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DIESEL WORLD MAGAZINE

SEPTEMBER 2021

FEATURES

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NUMBER 9

TECH & HOW TO

RESURRECTED RAM

NEAL NISSEN’S CUMMINSPOWERED 2008 DODGE

RAM 1500

THE EVOLUTION OF CUMMINS KILLER:

FROM HOMEGROWN, PRO STOCK DURAMAX TO TRIPLE-TURBO, MECHANICAL MONSTER 4

VOLUME 16

BORGWARNER TURBOCHARGERS

THE RHYME AND REASON BEHIND THE COMPANY’S SUCCESS IN THE DIESEL INDUSTRY

THE FUTURE OF DIESEL

TESTING THE NEXT GENERATION OF DIESEL MECHANICS

102

GETTING UP TO SPEED

INSTALLING DURAMAXTUNER’S 6-SPD CONVERSION KIT IN AN LB7

EVENTS

RUDY’S SPRING TRUCK JAM

ODSS DRAG RACING RETURNS TO NORTH CAROLINA

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EDITOR’S NOTE

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EDITOR'S NOTE |

DIESEL WORLD MAGAZINE

BY ADAM BLATTENBERG

GAME CHANGER SAFETY IMPROVEMENTS ARE INEVITABLE

dynamometer is a device that measures horsepower at the rear wheels. As the diesel performance industry has progressed through the years, these dyno runs have gotten more and more interesting. Especially lately with the 3,000 horsepower goal within reach. We’ve gotten to the point where safety measures are exponentially more important than before. I’d like to talk safety for a bit, but ﬁrst a little history.

In 2019 Derek Rose broke the chassis dyno record for diesel’s at UCC, with a 2503 rear wheel horsepower hit. Fast forward to September 2020 and that number got eclipsed by Shawn Baca with a 2920 rear wheel horsepower hit. Shawn replaced the nitrous bottles and tried again for that elusive 3k number, immediately after. That last dyno hit ended up splitting the block in half. Eight months later, at Ultimate Callout Challenge 2021, Todd Welsh went for the 3,000 horsepower record and ended up splitting the engine in half much like Shawn did previously. 8

Shawn’s explosion was a scary one. I was there and seriously thought I had lost two friends before seeing them both exit the vehicle. In hindsight, the carnage outside the vehicle, in terms of danger to the crowd, was minimal. I did ﬁnd some engine parts 50+ yards away, but they were all small, light pieces. Still dangerous, but not as bad as what I’ll tell you about in a bit here. The real danger from that explosion was to Shawn and Kody Pulliam (dyno operator). The interior of Shawn’s “Master Shredder” was very much so, shredded (pun or not, that’s the best word to describe it). When the engine split, the transmission grenaded too, ripping the trans tunnel apart and sending trans parts into the cab, along with a ton of ﬁre. The guys were lucky. Now Todd’s try for 3,000 horsepower was a little different. When his Cummins let go it sent large chunks of engine into the surrounding areas. A piston was found in the stands in the middle of the crowd as was a wrist pin and tons of smaller parts. Another part put a hole in the Lucas Oil Raceway sign that was maybe 60feet or more above the dyno. I personally collected half a dozen large 2-inch chunks of block and what appeared to be piston from well over a hundred yards away. First, huge props to all the guys pushing the limits of their engines beyond the max. You’re how we grow as a sport and industry. That being said, two dangerous explosions in 8-months, and at events, we need to change how we’re doing things safety wise. Someone is going to get very seriously injured or

worse, and I really hope the safety changes are made before that happens. Let me be clear, I’m in no way a pro in this area, but the changes we need shouldn’t be like reinventing the wheel. These explosions are going to keep happening, as they do in drag racing all the time. The big thing is first a fire suit and helmet, and then keeping the parts contained or at least slowed down so that when they do exit the vehicle thy aren’t traveling at lethal speeds. Sled pullers use a large cable wrapped around the engine to keep the head/top half of the engine in place. This also helps contain the rotating mass. Top Fuel Dragsters have a similar approach. Many racing series require steel shields around turbos, plus a turbo intake housing containment device such as an SFI certified blanket. These blankets are also required for parts of the transmissions and it would probably be a good idea to use them around the engine block too. Many of the parts I found at UCC were from the split block. There’s a bunch more that could be borrowed from the NHRA or the PPL. Implementing the changes will be fun of course. I know it’s not easy. In the end, we all have a decent idea about what might happen when pushing our vehicles hard. We’ve pushed these engines to the point where everything can fail. And hell yeah for that. My hope is we all take an extra step before competing so that we all can keep on doing exactly that, competing.

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NEWS

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DWNEWS OEM NEWS Thousands Of Brand-New Super Duty’s Sit,

Undeliverable One reason why the used truck market is sky-rocketing right now is the fact that you can’t get your hands on a new one. In particular, Ford is in a very tough spot. Thousands of brand-new Super Duty’s are being stored at vacant Kentucky Speedway, 50 miles from the Louisville Truck Plant. The reason? The semiconductor computer chips required to ﬁnish the trucks are in short supply. Worse yet, one report indicates that the chip shortage may not be resolved until 2022. Rumor has it that Ford is also storing its trucks across the Ohio river in Charlestown, Indiana. Source: www.whas11.com

OEM NEWS

Ford On Pace To Sell 1.1 Million Trucks According to the International Energy Agency (IEA), a global surge in greenhouse gas emissions is inevitable as the world recovers from the international ﬁnancial crisis resulting from the Covid-19 pandemic. The IEA’s Global Energy Review for 2021 predicts that worldwide energy demand will increase by 4.6-percent, which would more than cancel out the 4-percent contraction in 2020 and push energy demand 0.5-percent above what 2019 levels were. The review also states that nearly 70-percent of the projected increase in global energy will stem from emerging markets and developing countries. Key takeaways from the report are that: global oil demand is predicted to increase by 6.2-percent in 2021, natural gas demand could grow by 3.2-percent, and electricity demand is due to increase by 4.5-percent.

RACING Wagler Rail Suffers A Setback In the words of industry leader, Jeremy Wagler: “It was a tough day watching our dragster go into pieces.” After putting in a successful day of testing at Wagler Motorsports Park the ﬁrst weekend of May (where rumor has it they were darn close to 3’s), violent tire shake took out the blown Duramax rail’s driveshaft, which also took the brake line out with it. With no brakes or parachute to help slow him down, driver Andre Dusek had no other choice than to take a ride into the net at the end of the track. Luckily he was unhurt in the process, but the same couldn’t exactly be said for the dragster. The chassis is currently stripped and sitting at HammerTech Racecars to see if it can be repaired. We’re not alone in our hope to see it back up and running sooner rather than later. Source: waglercompetition.com

Source: https://dieselnet.com/news/2021/04iea.php

12 12

DW NEWS ››

EMISSIONS For Sale Opposed-Piston, 2-Stroke Diesel Meet’s Strin- PPEI’s Non-Compliant gent NOx Emissions Achates Power has announced that the opposed-piston, 2-stroke diesel engine it has been developing for Class 8 trucks has achieved NOx emissions of 0.02 g/bhp-hr. This level of NOx production would meet the 2027 California emission requirements over the FTP cycle. Engine designers point to the engine’s low surface area to volume ratio of the combustion chamber, which results in lower heat losses and higher brake thermal efﬁciency, as being the key to its extremely low NOx emissions. The 10.6L engine is a three-cylinder that produces 300 kW (402 hp), and given the success its seen so far, Achates Power plans to also begin development of two and four-cylinder variations for Class 3-6 medium duty applications.

Corvette Is On The Market One of the quickest diesel Pro Mods ever pieced together is up for grabs. That’s right, PPEI’s Duramaxpowered C7 Corvette is for sale—and it will no doubt make its new owner a winner. At 2,700 pounds, it’s the lightest diesel Pro Mod yet to hit the scene. The late-model ‘Vette rides on a Jerry Bickel chassis and was powered by a 408 ci Duramax with Wagler heads, Industrial Injection fueling, Bullseye Power turbos, and rocked a Rossler TH400 transmission. If you recall, the car went 4.30s right out of the box back in 2019, so it’s a proven performer, and then some…

Source: dieselnet.com

Source: www.ppei.com

OEM Garrett’s New, Two-Stage VNT System

TRUCK OF THE MONTH GM Delivers Infantry Squad

Garrett has opened up about its two-stage variable geometry turbocharger conﬁguration designed for the BMW 3.0L inline-six, a turbo system that originally debuted on four-cylinder engines back in 2015 (via the 125d, X125d, and 225d). The dual VGT system, combined with a 48volt starter-generator, can turn out 340 hp and 516 lb-ft of torque in factory form. The system features an integrated, 7-port exhaust manifold (one of which is dedicated to EGR), an electronically actuated turbine bypass valve, VNT technology on both the low-pressure and highpressure turbochargers, and a water-cooled compressor. Garrett claims the water-cooled compressor enables higher EGR rates to reduce NOx formation. With its two-stage VNT system aboard BMW’s 3.0L I-6, it meets stringent Euro 6d emission regulations.

