Diesel tech magazine 2014 09

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BACK IN BLACKKirk Zack’s Blacked-Out Chevy

DT INSTALLWhen Your LB7 Won’t Tow

PEER PRESSURE IIINow That’s A Face Lift

RECORD-BREAKERFastest Manual Record Shattered

TUNERSWhat You Really Need To Know

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D E PA R T M E N T STALK’N TORQUEPassion To Convert

SHOP TALKProducts, News, Updates & More

POWER OF PINKHunting For The Right Truck

DT ROUNDUPA Look At Remote Starters

TECH CORNERDiesel Emissions

ADVERTISER INDEXPage Number Listings

TRUCKS NEXT DOORReal Trucks On A Budget DI

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Diesel Tech Magazine is published byHarris Publishing, Inc.Subscribe: $19.95 per year for 10 issues.All rights reserved. Reproduction in wholeor part without permission is prohibited.Publisher not responsible for content ofmaterials submitted or advertising claims.

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EDITORIALPUBLISHERGreg LarsenEXECUTIVE EDITORRyan Harris EDITORBrady L. KayASSISTANT EDITORJeffrey V. ShirtsTECH EDITORNathan KingSTAFF WRITERSKatie Burke, Roy Sparks, Len F. DavidsonADVERTISINGADVERTISING DIRECTORGreg [email protected] EXECUTIVEGreg [email protected] ASSISTANTDillon RandallPRODUCTIONPRODUCTION MANAGERJanet ChasePRODUCTIONJim DonovanLAYOUT AND DESIGN ARTISTR.D. DyeADMINISTRATIVEPUBLISHER ASSISTANTTerri DuncanCIRCULATIONCIRCULATION MANAGERYvonne YoungITIT DIRECTORChuck HarrisACCOUNTINGCONTROLLERClayton WardACCOUNTS PAYABLEBarbara Morotini

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When we were toddlers our parents were quick to “help” us when we attempted to put the square peg in the round hole. With a gentle voice, mom would kindly let us know that you can’t just make something fi t that wasn’t

designed to be in that space. Luckily a lot of diesel enthusi-asts failed to follow this type of logic, because if they had, there wouldn’t be such a thing as a “Fummins” today.

A Fummins is a Ford truck with a Cummins engine under the hood, and although the name is clever and simple, the task of converting or merging two vehicles together is actually a lot of work. The reasons for

wanting to do something like this vary, but the most common response is the owner loved the look or style of a particular truck, but also wanted a specifi c engine that wasn’t designed to match.

The reason I’m attracted to conversion projects like a moth to an open fl ame is because there is truly an art to doing it right. I admire those skilled fabricators who can look at the ti-niest amount of space and fi gure out how to get the most out of it. It’s not like there are manuals or how-to guides on doing this either. Only through experience and time do fabricators get to the point where they can make the task of converting or merging two vehicles together appear effortless.

Corners can be cut to save money—for example, choosing not to have every control or switch perfectly match up. How-ever, most people who choose to do something like this are usually fully committed and will invest the time and money to assure it’s done right. It fascinates me to see just how many man hours go into these projects where custom fabrication and a lot of trial and error come into play. Some of them be-come side projects for busy shops, while for some businesses it means keeping your fabricator busy and unable to help with other projects for several weeks.

Often the unique build is specifi c to an owner’s needs and the conversion is more out of necessity than simply just a desire to have something different. For example, have you ever come across a “Duraburb” before? This is when you take a Chevy Suburban and convert it to a Duramax. Now you

have the power and performance Chevy diesel owners have come to love, but with plenty of room for the whole family as well. I know a shop that is not only in the process of building a Duraburb, but actually working on creating two of them at the same time. I guess if you’re going to put in the time you might as well build them in pairs.

I’ve also seen old vintage trucks from the 50s and 60s transformed into modern day diesel beasts; the pos-sibilities are truly endless. One of my favorite discov-eries is the “CaddyMax,” which is currently at the 100-hour mark with at least 30 more hours to go. The square peg in a round hole philosophy never rang more true than on this build. In this case the owner bought an old 1970 Cadillac and took it to Adrenaline Performance in Shelley, Idaho, which has several conversions under its belt as a diesel performance shop. I’m positive that when this Caddy fi rst rolled off the Detroit as-sembly line no one there was thinking about the possibilities of stuffi ng a twin turbo LLY engine into it in the future. For one, the 2005 Duramax was years from even being released. But for Garth Hall, a man who is passionate about Cadillacs and loves his 6.4L daily driver Power Stroke the time and money spent to create the very unique CaddyMax was well worth it and it’s getting closer every day to being complete.

What conversions have you seen or would you like to see if you had the money? Jump on our Facebook page for Diesel Tech magazine and let us know. We’d love to hear from you. DT

PASSION TO CONVERT

BY BRADY L. [email protected]’NTORQUE

Brady L. Kay,Diesel Tech Editor

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Prices good through 9/1/14 • Typographical, description, or photography errors are subject to correction. Some parts are not legal for use in California or other states with similar laws/regulations. Please check your state and/or local laws/regulations. ©2014 AUTOSALES, INC. SCode: 1409DT

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SHOPTALKPRODUCTS, NEWS, UPDATES & MORE

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One Award At A TimeDiesel Tech

magazine recently earned the 2014 Award Of Excel-lence in the Feature Writing category from Apex Awards. The article, “One Step At A Time,” by Editor Brady L. Kay was announced in the 26th annual awards program that

recognizes excellence in publications work by professional communicators. The cover feature on Tyson Olsen’s 2011 Chevy Dura-max, that highlights the process he took to build his LML, originally ran in the Winter 2014 issue of Diesel Tech magazine.

