The Fastest Pro Street Diesel Ever Built—Could Be Yours

Not kidding. In a move that shocked many last week, Justin Zeigler decided to sell the ’06 Dodge that’s won multiple UCC titles (2016-2018 and 2022), an ODSS Pro Street championship last year—complete with setting eighth-mile elapsed time and trap speed records (4.74 and 161.45 mph), and made 3,336-rwhp on the dyno. If the storied third-gen leaves Justin’s care without a part-out, the buyer gets a D&J Precision Machine Enforcer Cummins with Exergy Performance 14mm CP3’s and 400-percent over injectors, a Rossler TH400 with billet-aluminum Neal Chance converter, 9-inch axles front and rear, and an SFI 25.6 spec cage (and chassis) built by Firepunk Diesel. As for Justin’s future… Think cut tires and a 3.6 smooth bore truck, with the option to throw a bigger charger at it and compete in Run What Ya Brung type classes.

Diesel Swaps

Power Wagons: The Cummins Conversion Candidates That Never Get Old

You could say Big Bear Engine has a soft spot for Power Wagon repowers. The company, which specializes in remanufacturing the 6BT and 4BT Cummins (as well as various medium-duty and Class 8 power plants), recently sent a 230 hp version of its air-to-air intercooled 5.9L to Herring Automotive. There, the 12-valve’s rock-solid foundation will be turned up enough to provide 350 hp and 800 lb-ft of motivation for this one-of-a-kind, crew cab beast. The Power Wagon will ride on Herring’s in-house three-link suspension up front, a custom four-link design in the rear, and make use of ’05 model year Dodge 3500 axles. It’ll also boast an Allison transmission and an Atlas transfer case from Advance Adapters before everything is said and done.

The ”Other” 5.9L

You may have heard of the International DT360, a wet-liner inline-six first developed in the late 1960s and that matches or bests the coveted 5.9L Cummins in pretty much every meaningful way. Alan Watson recently finished this beauty of a DT360 build, complete with 851 hp on the dyno, and installed it in his F-350 Super Duty. Alan received help from friend and DT360 guru, Elmer Stone on the engine build, Dakota Grant on the P7100, and Tater Built Turbochargers for supplying the ball bearing S468. He also thanks Kenny’s Pulling Parts & Machine for providing the triple disc clutch, and Jason and Carson Stauffer of Carson Stauffer Diesel for integrating the engine, wiring everything up, and getting the truck ready to drive home. It’s a build that proves these nearly-indestructible IH’s are still out there, and that they can be swapped much easier than their larger, more well-known 466 ci siblings.

On The Dyno

Today’s 6.0L Isn’t Yesterday’s 6.0L

The diesel industry is moving fast, and more horsepower seems to be unlocked on a daily basis. Case in point, Nate Berges recently pointed out that when his 6.0L Power Stroke laid down 617-rwhp 15 years ago it was a huge deal. To be sure, those fuel-only numbers were big for a 6.0L at the time, but it took compound turbos to get there. A short time later (2010), Nate’s ’06 F-250 put down 724 hp on nitrous. Today, with turbo, injector, and HPOP technology all having grown in leaps and bounds—not to mention the fact that tuning has come a very long way—a 6.0L with a properly spec’d set of compounds and the right fueling can produce (and live) while making four-digit horsepower.

New To Market

Power Stroke, Cummins, Duramax—WC Fab Has You Covered

If you only think Duramax when you hear the name WC Fab, you’re wrong. When it comes to high-flow intake and intercooler piping, traction bars, engine dress up, and problem-solver parts for Power Strokes, the company offers a comprehensive line of high-quality, precision machined products—powder coated to your color specific preference—for 6.7L-powered Fords. WC Fab has the Cummins market covered, too, offering bolt-on compound and single turbo systems with great fitment for 5.9L common-rails, high-flow intake bundle kits for the 6.7L, and cooling system upgrades for second, third, fourth, and fifth-gen Rams. Keep this American made company in mind this Holiday shopping season.

The Latest Drop-In Turbo For The 7.3L

The 7.3L Power Stroke aftermarket was once a place with very few bolt-on performance turbo options. Luckily, KC Turbos took note and set to work injecting new-age turbo technology into these 25-30-year-old Garrett units. With the release of its KC300x Stage 1 and Stage 2 drop-in units, the company has effectively revolutionized the 7.3L drop-in turbo market. Its Stage 2 in particular is capable of supporting standard hybrid injectors (238/80s) and 575-rwhp. Inside and out, these turbos are completely new, including a redesigned, Gen 3 7×7 SXE style compressor wheel accommodated by a quick-spool, .70 A/R front cover. A thicker shaft is accompanied by larger thrust and journal bearings that measure 200-percent larger than stock. And on the exhaust side, a Gen 3 SXE style turbine wheel resides in a .90 A/R housing that’s been redesigned with a volute that optimizes the flow path to the turbine wheel.

Written by Mike McGlothlin