Vehicle To U.S. Army Justin Zeigler Wins U.C.C. It was a blockbuster weekend in Indianapolis, and the star of the show was Justin Zeigler. After his 5,200-pound Ram clicked off a 5.3-second eighth-mile on Day 1, he proceeded to lay down 2,443 hp and 3,282 lb-ft of torque on the dyno on Day 2. Then, in a moment that came down to the wire, Justin’s 290-foot sled pull on Day 3 proved just enough to seal the overall win when Chris Buhidar’s 299.65-foot effort came up short of where he needed to ﬁnish in the dirt. In terms of scoring, just 100 points (at this even, thousands are on the table…) separated First through Fifth Place at U.C.C. 2021—proof that this event is as competitive as it’s ever been.

Source: dieselnet.com

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Head to DieselWorldMag.com/News for the latest diesel news developments. 14

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PRODUCTS

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Fuel Protection BD Venom Lift Pump BD’s Venom Lift Pump offers a drop in solution that utilizes ultra-quiet ball bearing technology with improved pressure regulation and efficiency. The system rated at 165gpm has enough fuel flow to support Stroker 900hp high pressure pumps. A rigid aluminum bracket along with quiet vibration isolators allow for versatile and easy installation without having to strap mount to the electric motor like with previous models. Kit includes commonly sourced 3-micron fuel filter and 20-micron water separator filter, plus, everything else needed to install using full-size 1/2inch fuel lines. BD Diesel DieselPerformance.com 20

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HD Filter PPE Oversize Oil Filter The OEM PF26 filter comes up short with only 259 square inches of 25-30 micron filtration capability. The stock filter has no center core support which can lead to media collapse. The simple leaf spring design to secure the oil seal loses tension and can lead to dirty oil blow-by. PPE fixes this with their brand new oversize filter. The PPE Filter has double the specially engineered filter media equalling 522 square inches. A perforated metal center core provides media support. Blow-by is eliminated by a coil spring. This filter also includes an integrated magnet to catch ferrous metals and a silicone anti-drain-back valve to prevent the passage of dirty oil. The thicker base plate also has 49% larger passages for higher flow. Pacific Performance Engineering PacificP.com

Cummins Turbos Stainless Diesel “VGT Boss” The Stainless Diesel ‘VGT BOSS’ 5blade Maﬁa turbocharger is a drop-in upgrade for your 6.7 Cummins. If you are experiencing the common issue of the failing factory turbo, looking to meet work stock pulling rules, or simply just trying to have a sleeper this is a great way to majorly improve the performance of your rig all while addressing the problem. This turbocharger works without having to modify any existing components for drop-in performance plus, it maintains the existing exhaust braking feature. With a larger 63mm 5Blade compressor wheel and proven High Flow 67mm 10blade turbine package this turbo will support up to about 700hp. Stainless Diesel StainlessDiesel.com www.dieselworldmag.com ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ SEPTEMBER I 2021 • DIESEL WORLD

FEATURE

2008 DODGE RAM 1500

TEXT BY CHRIS TOBIN | PHOTOS BY CHRIS TOBIN

ike most gear heads Neal Nissen, the owner of Injected Diesel Performance in Mountain View, MO, is always on the lookout for good project trucks especially if he can stuff a Cummins diesel under the hood and create a fun new ride. One such truck is the 2008 Dodge Ram 1500 standard cab short bed seen here. After

DIESEL WORLD MAGAZINE

purchasing the truck for only $1,400 with a blown 4.7L V8 gas engine that was already pulled from the engine bay he decided to transform it into a Cummins powered daily driver. Using a running and driving 2006 Dodge Ram 3500 as the donor truck he and friends Brendan Patten and Danny Boyd swapped the drivetrain into the 1500 and had it

Lifting the bright blue hood reveals the 5.9L common-rail Cummins diesel engine in all of its compound-turbo glory. Notice the bright blue powder coating that brings the body color into the engine bay.

RESURRECTED RAM running and driving in just five days with the stock Cummins engine and 48RE automatic transmission. Not long after finishing the truck in early 2017 Nissen got the bug to wrench on the truck some more and pulled the transmission to do a complete performance rebuild. Using high performance components including a BD Diesel billet input shaft as well as Raybestos GPZ clutches, and steels throughout the transmission he built it to withstand just about anything he figured he’d throw at it. It is linked to the Cummins engine through a BD Diesel SFI flexplate bolted to the crank and a Diesel Performance Converters triple disk billet torque converter with a 2,200-rpm stall speed. But of course, with a transmission being built to handle more power that means the engine needs to be built to make more power! Before the summer of 2019 he decided to pull the engine and build it to be worthy of the transmission. Tearing into the common rail 5.9L Cummins he stripped it down to the block before replacing the stock pistons and rods with Mahle pistons and Wagler Competition Products Street Fighter connecting rods swinging through the stock cylinder bores on the stock Cummins crankshaft. The block was capped with a Patriot Race Engines ported cylinder head using Manton valve springs and pushrods to actuate and control the valves with input from the Hamilton Cams camshaft. The cylinder head is clamped down 26

A custom airbrushed valve cover caps off the powerful Cummins to give the engine bay a truly unique look.

The compound turbo setup on Nissen’s Cummins uses an ATS Diesel 3-piece exhaust manifold that feeds spent gases into a BorgWarner S364.5 turbo. Mounted below (barely visible) is a large BorgWarner S482 turbo that draws in plenty of air through a K&N air filter.

RESURRECTED RAM to the block with a set of ARP 625 head studs and wears a stock valve cover that was custom airbrushed in blue with ghost flames by Dallas Phelps. Spent exhaust gases as sent out of the head through an ATS Diesel 3-piece exhaust manifold with a BorgWarner S364.5 turbo hanging off the manifold and a large BorgWarner S482 nestled below it sucking in fresh air through a K&N air filter. After flowing through both turbo chargers, the exhaust is channeled to the rear through custom 5-inch aluminized steel tubing that Nissen fabricated. The 5-inch exhaust system then turns up and into the bed where it is capped with a slash cut 7-inch MBRP stack. The double compressed intake charge is fed to a stock Dodge intercooler then into a Banks Monster-Ram intake manifold before being directed into the cylinder head. The boost tubes and intake manifold are powder coated “Cheater Blue” to match the exterior paint and add pops of color under the hood. To keep up with all that boost Nissen upgraded the fuel system starting with a G&R Diesel fuel sump with integrated return line and a FASS 165GPH lift pump and filter system drawing fuel from the tank and sending it up to the engine. An S&S Diesel Motorsport 12mm CP3 high pressure fuel pump takes over from there delivering the fuel to a set of 200% over Exergy fuel injectors. EFILive tuning of the Cummins ECM was handled by Dominic Canonico at Tenacity Tuning the combined package made 935 horsepower and 1,700 lbs-ft of torque on the Injected 28

With 275/50R17 Nitto NT450 Extreme Performance tires wrapped around 17x10inch Fuel Maverick wheels on the front the 2WD Ram 1500 has a great stance thanks to a 4/6 drop and a little extra weight from the Cummins engine. Nissen has another pair of these for the rear of the truck for daily driving when he is not at the track.

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RESURRECTED RAM Diesel Performance chassis dyno. But, like most gear heads he wasn’t satisfied with that and has made some additional upgrades since we photographed the truck. He swapped the head out for a D&J Precision Machine Stage 1 head for improved airflow and fire rings to better hold up to the high cylinder pressures. He also replaced the 12mm CP3 with an S&S Diesel Motorsport 14mm CP3 and has now made 1,199 horsepower and 1,809 lbs-ft of torque on his dyno. Chassis modifications to the truck included installing 3/4-ton 2WD diesel coil springs up front that were cut down to achieve Nissen’s desired ride height. In back he replaced the factory 1500 rear axle with a Dutchman Fab 9-inch fabricated axle assembly stuffed with 3.50 gears and a Wavetrac differential rather than a spool since he still wants to be able to daily drive the truck. To set the proper ride height in the rear the leaf springs are mounted below the axles rather than above the axle assembly. A set of CalTracs bars work with QA1 double adjustable shocks to tame and tune the rear suspension. To stiffen the 1/2-ton chassis and improve the truck’s safety Paul Cato of Maverick Diesel installed a

Moving to the inside of the cab you’ll find a pair of factory SRT-10 leather/suede seats along with the matching center console/seat as well as two sets of RaceQuip harnesses and a 6-point roll cage fabricated by Paul Cato of Maverick Diesel to meet safety regulations for track use.

The factory gauge cluster is from the donor truck is fully functional but Nissen also added an Edge Products CTS Insight monitor to help keep an eye on the Cummins’ vitals without adding a pillar full of gauges. Since it is also his daily driver, he installed a JVC audio/video receiver, Memphis 12-inch sub, Alpine amplifier, and Kicker speakers to provide the tunes while cruising down the highway.

Lightly tinted factory taillights and the color matched bumper give the truck a good look from the rear as well. 30

He installed a set of factory-style sport headlight housings to give the truck a more sinister look than the fully chrome original headlights provided.

