Exotic engines, billet parts, giant turbos, and a few problem-solver parts for the everyday diesel owner.
In an age where automotive trade shows seem to be downsizing or struggling to return to pre-2020 attendance levels, the National Farm Machinery Show continues to hum along at full speed. For 2024, the 58th annual affair took place (once again) within the confines of Louisville’s Kentucky Exposition Center—where all 1.2 million square feet of exhibitor space was sold out. Over 900 exhibitors populated the more than 27 acres worth of indoor real estate, solidifying why NFMS is the largest indoor farm trade show in the country. It’s estimated that in excess of 300,000 attendees perused the spacious convention halls this year.
We know NFMS is about the latest and greatest in agriculture, but our mission there is a little different than some. Over the years, and thanks to the show’s ties to motorsports by way of its Championship Tractor Pull, we’ve learned it’s a great place to see some of the wilder vehicles and engine technology being used in the sled pulling world. We’ve also found that it’s an opportune venue for aftermarket companies to showcase products for The Big Three—trucks that farmers drive and depend on. With that, enjoy our take on NFMS 2024: billet engines, giant turbos, exotic injection systems, and a few problem-solver parts for the everyday diesel owner.
We spent considerable time at the S&S Diesel Motorsport booth, and this is a big reason why. Ryan DeBroux’s “Playin’ With Fire” semi isn’t just a conversation piece, it’s the real deal in the dirt. His 2005 Kenworth W900L competes in the NTPA Super Semi and PPL Hot Rod Semi classes and is also a two-time champion. If you’ve never watched one of these 20,000-pound monsters carry a front tire the length of the track, you need to make certain you do as soon as possible.The term “highly modified” might be a bit of an understatement when you’re talking about the yellow engine in Ryan’s Kenworth. It began life as a CAT C15, but thanks to the displacement increase it received, it’s now referred to as a C17. The block is a factory C15, cast-iron piece that sports a Jerre Martin crankcase girdle, a factory CAT crankshaft modified to survive high rpm, billet-steel connecting rods, and modified factory CAT pistons. The cylinder head is where things get very interesting. Based on a factory CAT piece, it’s been machined to accommodate S&S Diesel Motorsport Ordnance LE-T injectors, and also to handle high rpm. How much engine speed, exactly? More than 3,000 rpm.Nothing is subtle or small about Ryan’s build, and it’s most clear when you lay eyes on the giant Wimer turbo hanging from the exhaust manifold. Like something you’d find on a Pro Stock tractor (a machine that might turn twice the engine speed of this CAT), it sports a 6.2-inch compressor wheel inducer (roughly 158 mm). Notice the three water injection nozzles positioned pre-compressor wheel? Water is used to cool both the incoming air and the compressor wheel, but as we learned from S&S Diesel Motorsport‘s Luke Langellier it’s also employed to help slow down the turbo’s shaft speed, keeping it safe.Another sizable component present on Ryan’s C17 is this behemoth of a high-pressure fuel pump. It’s an S&S-modified CP9.1, and it’s got a friend… The second pump, also gear-driven, is positioned inboard of the one shown here. Of course, this means the CAT benefits from common-rail injection and electronic control—something that was achieved through the use of S&S Ordnance LE-T injectors and a MoTeC M142 stand-alone ECU with S&S firmware. S&S also provides ECU calibration and full track support. The company’s fine-tuning is also the reason why the engine belts out more than 4,000 hp.The National Farm Machinery Show is the perfect place for manufacturers to showcase the biggest and baddest their brand has to offer—and it’s hard to argue with this massive, 50-foot-wide header. It’s fitted to New Holland’s brand-new CR11 combine, a machine that boasts 568 bushels (20,000 liters) worth of grain storage and a 775 hp FPT Cursor 16 engine. Yet despite its increase in productivity potential, we’re told the CR11 tips the scales no heavier than its CR10.90 predecessor.A common headache that plagues 6.7L Power Stroke-powered ’11-present Super Duty’s is the plastic factory secondary fuel filter’s propensity to crack. Not only does this cause a mess under the hood, but due to the close proximity of the exhaust manifolds it’s also a fire hazard. Luckily, addressing factory shortcomings is the Fleece Performance Engineering forte, and the company’s new, bolt-in replacement under hood fuel filter assembly solves the issue for good. It comes with a heavy-duty (and anodized) aluminum filter cap, anodized billet-aluminum quick-disconnect fittings, and a steel adapter fitting for the filter. Fleece even includes an extra Donaldson P555095 spin-on filter for your next change interval.After Bryce Ladwig was diagnosed with cancer at the age of 6 (an illness he would eventually overcome), the Ladwig family decided to build this masterful Fendt Vario 942 component tractor to commemorate his fight for survival. Built and designed by K&K Specialties for the Pro Stock class, the chassis was pieced together at Engler Machine & Tool while Lemke Motorsports took care of the engine. The billet, 680 ci inline-six is graced with Wimer fuel and air and turns out more than 4,500 hp and 5,500 lb-ft of torque. Piloted by Craig Ladwig, “Never Giving Up” put up a Fifth-Place effort during Saturday afternoon’s Pro Stock session.In stopping by the Scheid Diesel booth, we couldn’t help but notice this blast from the past sitting on their counter space. Despite being removed from pickup truck production for more than 30 years, Scheid’s Brad Ingram tells us they still rebuild their fair share of Bosch VE pumps. And, in typical Scheid fashion, they offer a slightly spicy 12mm replacement unit to help make your first-gen Cummins a bit more enjoyable. On the Saturday afternoon session of the Championship Tractor Pull, team Scheid would claim the win in the Super Stock diesel truck class with customer, Keith Witt’s, 235-foot distance. Brady Ingram, driver of the Scheid Diesel second-gen, would take Second Place.Seeing this engine on display never gets old. Haisley Machine’s triple-turbo Super Stock Cummins stops us in our tracks each and every time. After a few minutes here, Patty Haisley briefed us on the intricacies of the smoke tubes that are required for indoor competition and the future of diesel truck pulling. Specifically, turbo safety and turbo containment measures will continue to be a major area of focus. Less than 72 hours later, Van Haisley would drive the “Rock Hard Ram” Super Stock truck—a 3-time winner in Louisville—to a 231-foot, Third Place finish.FASS fuel systems have long been a common solution for ensuring a Duramax gets enough fuel to drink, but for GM HD’s based in the rust belt its standard mounting location isn’t always ideal. To help protect the FASS system on your ’11-’16 LML from the elements (namely salt and road grime), Wehrli Custom Fabrication developed a bracket that allows you to mount the lift pump and filter assembly inside the frame rail, just ahead of the fuel tank. Wehrli’s bracket also mounts the system higher, with the fuel filter and water separator essentially flush with the transmission crossmember.Making our way to Broadbent Arena, the holding area for the vehicles that will compete that night over in Freedom Hall, we got up close and personal with a few Pro Stock tractors. It was here where Chaos Fabrication effectively stole the show before the show with its brand-new John Deere and IH 1066 builds. The ‘Deere, fittingly named “Bootlegger,” features a billet-aluminum water-to-air intercooler keg that doubles as a storage compartment capable of holding eight cans of ether. Pretty impressive for the company’s first John Deere build.
