Test Hooking To A D9?!
Puller Vs. Pusher. Can a third-gen Cummins pull a D9 bulldozer? Plus, all the details on WC Fab’s square body Duramax swap kit and a one-of-a-kind 4BT Power Wagon.
Yes, the dozer was allowed to roll and yes, the truck didn’t move it 300 feet…but getting an 88,000-pound piece of tracked equipment moving—and moving on dirt—ain’t easy. After the earth-moving that was required to dig this pond was complete, longtime truck puller, Jeremy Haggerty, couldn’t resist the opportunity to hook one last time in 2025. His Work Stock class ’03 Dodge was chained to the 44-ton Cat and the Slayback’s Diesel Performance Cummins under the hood was given its final workout for the year. Jeremy runs a set of application specific Ordnance injectors from S&S, as well as the company’s 14mm high-speed CP3 and Super Sport CP3. His dual rear wheel menace proved all be unbeatable hooked to the sled this summer.
Diesel Swaps
Kickstart Your Square Body Chevy Duramax/Allison Swap
Your guide to swapping a Duramax/Allison combination into your square body Chevy begins at Wehrli Custom Fabrication. The folks there have pieced together the ultimate starter package for the DIY’er looking to repower his or her ’73-’87 Chevy with a Duramax, as well as run a five (or six) speed Allison transmission. Bolt-in style engine mounts and mounting brackets replace the factory square body mounts on the frame with minimal work. Its kit also locates the Duramax as low as possible within the chassis to avoid the need for a body lift. A new crossmember helps make integrating the Allison possible and it can even accommodate a ZF-6. And last but not least, Wehrli offers a radiator and intercooler package, which entails mounting brackets that can be welded to the factory core support.
The Ultimate Power Wagon
The 4BT Cummins and the Dodge Power Wagon. It’s like they were meant for each other. Big Bear Engine Company specializes in the mechanical 3.9L Cummins and has supplied countless engines to customers over the years. That client list includes the restoration experts at Precision Power Wagons of Girard, Pennsylvania. Making use of one of Big Bear’s 140hp, air-to-air intercooled 4BT’s (4BTAA140HP), the ’46 Dodge features an NV4500 transmission, an NP241 transfer case, a Dana 60 up front (with Warn locking hubs) and a 14-bolt out back (with a Detroit locker and Hillbilly Wizard axleshafts). Inside the cab, you’ll find an interior with power windows, Vintage Air A/C, a blue-tooth compatible Rockford Fosgate sound system, and a host of one-off interior touches. It’s currently up for grabs on BringATrailer.com.
Diesel 101
How A Torque Converter Works With Goerend Transmission
Any time a manufacturer puts this kind of effort into teaching the masses how its parts work, you know its bottom line entails something deeper than simply turning a profit. Take one look at this social media post from Goerend Transmission and you’ll know the folks there go above and beyond to educate all who have eyes to see. The company’s explanation of lock up converter functionality is as spot-on (and understandable) as it gets, with 1:1 coupling to the engine, a converter’s speed ratio, and low-stall vs. high-stall efficiency explained in a manner that even a complete newbie can comprehend. The knowledge they regularly share is backed by some of the best transmission parts in the diesel industry.
Displacement, Not Flow: S&S Clears Up A Common DCR Pump Misconception
S&S Diesel Motorsport has had its DCR conversion on the market for the 6.7L Power Stroke for a while now, but despite its immense popularity one bit of info continues to be misconstrued: its 25-percent overall displacement advantage over the CP4.2 is often mistaken as a 25-percent increase in flow. Because pump flow can essentially be infinitely variable, displacement—which is a constant—is the proper way to categorize a high-pressure fuel pump. So, while displacement is relative to flow, it doesn’t equal flow. As for the 25-percent displacement number itself, that figure stems from the DCR in comparison to ’15-’22 model year CP4.2 pumps. When placed head-to-head with the ’11-’14 pump on 6.7L Fords, the DCR holds an even higher, 39-percent displacement advantage.
Written by Mike McGlothlin