Looking under the side of the truck you can see both the G&R Diesel fuel sump as well as the CalTracs traction bars that he installed to help plant the rear tires and keep the leaf springs from twisting into pretzels under the Cummins power.

Moving under the rear of the truck you can see that Nissen also replaced the weak 1/2-ton axle assembly with a Dutchman Fab 9-inch and a Wavetrac differential. Wilwood drilled and slotted rotors are clamped by Wilwood calipers to slow the truck while QA1 double adjustable shocks are used to tame the ride and allow for quick tuning when he gets to the drag strip.

RESURRECTED RAM six-point roll cage with swing-out doorbars on each side to make it easier to get in and out. He routed the tubing for the rear down tubes through the cab above the rear glass window for a clean look and tied the roll cage into the frame at all six points. Nissen improved the chassis since we shot the truck as well going over to Kinetic Engineering coil over shocks on all four corners with a four-link setup in the rear. For street driving the truck rolls on 275/50R17 Nitto NT450 Extreme Performance tires wrapped around 17x10-inch Fuel Maverick wheels front and rear. When he takes the truck to the track, he swaps out the rear tires for a set of Mickey Thompson 29.5X10.5R15 Pro Bracket drag radial slicks wrapped around 15x10-inch Fuel Lethal wheels to grip the track surface and send the blue Ram streaking down the strip. Since the donor truck was fully functional Nissen was able to completely move all of the harnesses and modules from the 3500 into the 1500 and retain full functionality of the gauges, switches and even the climate control giving his 1,000+ horsepower street strip terror cool air-conditioned comfort. To enhance the interior further he installed a set of leather/suede seats from a Dodge SRT10 and improved the tunes with a JVC double-DIN audio/video receiver installed in the stock dash location. The JVC sends audio signals to an Alpine amplifier which powers a Memphis 12-inch subwoofer 32

Looking into the bed you can see that this truck was used heavily in its previous life, you can also see the 7-inch stack and roll cage down tubes that cleanly exit the rear of the cab while retaining the factory glass window.

Neal Nissen dressed up the front of his 2008 Dodge Ram 1500 by painting the grille and bumper to match the rest of the factory Electric Blue Pearl paint. He also installed blacked-out sport headlights to give the truck a more sinister facade that belies the potent Cummins under the hood.

“THANKS TO A FELLOW GEAR HEAD THIS DODGE RAM WAS GIVEN A NEW LEASE ON LIFE DITCHING THE FAILED GASSER ENGINE FOR A 1,200-HORSEPOWER COMPOUND TURBO CUMMINS.”

RESURRECTED RAM and Kicker door speakers. To keep an eye on the engine’s vitals he installed an Edge Products CTS Insight monitor rather than a pillar full of analog gauges.

While the large 7-diameter exhaust stack, roll cage down tubes and drag radials out back reveal the truck’s racing aspirations, it is still a great looking truck with a nice stance giving it a sport truck feel. 34

With around 30,000 miles driven since converting the truck to Cummins power and many passes down various drag strips around the country it is easy to see that Nissen enjoys his street/strip short bed. Thanks to a fellow gear head this Dodge Ram was given a new lease on life ditching the failed gasser engine for a 1,200-horsepower compound turbo Cummins and that my friends is a great thing. If you happen to run across a sharp looking Electric Blue 2WD Dodge, approach with caution it may be sporting a Cummins under the hood and you may only get to see the taillights.

TECH |

DIESEL WORLD MAGAZINE

TEXT AND PHOTOS BY MIKE MCGLOTHLIN

BORGWARNER TURBOCHARGERS THE RHYME AND REASON BEHIND THE COMPANY’S SUCCESS IN THE DIESEL INDUSTRY

hether you’re looking for more power, need to replace a dead VGT, or want a budget-friendly bolt-on, BorgWarner

has long offered the lion’s share of ﬁxed geometry turbo options in the diesel aftermarket. For every application, from Cummins to Duramax to Power Stroke, and from stock to four-digit horsepower, not

only is there a BorgWarner that ﬁts the bill, but one that performs. No other turbo manufacturer offers a product line as comprehensive as Borg’s, or as many conﬁgurations. Ample options provide the end-user

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the ability to spec the perfect off-the-shelf turbocharger for their speciﬁc needs.

The specific niche under the BorgWarner umbrella that most pertains to the diesel performance industry is the AirWerks division. In 2002, the aftermarket group at BorgWarner Turbo Systems started the AirWerks program. The independent program was created to assist the needs of BorgWarner distributors who sell turbos to the competitive motorsports market. It was also created to help customers who were looking to get a little more performance out of their factory turbocharged car or truck.

Beyond their performance potential, BorgWarner turbos have long enjoyed a reputation for durability. Its units are capable of surviving 50, 60, even 70 psi of boost in a single turbo application, and on a regular basis. Couple that toughness with affordability and high availability and you get a very popular product. It’s why, for two decades, BorgWarner turbochargers have been the preferred choice in the diesel industry. In the pages that follow, we’ll highlight some of the most popular BorgWarner turbos in the diesel world: its S300 and S400 frame units. They’re proven, reliable, efﬁcient, highly conﬁgurable, and arguably provide the best bang for the buck in turbochargers. Here’s why.

Without a doubt, BorgWarner turbochargers earned their stripes in the diesel industry aboard 5.9L Cummins-powered trucks—the platform most hardcore enthusiasts were working with back around the turn of the century. In time, the BorgWarner love would spread to the V-8 offerings (Duramax and then Power Stroke), but in the beginning it was the Cummins crowd that unofficially performed the majority of the R&D for the diesel segment.

One area where BorgWarner turbochargers can be confusing for newcomers is in their terminology—or more accurately, the aftermarket’s adopted terminology. As an example, in the diesel world the label “S366” or “S480” is thrown around quite a bit, even though it leaves much to be desired (notice the S300 over S400 compound arrangement on the 12-valve Cummins pictured here). The former example means that the turbo is an S300 frame and utilizes a compressor wheel with a 66mm inducer. It provides no insight as to the turbine wheel size, the A/R of the exhaust housing, or whether it’s an SX3 or an SX-E. The correct nomenclature from AirWerks would look like this for PN 177275 (a cast wheel S366): S300SX3 66/80 .91. Translation: S300SX3 line, 66mm compressor wheel inducer, 80mm turbine wheel inducer, .91 A/R exhaust housing. For whatever reason (possibly to keep things shorthand), most enthusiasts stick to the simplistic S366 (or S467.7, S472, S480, etc.) labeling. 40

It’s not on every BorgWarner turbo you’ll find, but it is on the majority of the units found throughout the diesel pickup industry. It’s called twin-scroll turbine housing technology and BorgWarner uses it to produce quicker spool up by dividing exhaust flow. Exhaust gases leaving the engine are routed into so-called scrolls (spirals) and then reunited at the turbine wheel. This technology is nothing new and certainly not unique to BorgWarner, but it pays off big in the drivability department. Compared to an open scroll (or non-divided turbine inlet), target boost pressure can be achieved as quick as 1,000 rpm sooner—and in a low-revving diesel, 1,000 rpm is a big deal.

TECH ›› BORGWARNER TURBOCHARGERS

To be sure, BorgWarner didn’t invent twin-scroll technology, but they have arguably perfected it, and utilize it across much of the S300 and S400 product lines. Key benefits of a twin-scroll turbine housing other than improving low-rpm boost are that it increases low-rpm torque, improves fuel economy, reduces engine pumping losses, maximizes turbine efficiency, and lowers exhaust gas temperature.

BorgWarner’s forged milled compressor wheels (called FMW for short) all but killed off the aftermarket “billet” wheel craze that once held a lot of sway in the diesel industry. An off-the-shelf FMW can outperform most aftermarket compressor wheels (not all), which makes selling a complete, fully balanced, box turbo an easy sell. Being made from forged-aluminum also makes it stronger than most aftermarket billet-aluminum wheels. And when compared to the average castaluminum wheel, BorgWarner claims its FMW wheels are 213-percent stronger.

All of BorgWarner’s compressor wheels are designed using computer software that develops a three-dimensional calculation of the airflow and pressure. Full disclosure: the company’s cast compressor wheels work extremely well. However, its FMW versions changed the game. Compressor efficiency is also very good, higher than 70-percent on most sections of the compressor map, and quality checks such as X-raying are performed on each wheel to ensure every unit leaves the production line fit for a long service life. Extended tip technology is also a big part of the success of BorgWarner’s compressor wheels. This technology enables quicker spool-up at low engine speed without sacrificing top-end flow (i.e. the turbo acts like a bigger unit at high rpm, but a smaller one at low rpm). Picture a 72mm compressor wheel that flows what a 76mm wheel can, but performs like a 67mm at low engine speed. This is the benefit that extended tip technology affords you.

