The New L5P Duramax Dyno King
Josh McCormack claims another horsepower record, Stainless Diesel’s Duramax dragster runs bottom 5’s, and a homebuilt 7.3L nearly makes 900-rwhp on the rollers.
There’s a new sheriff in town when it comes to the L5P Duramax. Over the weekend, former UCC champ and current overall chassis dyno record holder, Josh McCormack, brought his “side quest” project to Diesels In The Mountains. There, aboard the Northwest Dyno Series SuperFlow in Richfield, Utah, McCormack’s stock bottom end L5P-powered GMC made an incredible 2,097-rwhp (1,609-rwhp uncorrected). The factory sealed V-8 turned 4,600 rpm before an intercooler boot let go, but by then the huge number had already been achieved. The setup: Dynomite Diesel Products injectors, single Exergy Performance 14mm CP3, 220-gph 5G AirDog, compound turbos (Forced Inductions 94mm GT55 with VS Racing 72mm), a DP Customs pedestal, 45mm external wastegate, PPE exhaust manifolds and up-pipes, Fluidampr, CR2 Performance and Fab balancer pin kit, and a Firepunk 1,500hp DIY Allison with a WP Developments BXN10 converter.
At The ‘Strip
5.4x 1/8-Miles and Coasting Through The 1320 In The 8’s…
Another Byron diesel drags unfolded over the weekend, and the WC Fab-hosted late-summer action brought the likes of Christian Wichman to the home of the legendary World Power Wheel Standing Championships. Using the event as a test-n-tune of sorts for the upcoming Ice Cream Cruise, Christian managed a new personal best in his common-rail second-gen Cummins: a 5.46-second 1/8-mile at 129 mph. He would also coast to an 8.96-second quarter-mile on that pass. After competing in the Open Truck class at the Ice Cream Cruise, look for Christian to get behind the wheel of a Duramax for the Diesel Truck Challenge portion of this year’s Hub City Dirt Drags.
Stainless Diesel’s Duramax-Powered Dragster Takes A Turn Toward Serious
Well that escalated quickly. Compounds, a bump box, and a brand-new build that’s already on the cusp of breaking into the 4’s… But what else did you expect from the folks at Stainless Diesel?! Since the Scheid Diesel Extravaganza, the Stainless team has been busy with Brianna Gilbert’s Duramax-powered dragster. It now sports a compound turbo arrangement consisting of a 5-blade 65mm VGT at the back of the valley and a monster, 5-blade, ball bearing S495 packaged right behind that. In testing, the team made sure to dial in the rail’s 5.90 tune-up for ODSS racing, then proceeded to crank up the power. By the end of the day, the dragster printed tickets with a 1.11-second 60-foot and a 5.01-second 1/8-mile on them. Stay tuned!
On The Rollers
Dusting Off The Dyno At Bean’s
Bean Machine woke up the company Dynocom DC 15000 over the weekend and invited anyone interested to stop by its Woodbury, Tennessee location for a dyno day. One standout performance came from Full Force Diesel’s Fred Johnson. His owner-built, self-tuned 7.3L Super Duty rocked the rollers to the tune of 729 hp on fuel—and 889 hp with a progressive Nitrous Express system in the mix. So, how do you get a dinosaur like the 7.3L Power Stroke to make that kind of power? Believe it or not, Fred’s HP recipe is fairly simple:
▪️Full Force Diesel 400cc/300-percent over hybrid injectors
▪️Full Force Diesel dual HPOPs
▪️Irate Diesel T4 turbo system
▪️Irate Diesel competition fuel system
▪️Stainless Diesel 5-blade S475
▪️Bean Machine billet intake plenums
▪️Comp 910 valve springs
▪️Stage 1 pushrods
▪️ARP head studs
▪️HP Tuners
▪️BTS 4R100 backed by a PCS controller
Emissions
The Real Cost(s) Of Diesel Regulations
PPEI’s Kory Willis dropped another massive truth bomb last week, and it’s one that directly effects the food chain. When (not “if”) a 2007-newer Class 8 diesel truck experiences a major emissions system failure, the repair costs are nothing short of outrageous—and it’s a cost that must be built into a transportation company’s bottom line in order to turn a profit. In his social media post, Willis even dropped a receipt for a real-world DPF failure, believed to have been caused by faulty factory fuel injectors that led to in-cylinder diesel dosing issues that damaged the DPF/aftertreatment system. The cost? More than $33,000! Now imagine how expensive it is to maintain a fleet of emissions-compliant trucks with high miles on them… According to Willis, what’s worse is that DPF/DEF emissions systems carry a 25-percent fuel penalty for every tank of fuel burned. The consumer has to foot the bill for that, too.
Written by Mike McGlothlin
