A 1,200 HP 6.7L Power Stroke Wins In The Dirt

For years, it was rare to see a Ford with a Power Stroke under the hood finish out front at truck pulls. These days, thanks in part to the 6.7L Power Stroke platform and top-tier companies like S&S Diesel Motorsport and Renegade Diesel & Driveline supporting it, it’s a bit more common. On Friday night, Josh Graver’s “Holler Hooker” Super Duty did 6.7L Ford fans proud with a big win in Montgomery City, Missouri. Trust us, this is a big deal in the 8,000-pound Pro Street diesel truck class, a category where many competitors squeeze more than 1,200 hp through a 2.6-inch (66mm) smooth bore turbo.

At The ‘Strip

David Petrick’s Pro Mod 4×4 Hits The Track

One of the most highly anticipated diesel drag truck projects ever undertaken hit the track last week: David Petrick’s 3,700hp, Firepunk-built, Wagler-powered, and S&S-fueled third-gen Cummins. While low 4-second 1/8-mile passes are likely somewhere in the truck’s future, the goal was anything but making full passes on its initial trip to the drag strip. Instead, David and team Firepunk worked on establishing a solid 60-foot—and by the end of the day the tube-chassis Dodge did it in just 1.15 seconds. Lavon Miller shared that bar angle changes, preload and rear steer tweaks were made until it went straight under power, and that next time the truck will likely start making full passes. Stay tuned! And check out the progression of David’s ground-up build right here.

Duramax Chevelle 2.0 Goes Testing

It lives! If you’ve been following the Duramax Chevelle Facebook page, you knew version 2.0 was just about ready to hit the track. For the rest of you, meet Rick Fletes’ tube-chassis 1970 Chevelle. Obtained from friend, Shaun Carnahan, it’s now LB7 Duramax powered, ingests boost from a Stainless Diesel S475, is Exergy Performance fueled and nitrous-fed, and controlled via an ECUMaster EMU Pro-8 stand-alone ECU that’s been fined-tuned by Hardway Performance. It’s also backed by a 4L80E and tips the scales at just 3,200 pounds… No wonder Rick expects to run 6-second quarter-miles. But on top of that, he plans to run drag ‘n drive events with the car, race in the Super Diesel category with ODSS on occasion, and compete at select big tire events. Photo courtesy of Jason Sands.

Engine Tech

Internal vs. External Balancing With Kill Devil Diesel

If you’re a Ford owner and aren’t tuned in to what Kill Devil Diesel is putting out on a regular basis on social media, you need to be. Whether you’re looking for a simple rebuild, a mild performance engine, or an all-out race engine, the Power Stroke experts routinely give out free advice and help educate the masses on the V-8’s that power their Ford trucks. Recently, Kill Devil reminded everyone that all factory Power Strokes come with externally balanced crankshafts—but also that it has the capability of internally balancing them for high rpm applications. As an example, KDD illustrated how it went about achieving true neutral balance in a 6.7L Power Stroke destined to see 5,000 to 6,000 rpm. Tune in here to find out what separates a good engine from one that’s engineered to survive and perform at the highest level.

Emissions

The “True” Cost(s) Of Emissions Testing Aftermarket Products

In yet another conversation sparked by PPEI’s Kory Willis, the man who’s become the unofficial face of the fight to end government environmental overreach, he asked those who’ve pursued emissions testing for aftermarket products how much it cost them. Among others, KC Turbos‘ Charlie Fish chimed in, relaying that it took three years, various intentional and CARB-triggered setbacks, and $30,000 in fees to test drop-in turbos for the 6.0L Power Stroke. The general consensus is that costs range from $13,000 to $25,000 per product (but can be as high as $75,000). To add insult to injury, it can take years to receive approval, even if the product passes with flying colors. Its’ no wonder why MSRP is outrageous on so many CARB-approved products.

Written by Mike McGlothlin