TECH ›› BORGWARNER TURBOCHARGERS

Despite the glamor associated with the ball-bearing center cartridges employed on some turbos, BorgWarner’s twin hydrodynamic journal bearings have proven highly robust, even with excessive shaft speed in the mix. One high mark of the use of journal bearings is that the center sections of S300 and S400 frame chargers are fully serviceable and won’t break the bank—which is often not the case with ball-bearing turbochargers. The option to upgrade to a 360-degree thrust bearing assembly is also offered on most BorgWarner S300 and S400’s, adding tremendous insurance in high drive pressure and shaft speed applications. A 360 thrust upgrade typically runs just $120 to $180.

Various exhaust housing options are offered for each BorgWarner model, which makes it possible to fine-tune your drivability (spool up), top-end performance, and mid-range to your liking. On S400SX models alone there are eight different housings to choose from

The ability to adjust the compressor housing orientation on both S300 and S400 turbos makes them flexible enough to accommodate virtually any hot-side intercooler piping. The same goes for the exhaust housing, which can be clocked to work with any exhaust manifold (I-6) or exhaust collector (V-8) you choose. For the money, there is tremendous value in the S300 and S400 game. Take an S369 SX-E for example. It’s a charger that flows 98 lbs/min (1,400 cfm) thanks to its FMW compressor but when spec’d with a standard (and common) T4 divided exhaust housing (.91 or 1.00 A/R) retails for just over $1,000 to $1,050 (through Pure Diesel Power, for example). For tighter budgets and lower horsepower builds, the old-school, cast-wheel S300SX3 line is still around—and the 66mm S366 shown here will only run you a touch over $750 through XDP. 44

TECH ›› BORGWARNER TURBOCHARGERS

The equally popular box FMW S467.7 retails between $1,300 and $1,350 ($1,333 at Summit Racing) and can support north of 700-rwhp in any application while also providing solid drivability characteristics. Small to mid-size S400 frame chargers (with 67mm to 82mm compressor wheels and T4 exhaust housings) typically use BorgWarner’s 74/83mm turbine (exducer/inducer) or 81/87mm turbine, while larger versions (including SX-E models, with T6 exhaust housings) utilize the 82/92mm or 88/96mm turbine.

A T6 S475 with the large 96mm turbine wheel inside a 1.32 A/R exhaust housing—a good candidate as an atmosphere charger in a smaller set of compounds—can be had for just $627 and change from Scheid Diesel. We’ve even seen this turbo support nearly 800rwhp in S300/S475 arrangements, primarily on 5.9L common-rails, but we’ve also seen it employed as an atmosphere charger on our fair share of highly drivable, 750-plus hp Duramax’s.

Years ago, an S480 was typically reserved for a compound turbo setup and left in T6 form. Today however, with improvements in compressor technology, cylinder head flow, and engine tuning, these massive chargers have been successfully campaigned as big singles. Some are fitted with a T4 exhaust housing to work, while others rely on a loose converter to bring a T6 version to life in a respectable manner. In SX-E form, the S480 SX-E FMW compressor wheel flows an impressive 135 lbs/min (1,930 cfm). Stepping up to an S488 SX-E for all-out horsepower and race applications, you’re looking at a turbo that moves 160 lbs/min (2,285 cfm) and supports up to 1,575 hp according to BorgWarner. According to the aftermarket, however, 1,740 hp has been achieved with an S488 SX-E on the engine dyno.

8IJMF àUNFOU PG B #PSH8BSOFS 4 JTO U B CPMU JO QSPQPTJUJPO GPS Duramax or Power Stroke owners (you’ll need a different mounting system), the S300SX3 line caters almost exclusively to common-rail Cummins applications. Right out of the box, a 60mm (68mm turbine), 63mm (68mm turbine), and 66mm (73mm turbine) S300SX3 equipped with a 90-degree compressor outlet cast into the compressor housing will directly replace the factory turbo, so long as the exhaust manifold has been changed or altered to accept BorgWarner’s T4 exhaust housing. 46

For ’94-’02 5.9L Cummins owners, BorgWarner makes a 100-percent drop-in replacement for the stock turbo (T3 divided exhaust housing and all) coined the S300GX. It features a cast 57mm inducer compressor wheel, a 64.5mm exducer turbine wheel, and comes standard with a .80 " 3 5 áBOHF FYIBVTU IPVTJOH %FTJHOFE GPS MPXFS IPSTFQPXFS TFDPOE gen applications but still capable of supporting north of 400-rwhp, it spools quick and has a reputation for durability.

TECH ›› BORGWARNER TURBOCHARGERS

For an S300 frame turbo, the release of the S369 SX-E was big news when it hit the NBSLFU *UT NN JOEVDFS '.8 DPNQSFTTPS XIFFM áPXT MCT NJO DGN XIJDI rivaled cast 75mm wheels at the time, and the inclusion of an integrated shaft speed sensor port and pre-machined boost monitoring port were additional selling points for what was then the hottest S300 on the market.

When BorgWarner released its SX-E super-core line several years ago, the overall quality of its turbocharger package improved considerably. For example, all SX-E turbos come standard with a 360-degree thrust bearing, forged milled compressor wheel (FMW), and an optimized compressor housing. All super-cores must be spec’d with the exhaust housing of your choice (an added cost). In contrast, the older SX line of chargers came standard with a 270-degree thrust bearing assembly and a cast compressor wheel.

The well-established performance gains, durability, and versatility associated with S300 and S400 turbochargers has led to a myriad of S300 and S400 conversion kits in the aftermarket. No matter what model year Duramax you own, there is a system available to convert your LB7-L5P into a BorgWarner S300 or S400-fed beast. Here, you can see an S366 SX-E in the valley of an LBZ, made possible thanks to an S300 single install kit from HSP Diesel. 48

Released in 2018, BorgWarner’s S372 SX-E one-upped the 69mm version and once again proved how the company’s big wheeled S300’s contradicted some of the aftermarket chatter than its turbos were “too big” and hard to package. With its FMW compressor wheel DBQBCMF PG áPXJOH MCT min (1,570 cfm), the S372 SX-E is designed to support big horsepower (as much as 1,100 hp in some applications) without having to upgrade to an S400 frame charger.

A reputation for durability, adjustable compressor and exhaust housing orientation, and an ability to provide solid performance gains prompted many aftermarket companies to build T4 turbo mounting kits for the 7.3L Power Stroke. By being able to run a T4 S300 or S400 BorgWarner, 'PSE PXOFST DPVME NPWF CFZPOE GBDUPSZ NPEJàFE UVSCP PQUJPOT and slightly bigger yet air-limited replacements. S366 variants have proven capable of supporting more than 500-rwhp, with S400’s helping some 7.3L’s clear in excess of 700-rwhp.

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6/2/21 3:34 AM

TECH ›› BORGWARNER TURBOCHARGERS

S300 frame turbochargers found a home on the 6.0L Power Stroke when owners either became fed up with the engine’s rampant VGT issues, or sought more power. The 6.0L responds very well to the S362, the S363, and S366 turbos, and this type of swap (a T4 divided system) remains a solid choice for both reliability and performance. With the right injector, a 6.0L sporting an S366 can support 700-rwhp. The system shown here is built by Smeding Diesel.

*O UIF $VNNJOT SFBMN 4 T TFFN UP XPSL CFTU PO - NJMMT XIJMF 4 T à U UIF bill perfectly on the 6.7L. The larger displacement of the 6.7L Cummins allows it to spool an S400 much easier, even with factory injectors in the equation. In many applications, a smaller S400 is hardly less responsive at low rpm than the factory VGT. No different from UIF %VSBNBY BOE 1PXFS 4USPLF BQQMJDBUJPOT QSFWJPVTMZ MJTUFE B DPNQMFUFMZ OFX UVSCP system is required to swap an S400 onto a 6.7L Cummins, and a second-gen turbo swap kit from Fleece Performance Engineering is shown here.

THE “S” IN S300 AND S400 COMES FROM SCHWITZER The 6.4L Power Stroke is equally receptive to an S300 swap, and its displacement edge over the 6.0L allows it to drive smaller S400’s for Ford owners seeking big power. It’s also worth noting that ditching the factory compounds in favor of a single S300 or S400 relieves the strain the 6.4L engines typically see. Most notably, drive pressure is greatly reduced after the swap.

This was the naming system applied to all Schwitzer turbochargers when BorgWarner acquired the company and retained its nomenclature back in 1999. Coincidentally, this was also roughly the same time period in which BorgWarner purchased AG Kuhnle, Kopp & Kausch, and renamed that turbocharger line 3K-Warner (you may have heard some of BorgWarner’s K-series terminology before). Another neat tidbit is that the S300 frame turbos are designed for engines between

7 and 11 liters in displacement, and S400’s are intended for 11 to 16 liter engine applications… It just goes to show you how much fueling and airﬂow is being sent through our engines, most of which displace half that size.

