4-inch lift are both prod­ucts from Top Gun Cus­tomz.

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