Michael Brown’s Deck-plated, Compound Turbo, And Flux-Fueled Cummins
Two drag racers set their sights on deep 4’s, UCC prep goes full-steam ahead, and a look inside Denso HP4 high-pressure fuel pump failure.
No, unfortunately it won’t be hitting the rollers this weekend at the Fitzgerald Performance Truck Fest, but Michael Brown’s deck-plated, compound turbo and Flux-fueled D&J Precision Machine Cummins will be on display at the show in Tennessee (parked in the SRT10 front-clipped regular cab once owned by Justin Zeigler, no less). After that, his new bullet will no doubt be put through its paces in order to be completely ironed out by the time UCC kicks off at the end of May. If you recall, Michael sent his 7,100+ pound ’07 Mega Cab through the eighth-mile in 6.06 seconds last year. This time around, and with a brand-new truck to campaign, he’s aiming for 5’s—along with topping last year’s 2,457 hp and 3,213 lb-ft performance on the rollers.
At The ‘Strip
Jelibuilt Performance’s Flagship Ford Hits The Track
One of the fastest 7.3L Power Strokes ever built visited the drag strip on Saturday. Fresh back from a full-on, 4-second makeover that included a Kill Devil Diesel engine, Rossler TH400, and 9-inch axles, Brian Jelich’s ’00 F-350 made some hits at Northeast Dragway (home of Diesel Truck Wars). Right off the trailer, the truck went 5’s, and it would run a 5.80 at 122 mph on very little nitrous before the day was through. With A to B passes now under his belt, Brian will soon start introducing the tube-chassis Ford to more power. We expect him to demolish his old personal best of 5.38 at 128 mph.
Under 4,000 LBS And Headed For Mid 4’s
Paul Cato’s drive and determination has once again manifested itself through the work he poured into his common-rail second-gen over the winter. After clinching the ODSS Pro Street championship in 2024, Paul tore the truck apart, added 9-inch axles, changed up the suspension, and lightened his race day weight by more than 500 pounds. Early data gathered at Lights Out 16 showed strong 330-foot times and a pretty clear path to 4.5-second eighth-miles. Now comes the trick of introducing the chassis to more and more power and keeping the stickies stuck to the track. If you’ve watched how far Paul and the team at Maverick Diesel have come over the years, you know the rest of this story will be worth waiting for. Stay tuned!
Transmission Tech
A2 Motorsport Builds One Tough Allison
If you want your transmission to live under high-horsepower and in a heavy truck, A2 Motorsport is one name in the diesel industry you need to know. Not only does the Caldwell, Idaho based company specialize in the Chrysler 47/48 platform, but it also builds rock-solid Aisin AS69RC’s and a pretty mean Allison 1000. This Level 2 six-speed is destined for service behind an L5P Duramax. Its build sheet includes a Goerend Transmission triple-disc converter, flex plate, and billet C2 hub, along with a Goerend-supplied RatioTek shift kit, Alto G3 clutch packs, and one of Goerend’s deep pans.
Carnage Corner
The Denso HP4 Fails, Too
Don’t let anyone fool you into thinking high pressure fuel pump failure is exclusive to the CP4.2… The HP4 that fuels the L5P Duramax can come apart as well—and it’s every bit as destructive! The warning signs mirror CP4.2 failure, with poor drivability quickly turning into a stalled engine, followed by a long-crank, no-start. High fuel return rates (where the injectors aren’t sending anything back to the tank) and the truck’s fuel filter showing signs of metal debris can quickly confirm the HP4 has checked out. Not unlike a CP4.2 failure on a 6.7L Power Stroke or LML Duramax, HP4 failure typically warrants full-on fuel system replacement. Let’s hope this doesn’t become a regular thing for ’17-newer GM HD’s.
Written by Mike McGlothlin