On ’11-’14 6.7L Power Strokes, engines plagued with factory turbo issues, an S300 or NPEFSBUFMZ TJ[FE 4 JT SJHIU BU IPNF /PU POMZ EPFT B à YFE HFPNFUSZ UVSCP TJNQMJGZ UIF overall system, but a properly sized charger will lower the drive pressure (i.e. stress) the 6.7L sees. For a solid balance in overall drivability, an S366 SX-E, S369 SX-E, or an S372 SX-E would be good choices from the S300 lineup, while an S467.7 or S472 SX-E would scratch any owner’s big single itch. 50

TECH ›› BORGWARNER TURBOCHARGERS

'PS ZFBST 4 PWFS 4 DPNQPVOE DPOàHVSBUJPOT IBWF CFFO DPNNPO JO UIF EJFTFM JOEVTUSZ FTQFDJBMMZ PO $VNNJOT BQQMJDBUJPOT "OE UIBOLT UP #PSH8BSOFS PGGFSJOH TP NBOZ 4 BOE 4 UVSCP PQUJPOT UIF QPTTJCJMJUJFT BSF WJSUVBMMZ FOEMFTT .BOZ PXOFST XIP TUBSU PVU VTJOH BO 4 4 PS 4 BT B TJOHMF PO UIFJS - DPNCJOF JU XJUI BO 4 XIFO UIF UJNF DPNFT UP JOTUBMM DPNQPVOET 5IF DPNCJOBUJPO PG BO 4 PWFS 4 PO B - QSPWJEFT GPS B TPMJE UPXJOH BSSBOHFNFOU XJUI 4 4 PS MBSHFS UVSCPT CFJOH NPSF TVJUFE GPS BMM PVU IPSTFQPXFS " MBSHF 4 QBJSFE XJUI BO 4 49 & PS FWFO B QBJS PG 4 T XPSL XFMM GPS - $VNNJOT PXOFST XJUI CJH IPSTFQPXFS HPBMT JO NJOE

#FZPOE UIF àYFE HFPNFUSZ KPVSOBM CFBSJOH 4 BOE 4 WBSJBOUT #PSH8BSOFS IBT CFFO PO UIF MFBEJOH FEHF PG TVQQMZJOH WBSJBCMF HFPNFUSZ BOE VOJRVF DPNQPVOE UVSCPDIBSHFS TZTUFNT BU UIF 0&. MFWFM PWFS UIF ZFBST 5IF DPNQBOZ QSPEVDFE UIF TFSJFT TFRVFOUJBM UVSCP TZTUFN UIBU DBNF GBDUPSZ PO UIF - 1PXFS 4USPLF GPS FYBNQMF 5IF DPNQBDU DPNQPVOE BSSBOHFNFOU DPVQMFE B NN DPNQSFTTPS 7(5 XJUI B NN MPX QSFTTVSF àYFE HFPNFUSZ UVSCP BOE JO UJNF UIF BGUFSNBSLFU EJTDPWFSFE UIBU UIF TUPDL TZTUFN DPVME TVQQPSU SXIQ 'PS SFGFSFODF NPTU - 1PXFS 4USPLF FRVJQQFE 4VQFS %VUZ T NBEF SXIQ GSPN UIF GBDUPSZ

SOURCES BORGWARNER TURBOS BORGWARNER.COM FLEECE PERFORMANCE ENGINEERING 317.286.3573 FLEECEPERFORMANCE.COM HSP DIESEL 586.785.3110 HSPDIESEL.COM PURE DIESEL POWER 715.254.1833 PUREDIESELPOWER.COM SCHEID DIESEL 812.466.7202 SCHEIDDIESEL.COM

*O #PSH8BSOFS MBVODIFE UIF àSTU SFHVMBUFE UXP TUBHF UVSCP TZTUFN UIF 3 4 XJUI WBSJBCMF UVSCJOF HFPNFUSZ 75( GPS UIF . - JOMJOF TJY QPXFSJOH UIF #.8 E 5IF JOOPWBUJWF TZTUFN QBJSFE B #PSH8BSOFS , IJHI QSFTTVSF UVSCP XJUI B , MPX QSFTTVSF VOJU XJUI UIF , FTTFOUJBMMZ TFFJOH [FSP FYIBVTU áPX JO PSEFS UP RVJDLMZ CSJOH UIF , VQ UP GVMM TUFBN BIFBE )PXFWFS PODF VQ UP PQFSBUJOH TQFFE B CZQBTT WBMWF CFHJOT UP EJWFSU FYIBVTU áPX JOUP UIF , CVU EPFT TP JO B XBZ UIBU LFFQT UIF , IVNNJOH BMPOH BU GVMM TPOH -POH TUPSZ TIPSU UIJT UVSCP QBDLBHF JT IJHIMZ FGàDJFOU SPDL TPMJE SFMJBCMF BOE UIFZ IPME VQ àOF BU UXJDF UIF GBDUPSZ CPPTU BOE IPSTFQPXFS MFWFM

SMEDING DIESEL 210.446.0888 SMEDINGDIESEL.COM SUMMIT RACING 800.230.3030 SUMMITRACING.COM XDP 888.DIESEL4 XTREMEDIESEL.COM

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COUNTERFACE WEAR

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0.0835

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43% reduction in engine wear

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18 HP increase

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EVENT

CUMMINS KILLER

THE EVOLUTION

OF CUMMINS KILLER:

FROM HOMEGROWN, PRO STOCK DURAMAX TO TRIPLE-TURBO, MECHANICAL MONSTER BY MIKE MCGLOTHLIN

t’s been on the scene since 2008, in one form or another. From Pro Stock to Super Stock, a big single turbo to compounds and then triples, and common-rail to mechanical injection, the name Cummins Killer is one of the most recognized names in competitive truck pulling. If you’ve been to a nationalcaliber event in the Midwest over the past decade, chances are you’ve seen it in action. Some of the biggest names in the Duramax aftermarket have been onboard with the truck’s various parts

DIESEL WORLD MAGAZINE

combinations over the years, and its crew has enjoyed a host of dramatic wins—along with its fair share of ontrack carnage and unexpected setbacks. Through it all, they’ve kept forging ahead, often even reinventing the game… We recently sat down with Wes Kusilek and driver Craig Dickey to look back on the truck’s storied past. From revving up the fans with its contentious name, to innovating and pioneering their own components, to pushing the vertical limits

The original Cummins Killer was the brainchild of both Wes Kusilek and his father, Chris. Believe it or not, and as is evident from this photo taken at the 2009 Scheid Diesel Extravaganza, the O.G. Cummins Killer was essentially nameless (although the Kusilek’s often referred to it as “Homegrown”). Built to compete in the Pro Stock diesel truck class, which allowed a single map groove 3.0-inch inducer turbo at the time, the truck was always up against stiff Cummins competition.

THE EVOLUTION OF CUMMINS KILLER:

of the Duramax platform, along with making in-depth repairs in the pits, there is zero idle-time in the Cummins Killer camp. For 2021, the team has plans to grow even more comfortable with the new, triple-turbo, P-pump’d Duramax under the hood of version 3.0. If you have time this summer, make it a point to come out and witness this one-of-a-kind machine storm down the track. Believe us, everyone deserves to see this cuttire’d monster tear through dirt. So what kind of parts did the Kusilek’s Pro Stock Duramax engine sport back in the day? In 2008, one of the recipes included a GT42-based 3.0 charger, SoCal Diesel heads, a belt-driven Industrial Injection Grand Poobah CP3 on top of a stock CP3, and 105-percent over Industrial injectors. “Industrial Injection gave us a lot of parts to test back in the day,” Wes recalled. As the years progressed, Wes and crew switched from a GT42derived turbo to a GT45-based one, then got onboard with Precision Turbo & Engine. Literally always trying new things, here you can see one of the two exhaust manifolds the Kusileks pulled from a 4500 series Duramax after a set of fabricated headers didn’t produce the results they were after. 58

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THE EVOLUTION OF CUMMINS KILLER:

Having been in the truck pulling game for well over a decade now, Wes and Craig have lived through a host of rule changes—some of the biggest of which have been turbo-related. Back when map groove limits were just starting to be enforced, Wes found that while a .250inch map groove had to be run in one organization, they didn’t have to be in another. “So, we pulled the .250-inch charger after the first pull, changed to a no limit map groove turbo in the trailer on the way to the next hook, and put 50 feet on everybody that night,” he told us. “But back in those days that was 100-percent legal.”

