The LML Duramax horsepower record gets reset, the latest CP4 solution for the 6.7L Power Stroke is unveiled, and a brand-new Super Stock pulling truck makes its debut.
For anyone who doesn’t already know, the Ultimate Callout Challenge is much more than a drag race, dyno competition, and truck pull. From the event itself to the ODSS race that runs alongside it—to two chassis dynos, a sprawling show ‘n shine, a wild burnout competition, and the Diesel Performance Industry expo—U.C.C. transforms Lucas Oil Indianapolis Raceway Park into a hive of activity for three straight days.
In our time there, we snagged a shot of DHD’s triple-turbo “Last Minute Hooker” going after the fuel-only chassis dyno horsepower record, watched a new hp high mark get set for the LML Duramax platform, saw SPE reveal its latest 6.7L Power Stroke CP4 solution, and got up close and personal with Stainless Diesel’s new top-feed injector system for VP44 and P-pumped 24-valve Cummins owners. Keep scrolling. Trust us…
Dirty Hooker Diesel’s ’06 Silverado has made north of 2,300 hp in the past (and nearly 2,400 hp when they won U.C.C. 2023), but now the team from Harbor Beach, Michigan has its sights set on breaking the fuel-only chassis dyno record. As is the case any time this 4-second Chevy gets strapped to the rollers, the well-fueled, DHD-built Duramax in “Last Minute Hooker” was equipped with its signature triple-turbo setup—which consists of a pair of 88mm Precisions acting as a single atmosphere charger while a 91mm Precision serves as the high-pressure unit to help bring things to life. The guys from DHD didn’t match the 2,261hp fuel-only number they made last fall (at Mid Michigan Mayhem), but they did make a 2,000hp hit nonetheless—and attracted a massive crowd of spectators in the process.To say All In Truck Performance’s Neal Driedger has been pushing the limits of factory L5P Duramax internals would be an understatement. Sporting an S472/S494 compound turbo arrangement, 200-percent over injectors and a 14mm CP3 from Exergy Performance, a built Allison, and a healthy dose of nitrous, his “tow-rig” made an incredible 1,579 hp and 1,993 lb-ft of torque on the SuperFlow dyno back at the shop. Nearly 1,200 miles away and aboard the Northwest Dyno Series SuperFlow, the results weren’t much different: 1,516 hp and 1,931 lb-ft. After the hit (which hurt a turbo and took out a head gasket), Neal told us he forgot to lock the converter. Check out his nitrous arrangement in the cab—an elaborate ghetto fog system complete with a ball valve!Stainless Diesel might’ve made the transition to common-rail engines in recent years, but they haven’t given up on the Cummins that gave the company its start: the 24-valve 5.9L. In fact, Stainless Diesel’s latest pet project is designed to push VP44 performance to new heights. Pinky, the 9-second VP Chevrolet S10 that spends most of its up-time performing burnouts these days, has been graced with a top-feed injector arrangement and injectors fitted with DDP 6×0.013 nozzles. By changing the injector’s position in the head (as well as simplifying and shortening the path fuel has to take) an additional 60 hp was freed up. The system is also compatible with P-pumped engines.All In Truck Performance and its customers have been at the forefront of pushing the envelope when it comes to late model Duramax power plants, and Michael Carrasco’s LML represents one of the more impressive units in the AITP fleet. Strapped to the Northwest Dyno Series’ SuperFlow chassis dyno on Friday, Michael’s nasty Bow Tie laid down an impressive 1,564 hp—not far off the overall horsepower record for the LML platform. This is the same full weight, full interior crew cab Chevy that ran a 9.81-second quarter-mile (at 141 mph) last fall, and that also made our 2024 Record Setters list. In the eighth-mile, Michael’s compound turbo’d LML has been 6.30s.U.C.C. is the ultimate venue for new product unveilings—and Snyder Performance Engineering took full advantage of it. You’re looking at a belt-driven CP3 on a 6.7L Power Stroke—and the CP4.2 is completely gone. Codenamed the “Cpreme CP3 conversion kit,” it’s compatible with 2011-present Ford’s and is a 100-percent factory replacement system for the 6.7L Power Stroke. The system retains all factory fuel lines, as well as the vacuum pump (which decreases crank gear load), eliminates the pulse timing issues associated with twin pump setups, and requires no recalibrating of the PCM. Built by SPE. Fueled by Exergy Performance. Available late summer.U.C.C. is also a great way to see what the shops we love have been working on all winter. At Wehrli Custom Fabrication, they’ve