Always finding new ways to win with common-rail injection, Wes and company showed up to the 2010 TS Performance Outlaw event with a triple CP3 arrangement—a wild innovation for the time. A one-off gearbox the Kusilek’s designed themselves, and driven off of the crank, allowed the system to work, and also provided room for growth if even more CP3’s were needed later. All three CP3’s employed here were 10mm stroker pumps from Exergy Performance. One 10mm CP3 is known to support 800-rwhp…

As fate would have it, Wes ended up taking the Pro Stock 3.0 win at the 2010 TS event, edging out 11 of the toughest-running Cumminspowered trucks in the nation. But on top of that, it was the first event that the GMC donned the name “Cummins Killer.” There could not have been a bigger statement made, and pulling fans either loved the truck instantly, or loathed it completely. 60

THE EVOLUTION OF CUMMINS KILLER: CUMMINS KILLER II

A few years down the road, the need to keep up with massive common-rail injectors demanded the CP3 arrangement be grown to include five pumps. In 2018, when this photo was taken, Cummins Killer II was in the midst of one of its best years in service. The overspeed issues had been ironed out with the big single and the engine proved highly reliable at 2,300 to 2,400 hp. In fact, Craig told us he only had to adjust the valves once the entire season. On to Super Stock they went, big single turbo and all. Thanks to Wagler Competition Products’ billet-aluminum air-to-water intercooler, which essentially replaced the factory intake (and in this case was port-matched to the heads), a Pro Stock tractor turbo was mounted in front of the engine. The compact packaging eliminated the lengthy intake piping and complexity that is traditionally associated with most air-to-water units. Over the course of the next four years, everything from a 5.1-inch to a 5.5-inch charger would be tried, the massive snails coming from either Columbus Diesel Supply or Wimer Fuel Injection & Turbo.

In the upper tiers of competitive truck pulling, people take notice when you win —especially the competitors you beat. When Wes rolled into a major event with arguably the most aggressive DOT tires on the market under Cummins Killer, Nitto Mud Grapplers, everyone else thought he was nuts. In a sport where convention wisdom at the time dictated that all-terrain tires were the “only way to win,” it appeared to most that the Kusilek’s were setting themselves up for failure. Long story short, they were wrong. Wes won, and opened a lot of eyes in the process. 62

THE EVOLUTION OF CUMMINS KILLER: CUMMINS KILLER II

Version two of Cummins Killer blasted onto the scene in 2012. The GMC body was obtained through the purchase of a rollover, and was pieced together with dealership parts from there. This era would also mark the point in time when Jeremy Wagler entered the picture. After trying a set of his cylinder heads, Wagler (and many of his future innovations) became an integral part of the Cummins Killer engine program.

So what got Wes and Craig and the guys interesting in bumping up from Pro Stock to Super Stock? After competing at local events that allowed them to run cut tires, they found that—even though they were underpowered in their class—the tremendous bite the cuts provided kept them neck-and-neck with the competition. Of course, the ability to run cut tires wasn’t the only reason they made the move. When we asked Wes what the determining factor was he laughed and said: “We bumped up to Super Stock because we’re always willing to try different things. Plus, when everyone said we couldn’t win in Super Stock or with a single turbo we knew we had to try it.”

Not only did the Mud Grappler gamble work back in 2013, it started a trend. “A weekend later, everyone had them on their truck,” Wes told us. “But it wasn’t just the tires…we had a great year that year in 2013.” It’s worth noting that in the years leading up to the Pro Stock class switching to cut tires, virtually every competitor ran a set of Mud Grapplers at one point or another.

So what was life like running a 5.5-inch turbo that’s normally reserved for 680 cubic inch IH and John Deeres? How about 110 to 115 psi of boost, 6,500 rpm, and a Wagler DX460 that would eventually turn out 2,980 hp on the engine dyno! “You didn’t want to pull it down below 4,800 rpm,” Craig said, but at full song it was positively nasty. With this parts recipe and when the conditions were right, Cummins Killer was always poised to pull off an upset in the Super Stock class, despite being considerably underpowered. 64

This is one major reason why the DX460 Duramax in Cummins Killer was nearly able to push common-rail injection to 3,000 hp. The Bosch MCRS (Module Common Rail System) injectors out of a Cummins QSK60, a 60.2L V-16 used in mine haul trucks and commercial applications, moved copious amounts of fuel volume with very low duration. They were also capable of supporting 2200 bar (or roughly 32,000 psi) right out of the box. Once S&S Diesel Motorsport got their hands on a set, they were made to work in the DX460 and several hundred more ponies were brought to the table.

THE EVOLUTION OF CUMMINS KILLER:CUMMINS KILLER II

According to Craig, who took over most of the driving duties in 2016, the first full year in Super Stock was rough on turbos. “We were overspeeding them all the time that first year,” he told us. “But after we put water in front of them it helped to slow them down, and we quit overspeeding them.”

In 2019, the team turned to a compound turbo arrangement to get them down the track. The Pro Stock tractor turbo was combined with a 4.4-inch charger, both from Columbus Diesel Supply. Here, you can also see the shielded driveshaft that extends from the crank to the CP3 gearbox positioned well forward of the axle.

STUFF YOU JUST CAN’T MAKE UP!

In addition to being infamous for trying unorthodox, out-of-the-box things, the Cummins Killer crew is also well-known for making last-minute repairs that somehow, some way allow the component to hold up for one last hook.

While Wes, Craig, and all parties involved weren’t able to realize the full potential of S&S’s MCRS injectors (said to be 3,500 hp), that was not the only reason behind the switch to mechanical injection. Among many holdups, a key sticking point was the Bosch Motorsport MS15.1 stand-alone ECM not quite having enough electric current to fire the injectors at the rate they needed them to. “We aren’t mechanical guys. We still aren’t,” Wes stated. “But it was an uphill climb to constantly keep the common-rail guys innovating. Do I think common-rail can be made to compete? Absolutely. It just needs the right amount of R&D, money, and time poured into it.” 66

Running on the ragged edge has always been everyday life for Wes, Craig, and everyone else involved in Cummins Killer, which at times means they’re very busy in the pits between hooks. Since entering Super Stock, they’ve encountered a host of issues and setbacks, including blowing injectors out of the heads, killing turbos, melting or damaging pistons, cracking blocks, and one time even exploding the bearings in the drop box. Despite being deck-plated when they were running the factory Duramax block, crankcase failures proved both common and crippling. “When you’re competing at 2,600 to 2,700 hp on the factory Duramax block everything is fine,” Craig said. “But any time you try to make and compete at 2,800 or 2,800-plus the block splits right at the oil galley by the mains.” We captured this image at the 2019 Scheid Diesel Extravaganza, where Craig was knee-deep in a sleeve and piston replacement on the DX460 engine in order to make the call that evening.

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THE EVOLUTION OF CUMMINS KILLER: CUMMINS KILLER III

Before the mechanical DX460 debuted in the fresh Cummins Killer chassis at the track, its new engine was on display at the 2019 PRI Show. Complete with a gigantic turbo, a hulking P-pump in the valley, and a floating core air-to-water intercooler out front, show-goers and those on social media were just as floored as everyone else in the motorsports industry. Deservedly, Wagler Competition Products earned the JE Pistons Masters of Motors award for the all-billet Duramax.

The massive, billet 8-cylinder P-pump in the valley was built by Wimer Fuel Injection & Turbo. It was rumored to be sporting 16mm plungers at the 2019 PRI Show, but Wes and Craig disclosed that a 17mm pump was in charge of fueling the engine when Cummins Killer III debuted last summer.

Lurking behind the P-pump at PRI sat a massive Wimer Pro Stock tractor turbo. Seeing this, attendees had reason to believe that, in addition to the mind-blowing decision to switch to mechanical injection, Cummins Killer would be back to running a big single in 2020. This would not be the case, as three turbos would make the cut.

By the time the DX460 Duramax was dropped into the new Super Stock GMC, the massive near-6-inch Pro Stock charger was replaced with a triple-turbo arrangement. Each Holset-based, T6 charger was sourced from Wimer and features a billet, 4.1-inch inducer compressor wheel. Two 4.1’s serve as one large atmosphere unit in the twostage configuration, while the high-pressure 4.1 resides beneath them, and slightly forward along the tube chassis. 68

The 17mm Wimer pump feeds fuel to eight John Deere-based injectors. Also built by Wimer, the John Deere units feature billet, triple-feed bodies, and 5-hole nozzles. How big the holes are we don’t know—but the NN QVNQ JT DVSSFOUMZ TFU UP áPX DD T PG GVFM There is one thing Craig is very sure of, and that’s the fact UIBU UIF NFDIBOJDBM %VSBNBY JTO U BT GVFM FGàDJFOU BT UIF common-rail. It consumes a whopping four gallons of diesel per pass vs. the common-rail only using two.

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THE EVOLUTION OF CUMMINS KILLER: CUMMINS KILLER III

So how much different is the driving experience with triples as opposed to a big single? Craig Dickey told us that, thanks to their ability to recover or re-light after engine rpm drops, they make the truck much easier to drive. “Triples are easier to run because throttle response is better. I can start the pull at 5,000 rpm, hook up to the track and bog the engine down to 4,300 and then bring it back up. The single would never let you get that low. It would snuff or fall off and never come back.”

As you can see from this angle, the air-to-water intercooler core was packaged on the passenger side of the engine. With three turbos and 148 psi of boost involved in the truck’s full-pull efforts, it’s this elaborate cooler’s job to make sure intake temps and EGT remain at reasonable levels. Of course, by chilling the engine’s incoming air, it’s good for a solid horsepower contribution all on its own, too.

“ONE YEAR AT SCHEID’S, PIECES OF A BUSCH LIGHT CAN WERE USED AS SHIMS IN THE REAR PINION YOKE. WE TOOK THIRD PLACE THAT NIGHT!” —WES KUSILEK

Though it’s not exactly normal for the Kusilek’s to outsource work, they did turn to Randy Kleikamp and the pulling experts at Performance Pros for the IFS tube chassis and tilt body setup on Cummins Killer III. Kleikamp and his crew responded by building a chassis that looks as good as it performs. As for the body, it’s one of the the only steel versions in the Super Stock class. Hey, at least there aren’t any fake headlights or tails (they hate those)! 70

EVENT

RUDY’S SPRING TRUCK JAM

Rudy’s

SPRING TRUCK

JAM

ODSS DRAG RACING RETURNS TO NORTH CAROLINA

After Saturday’s unfortunate rainout, the stage was set for a Sunday showdown for all ODSS “Pro” class eliminations. Leading the charge in Pro Mod were two of its heavyweights, Done Right Diesel Performance’s Ben Shadday and Firepunk Diesel’s Larson Miller, who met in the final round. Shadday had previously secured the number 1 qualifier spot with a 4.39 at 170 mph and, at least on paper, it appeared he threw a few more ponies at the Wagler-built Cummins in his ’63 Corvette for the last pass of the weekend. Shadday would cross the stripe first with a 4.36-second pass at 174 mph. DIESEL WORLD MAGAZINE

BY MIKE MCGLOTHLIN | PHOTOS COURTESY OF AMY GILBERT

ollowing a forced hiatus in 2020, one of the biggest events in the diesel industry came roaring back to life this spring. It’s called Rudy’s Spring Truck Jam and its return meant that East Coast diesel enthusiasts and drag racers were champing at the bit to get back on the eighth-mile track at Julian, North Carolina’s Piedmont Dragway. And even though Mother

Nature shook up the schedule with rain and abnormally cool temperatures on the ﬁrst day of action, the return to racing in the Tar Heel State would not be denied. The ﬁrst Outlaw Diesel Super Series points race of the season, Rudy’s saw nearly 40 trucks competing in the ET Bracket category, almost 30 competitors trying their luck in 7.70 Index, and a dozen or more drivers

signed up in both 6.70 and 5.90. As expected, the usual intense action we’ve come to expect from the Pro Street, Pro Mod, and Pro Dragster ﬁelds was on full display as well. All told, 30 racers who made the trek to North Carolina walked away in the money—and in the process kicked off what promises to be a collection of very entertaining points chases in 2021.

Stainless Diesel’s Johnny Gilbert took a wild ride during Pro Street qualifying on Friday night. With the same combo that usually sends the common-rail second-gen through the traps in 4.86 to 4.89-second intervals, the cold track said no way. After knocking the tires off and crossing the center line, Gilbert and team began pulling power out of the truck to try to get from A to B next time out. 74

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RUDY’S SPRING TRUCK JAM

A strong field of 12 racers were signed up to compete in 5.90 Index. One of two 6.0L Power Strokes that came to the show, Trey Dunavant’s big single Super Duty put up a 6.006 at 116 mph on Friday night.

Turba Tom blasted onto the Pro Street scene at Rudy’s Spring Truck Jam and even tree’d defending champion Johnny Gilbert. Tom would end up earning fourth place points on the weekend, but seeing a new face in the Pro Street field is always a welcomed sight.

After pulling an estimated 600 hp out of the equation, Stainless Diesel Pro Street driver Johnny Gilbert was eventually able to get down track without breaking traction. He would turn in a quickest pass of 5.08 at Rudy’s, which is off the pace of the truck’s 4.80s but still kept him about a tenth quicker than the rest of the field. In the final round, Gilbert would line up against Michael Dalton and edge out the hard-charging RLC Motorsports Ram with a 5.16-second pass at 149 mph. Index racing doesn’t get much more consistent than Buddy Callaway and his LB7-powered ’03 GMC. Believe it or not, Callaway campaigns a 300,000mile untouched LB7 Duramax in his lightweight Sierra—and even an IHI turbocharger! An S&S Diesel Motorsport fuel system, nitrous, and a Twisted Diesel 4L80E help him produce and hold the kind of power it takes to win in 5.90. After grabbing the number 1 qualifier and working through eliminations, the lightning-quick reaction times he’d been turning in all weekend paid off, earning him the victory. In the final round, he was able to steal the W from Chad Keeter despite running a 5.978 to Keeter’s 5.957. 76

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It was a mad thrash just for Austin Denny and his 5.90 Ford to make it to Rudy’s. And even though things didn’t pan out exactly how he would’ve like, Denny and his 6.0L Super Duty managed to obtain a new personal best eighth-mile on fuel: a 5.88 at 119 mph. Here, he squares off against Dan Zelten’s nasty Duramax, a truck that’s been 5.72 at 125 mph in the past.

With 38 trucks signed up in the entry-level ET Bracket class, it was a solid start to the season on the participation front. Over the course of a typical ODSS racing season, more than 200 drivers will accumulate points in this category.

One of the more talented racers on the ODSS circuit has longbeen Ohio native, Ryan Riddle. He’s known for collecting trophies in both 7.70 Index and ET Bracket, many times at the same event. He didn’t clean house in both classes this time—but he came close. Riddle took the win in ET Bracket (running a 7.70 on a 7.66 dial-in) and made it to the semifinals in 7.70 Index.

David Large’s freshly-painted ’05 half-ton Dodge looked strong in the 5.90 class. Equipped with S&S 400-percent over injectors, a 14mm CP3, and fed boost via one of Stainless Diesel’s S485 Godfather’s, some 1,300 hp is on tap before the nitrous kicks in. Large walked away with Third Place points at Rudy’s.

The third blue oval mixing things up in 5.90 was Brian Jelich’s 7.3L-powered ’00 F-350. He would break out against Chad Keeter (runner-up in the class) in the quarter finals but cut his best 60-foot to date in the process, a 1.32. Jelich also shared that his old dinosaur still has another 350 hp left to give, so look for him to go deep into the 5’s this year. 78

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RUDY’S SPRING TRUCK JAM

When a call went out on social media asking who had the fastest 4x4 Duramax record, more than just the crowd on hand at Piedmont Dragway saw what the guys at DHD did at Rudy’s. With Tyler Burkhard behind the wheel, the infamous fireball Chevy from UCC 2019 (“Last Minute Hooker”) turned in a 5.24-second pass at 143 mph in Pro Street. But that wasn’t all. Later on, Burkhard would put up a 5.23 at 145 mph against veteran Michael Dalton.

Surprise, surprise, team Firepunk and the record-holding Hot Shot’s Secret S10 made it to the finals in Pro Mod. Unfortunately the setup from Friday’s cool-weather qualifying didn’t play well in the sunshine on Sunday. Unable to get on top of the limiter at the line, driver Larson Miller was forced to leave at just 12-psi of boost. After the soft launch Miller did drive into power, but knocked the tires off and was forced to end the run. Despite the setback for team Firepunk, we have a feeling they will see plenty of final round racing as the season continues

Adam Foltz’s P-pumped 24-valve second-gen might’ve had a few folks worried in the 5.90 class. In a close race with David Large, Foltz didn’t miss the podium by much. His biggest problem (like many others in 5.90) is trying to slow the truck down enough to run the number. His old-school Cummins has gone 5.50 at 130 mph in the past. 80

One of the fastest if not thee fastest full weight street trucks in the nation belongs to Firepunk Diesel’s Cody Fisher. At Rudy’s, we were graced with his nasty third-gen Ram’s presence, where he and the truck competed in 5.90 Index.

RUDY’S SPRING TRUCK JAM

Santjer Performance’s Matt Santjer made the 4-hour commute to Julian, North Carolina in his 335d BMW, entered it in the 6.70 field, and darn-near pulled off the win. The M57 diesel under the hood breathes through a set of triple-turbos, sports a pair of CP3’s, 100-percent over S&S injectors, BRR Tuning, and a stock (yet tuned) transmission. Santjer broke out with a 6.84 in the finals, but took home a solid Second Place against 12 tough competitors.

The home team got in on the drag racing action as well. Rudy’s Performance Parts sent its four-wheel drive Pro Mod Ford down the track in a hurry, with a best pass of 4.97 at 143 mph. Driver Nathannial DeLong achieved a long-time goal of cutting a 1.1-second 60-foot time in the truck, and then backed it up with a second one. Look for Rudy’s “other” Pro Mod to have a standout year in 2021.

Fresh off a 7.70 Index win at Diesel Truck Wars, Scott Morris brought his new creation out to play at Piedmont Dragway for further testing. Rumored to have a compound turbo’d 7.3L capable of four-digit horsepower under the hood, he was on the brakes a lot, and we wouldn’t be surprised to see him bump up to 6.70 in the future.

Despite this being his truck’s first 5.90 event with nitrous in the mix, Chad Keeter made it look easy. After earning the number 2 qualifier with a 5.91 at 122 mph, Chad went rounds until he faced off against Buddy Callaway in the finals—which proved to be one of the closest races of the event. His runner-up finish in 5.90 is a great start to what may be a run for the championship in 2021.