been busy with this new acquisition: a rear-wheel drive, short bed-converted ‘01 Chevrolet Silverado 2500. The built LB7 Duramax under the hood is graced with a set of Fleece Performance Engineering’s cupless injector bore cylinder heads, 150-percent over injectors and a 14mm CP3 from Exergy Performance, and a 64/88mm compound turbo system. An S488 serves as the atmosphere unit while a Calibrated Power Solutions 64mm Stealth (with a 67mm turbine wheel) sits in the factory location in the valley. The potent LB7 is supported by a five-speed Allison that’s been treated to WC Fab’s 750+ HP formula.When Indianapolis Colts Offensive Guard, Dalton Tucker, got the itch to go truck pulling, he teamed up with nearby WP Developments. The folks there responded by building “O-Line,” the second-gen Dodge you see here (with Dalton standing next to WP’s Ethan Patterson), in extremely short order. In just five weeks’ time, the truck went from roller to ready—and its first hook was at U.C.C. Under the hood, a deckplated, Hamilton solid block, 12-valve Cummins sits between the frame rails, and benefits from a 16mm Hart’s P-pump and a single, 107mm Garrett charger from Stainless Diesel. The Super Stock-caliber Cummins will run 8,000-pound, Open Diesel and Run What Ya Brung style classes this summer—and plans are already in the works to upgrade to triple turbos, a Sigma pump, larger Scheid Diesel injectors, and a dual core water-to-air intercooler from Wagler Competition Products.Woodford Diesel Performance brought customer Aaron Eddy’s brand-new 6.7L Power Stroke build to U.C.C. looking for a baseline horsepower number. When the SF-849 SuperFlow measured 948 hp and 1,693 lb-ft of torque, they knew they had a great starting point to work from. The ’17 Super Duty sports a built 6.7L with RCD Performance ported and O-ringed heads, 150-percent over injectors supported by a CPX and 12mm CP3, and an S366/S488 compound turbo kit from Maryland Performance Products. MPP also supplied the Stage 2 6R140 TorqShift transmission that made the truck’s highly respectable dyno numbers possible.In the Exergy Performance booth, the company’s demonstration engine was on display. Effectively a mobile troubleshooting center, this is where a lot of tuning and staging problems come to be solved for its customers. A 6.7L Cummins, controlled via a Bosch MS 25 Sport stand-alone ECM, is employed as the test mule. Here, Exergy’s Randy Harkema demonstrates using the setup’s optional hand-throttle, which is used to simulate a scenario a truck pull customer might face. A few feet away, the company’s ’13 F-350 tow rig was parked with its hood up—and with a freshly installed Snyder Performance Engineering Cpreme CP3 conversion kit in place.On the heels of Hot Shot’s Secret releasing its R100+ race diesel fuel, many U.C.C. competitors were running it—including 2025 Ultimate Callout Challenge Champion Josh McCormack. Created to meet the demands of truck pulling, drag racing, and dyno competition, the high performance fuel was definitely in its element at U.C.C. Hot Shot’s R100+ offers high cetane content for improved spool up, combustion and starting, and simultaneously works to lubricate cylinder walls and fuel system components to keep them safe. It was also formulated to meet the fuel regulations in place within all major sanctioning bodies, which means it’s PPL, ODSS, NHRDA, and NTPA legal.How many flawless second-gens can you fit under the arch at Lucas Oil Indianapolis Raceway Park? From left to right, these immaculate ’94-‘02s belong to Jake Burton, Cole Sojka, Logan Jacobs, Brooke Lobue, Michael Asher, and Seth Jones. A bit different from the rest of the pack, Brooke Lobue’s blue second-gen packs a 6.7L common-rail Cummins with compounds—which helps explain why it’s sitting on drag radials. In Indy, she competed in the ODSS 7.70 Index class. Brooke traveled all the way from Colorado to race at the U.C.C./ODR event.Because U.C.C. shares the stage with the ODSS Outlaw Diesel Revenge race, a host of unique vehicles can be seen on the drag strip. Dragsters, Pro Mods, rat rods, luxury SUV’s and sedans, and plenty of diesel conversions get in on the action. Nick Cadigan brought his 6.0L Power Stroke swapped ’02 Ford Ranger all the way from New Jersey to mix things up in the 6.70 Index category. Shoehorned with a 6.0L packing 67mm over 94mm compounds that produce triple-digit boost, Nick’s Ranger made 1,155 hp on the chassis dyno back in the spring. The rear-wheel drive rocket appeared to be on a mission until a brush with the wall ended Nick’s weekend and effectively sent him out in search of a new front clip, bumper, and some 5-lug wheels.