The BMW 335d is being embraced more and more by serious drag racers. Adam Doan left his 7.70 Index Ford at home for Rudy’s but did show up in his ultraconsistent I-6, M57-powered ‘bimmer. By the end of the weekend, Adam and his luxury sedan found themselves in the 7.70 winner’s circle after a double-breakout scenario worked in his favor.

RUDY’S SPRING TRUCK JAM Like every ODSS event, a massive manufacturer’s midway was up and running throughout the weekend. Aside from slinging T-shirts and other brand paraphernalia, this is the place to go if you want to get the low-down on cutting edge or new products, seek help with your own build, or simply indulge in shiny-object-chasing. The representatives that companies send to ODSS events are some of the most knowledgeable folks you’ll find in the diesel industry.

Dustin Canter epitomizes the new generation of drag racers. Entered in the 7.70 Index field, the youngster turned in repeat performances with his ’01 Silverado until reaching the finals against Adam Doan. He wound up in the runner-up position when all was said and done—not a bad performance against a host of seasoned index racers.

Watching a daily-driven 7.3L put up consistent 7.28 to 7.30-second eighth-mile passes isn’t something you see every day, but that’s exactly what David Keyser and his OBS Ford did at Rudy’s. A built engine, 350/200 injectors, and a big single help motivate his 700hp ’97 Super Cab.

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DIESEL WORLD MAGAZINE

TEXT AND PHOTOS BY MIKE MCGLOTHLIN

THE FUTURE OF DIESEL TESTING THE NEXT GENERATION OF DIESEL MECHANICS

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TECH ›› THE FUTURE OF DIESEL

If you’re familiar with the SkillsUSA name, it’s because it’s a national partnership between students, teachers, and industry professionals, and designed with the mission of ensuring America continues to have the most highly skilled workforce in the world. The SkillsUSA Illinois organization in particular enjoys support from over 600 business and industry partners, all of which have a vested interest in the workforce of the future being as skilled as it can be. All of its career competitions are run by industry experts, trade associations, and labor organizations, and are specifically designed to test competencies established by professional industry standards.

In business since 1957, Springfield, Illinois’ Caterpillar dealership, Altorfer CAT, stepped up in a big way in volunteering to be the host site for the competition. Altorfer CAT is the leading dealer of construction and agricultural equipment in Illinois, Iowa, and Missouri, with mulitple locations scattered throughout the region. The Springfield store offers both new and used construction equipment, equipment service and maintenance, equipment rental, on-highway truck service, and a convenient parts drop program.

iesel mechanics are in high demand, but supply is low. Unfortunately, it seems every year we’re reminded of the lack of skilled diesel mechanics in America. Worse yet, the prospects for improvement don’t look promising at the present time. However, what this shortage means for anyone considering a career in diesel—be it heavy equipment, the agriculture side of things, or even automotive—is that with the right education and skillsets you’ll be in the driver seat should you choose to travel this road. Trust us, there will be a job waiting for you—and the pay is good. It’s not uncommon for a heavy equipment field tech to bring home more than $100,000 a year. For a glimpse into the world of upcoming diesel technicians, we attended the 2021 Diesel Equipment Technology career competition, a workforce development event put on by SkillsUSA Illinois in partnership with Caterpillar, and hosted at Altorfer CAT in Springfield, Illinois. Technical schools and high schools—specifically Illinois Central College, Johnsburg High School, and Marengo Community High School—sent their best and brightest students to compete. A win-win for all parties involved, students were able to put their skills to the test in front of potential future employers, employers on hand were able to scout for talent, and schools were obviously able to tout their technical program’s success with a win. Despite the restrictions and guidelines associated with Covid-19, the technical committee behind the event was committed to holding an in-person competition. As a To meet state-mandated Covid-19 guidelines, the competition was held outdoors and was composed of four test stations rather than its typical 12. In a normal year, and as part of the larger (all-inclusive) SkillsUSA State Leadership and Skills Conference, the Diesel Equipment Technology career competition would’ve been hosted in the Peoria Civic Center in Peoria, Illinois, the official home of Caterpillar. But despite the forced relocation and overall downsizing of the event, it was the only in-person SkillsUSA event scheduled to be held in Illinois in 2021, which speaks to the dedication of everyone involved.

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For the competition, students are assigned numbers instead of name tags. This is done to avoid any bias and keep things anonymous from school-to-school. To make sure they earned their points, each contestant’s number had to be included on every test sheet submitted. Beyond that, each batch of contestants were bused in prior to their start time, and kept completely separate from the group that was just finishing up.

result of all their hard work and dedication, the Diesel Equipment Technology career competition was the only in-person SkillsUSA event held in Illinois this year. That’s commitment. We spent the day at Altorfer CAT watching some of the brightest young minds in the state troubleshooting equipment, working through schematics, performing component identiﬁcations, and carrying out inspections. In the following pages, we’ll cover each test station to give you a sense of just how proﬁcient, time-aware, and multi-faceted today’s diesel technicians have to be.

SOURCES CATERPILLAR CAT.COM ALTORFER CAT 800.333.5993 ALTORFER.COM ILLINOIS CENTRAL COLLEGE 309.694.5422 ICC.EDU JOHNSBURG HIGH SCHOOL 815.385.6916 JOHNSBURG12.ORG

The competition was configured in a way that allowed each test station to accommodate three contestants at a time. With four stations total it meant that a dozen-contestant maximum was in play. Students were given 20 minutes to complete their given task(s) at each test station before being rotated to the next one.

The hydraulic test station was built around the use of a John Deere 317G compact track loader, all three of which were supplied by nearby Martin Equipment. After completing a 15-question, multiple choice quiz, students performed an “on-machine” component ID exercise.

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On the hydraulic component identification portion of the test, 15 ID tags were present. However, more than 15 components were listed on the accompanying answer sheet. There was no process of elimination lifeline for students to use. 92

TECH ›› THE FUTURE OF DIESEL

Here, a student took a break from the component ID portion of the hydraulic station test to take the multiple choice quiz. During their 20-minute session, contestants were allowed to bounce back and forth between the ID tag exercise and the quiz. Station number 2 called for live engine troubleshooting on a Cat 926M wheel loader. The simulated customer complaint was that a check engine light had come on. To save the contestants some time, the need to perform a warranty report/product status report (something a tech in the field would have to conduct) was waived.

A host of tools were available for contestants to use at the live engine test station. Among them was a laptop with access to SIS 2.0 (Service Information System), Cat’s online parts and service manuals. Additional items at students’ disposal were Cat’s ET (electronic service tool), a multimeter, and a few other small tools.

On top of being given a paper copy of the sensor signal test for the 926M wheel loader, the full wiring schematic for the machine was provided. Additional tools and parts beyond what was provided could be requested from a judge, and provided if they were required.

Prior to making any repair, contestants had to confirm their findings (and the proper fix) with the judge assigned to that particular station. Nick Rummel, a former Caterpillar field tech, current Services Manager in Peoria, Illinois, and member of the competition committee, told us that he expected a 50-to-60percent pass rate for high school contestants and a 60-to-70-percent pass rate for tech school competitors at the live engine station. 94

Showing your work is a huge part of the SkillsUSA competition scoring system. Each contestant is required to document, in writing, how they came to each particular troubleshooting answer.

At the third test station, contestants were given a multimeter and electrical spoons to assist them in troubleshooting electronic issues. This type of troubleshooting is known to stump many folks who are otherwise sound mechanics. We looked on as most ICC students appeared to work through the questionnaire steadily and systematically.

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TECH ›› THE FUTURE OF DIESEL

The components within the boxes shown here represented a lighting circuit. The aforementioned supplied multimeter and electrical spoons were to be used to complete the troubleshoot test. Circuit number 3 (of 6) was the reference circuit. Contestants were not allowed to remove any light bulbs or fuses, but connectors A (visible here) and B could be disconnected without penalty.

Over at station 4, a 21-point inspection had to be conducted on a medium duty field service truck. The test station was overseen by members of nearby truck dealer, Rush Truck Centers. We learned it was essentially the same inspection its techs perform every day at the dealership, which is geared around maximizing the customer’s uptime.

On top of coordinating the truck inspection portion of the competition, Rush Truck Centers supplied the guinea pigs: three brand-new extended cab MV series Internationals with 240hp B6.7 Cummins engines under their hoods. At the conclusion of the SkillsUSA competition they were delivered and immediately put into service.

The truck inspection checklist was developed using Rush Truck Centers’ typical in-house checklist, and believe it or not things like dipsticks are in fact missing on some of the vehicles that come through its shop… Most of the inspection was visual (steering components, engine oil leaks, a glance at the suspension and exhaust systems, etc.), but several accessories were purposely rendered inoperable in order to make sure students checked everything, along with documenting the problems they found in writing. 96

Some of the issues at the truck inspection station were more glaring than others, such as a missing lug nut, coolant cap, or the aforementioned MIA oil dipstick. Other problems were a little covert, like the fact that the air box was void of an air filter, the windshield washer motor wasn’t working, and the A/C blower motor wasn’t functioning.

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