Over 2,000 entries for the 11 major categories were received. DT

Bullet Proof’s Cylinder Head Repair Tool KitBullet Proof Diesel has developed a tool that accurately identi-

fi es and repairs cracks in a 6.0L cylinder head which can result in fuel contaminating the cooling system. This tool repairs cracks by injecting sealant into cracks under extreme pressure. Repairs can be performed anywhere.

Additionally, shops won’t need to pull the cylinder heads while working in-vehicle, saving labor and parts. The Bullet Proof Diesel

cylinder head repair tool kit is equipped with instructions to properly diagnose and repair cylinder head cracks. One kit can diagnose and repair multiple failures on multiple 6.0L engines. MSRP $645.95. (888-967-6653/www.bulletproofdiesel.com) DT

Must-Have For DIY MechanicsImpeltronics magnetic fl ashlight

Every mechanic seems to have a fl ashlight close by when working under the hood as well as some type of a magnet to snag those loose bolts that always seem to fall. Wouldn’t it be great to combine the versatility of a fl exible and extendable magnet with the power of a fl ashlight? With the 3 LED Extendable Magnetic Flashlight from Impeltronics, you can truly have it all.

With strong magnets at both ends (3- and 8-pound pickup), it lengthens to about 22 inches and sheds plenty of light when working on your truck. Even the head can be fl exed in any direction needed.

It was recently selected as the Product Of The Year by Goss’ Garage at the Chi-cago Auto Show, proving it a product that everyone can appreciate. Impeltronics is a wholesale manufacturer of high quality high lumen LED Flashlights. Offered in blue, red, black and silver—as well as pink by special request—the Extendable Magnetic Flashlight retails for $20.99. (717-440-1680/www.impeltronics.com) DT


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All-Purpose Cleaner/Degreaser DT puts it to the test The new Oil Eater Original is a powerful water-based cleaner-degreaser that dissolves grease, oil

and grime on engines, power equipment, tools, concrete fl oors, asphalt and much more.With another nasty oily mess on our shop fl oor, we were desperate to fi nd something that would

do the job right. Its unique formula eliminates the need for multiple cleaning solutions and the eco-friendly, all-purpose cleaner does its bidding of cleanliness with no harsh combustibles or abrasives.

We put it to the test and were impressed at how quickly it penetrates and after a quick rinse off it left no residue. It is also effective in parts washers and pressure washing systems and is even safe enough to use as a spot remover on colorfast clothes.

Available in 32-ounce spray and 1-gallon bottles, we’re glad we gave Oil Eater a try.(800-528-0334/www.oileater.com) DT

New Prosport JDM GaugesProsport’s new Japanese Dual Movement, JDM,

line combines both an analog and digital display into one gauge. Utilizing a Japanese Stepper Motor Move-ment, the analog display is quiet and features the fastest response time of any gauge Prosport has produced. One quick glance reveals the digital readout, allowing the driver to keep his eyes on the road. This gauge includes a fully program-mable audible and visual warning feature to set the gauge level desired when passing the set limit. The trailing LEDs follow the pointer in a cool blue color and change to red once past the warning level. The gauge includes sender, mounting cup, wire harness, Daisy Chain wire, visor, one-year warranty and free tech support. MSRP $90. (727-572-9011/www.prosportgauges.com) DT

Sinister Provides More Power & Torque

Dyno tests show Sinister Diesel’s Y-Pipesfor the 2003-2007 6.0L Power Stroke Super Duty and Excursion add 65hp and 148 ft/lbs. of torque

over stock at 2,300 rpm, improving drivability and towing capability. When installed with a performance tune it adds up to 121hp and 289 ft/lbs. of torque.

Sinister has replaced the bellows in favor of a stronger, longer-lasting “double slip” fl ex joint, allow-ing the Y-Pipe to fl ex and move during heat expansion while maintaining a 100 percent seal. The Y-Pipes are available in raw, ceramic, and heat-wrapped fi nishes. (888) 967-8823/www.sinisterdiesel.com) DT


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New Truck Covers For Crew CabsRampage Products’ new two-piece Easyfi t

4-Layer Truck Cover consists of cab and bed sections, which fi t beds 5.5 feet

to 6 feet and are easy to install and store. Each cover is sold separately and comes with a storage bag and a lock with a cable.

The 4-Layer non-woven poly-propylene material is breathable

and repels water, without trapping moisture. The soft and durable backing protects trucks from the UV rays, dirt, dust, moisture, pollution and protects the paint fi nish. Double-stitched elastic hem around the bottom of the covers along with pre-installed side eyelets are used to secure the cover with the lock and cable. Includes grommet kit for antenna allowances.(951-277-4949/www.rampageproducts.com) DT

New Cut Out Side StepsBullet Proof Diesel and Addictive

Desert Designs have teamed up to offer an exclusive Bullet Proof Diesel edition of the ADD Stealth Side Steps for the 1999-2013 crew cab Ford Super Duty trucks. There is an exclusive “Bullet Proof Diesel” cutout on each step with several lighting options and the steps are made from rugged, .120-inch wall steel.

These side steps are crafted for a direct fi t to the Super Duty crew cab. Stainless steel hardware complements the laser-cut panels, tabs and plates for seamless fi tment. The LED lighting is a customizable option. MSRP $1319. (888-967-6653/www.bulletproofdiesel.com) DT

New T-Rex Grilles For ’15 SilveradosT-REX Grilles recently released 15 grilles for the 2015 Chevrolet Silverado HD 2500/3500.

Each of these new T-REX Grilles components is designed to suit every style and taste. New grilles include the Billet Series Grille, X-Metal Series Grille, Upper Class Series Grille and Torch Series LED Lighted Grille, which includes pre-installed LED lights. Also available is a new LED bumper light kit featuring a pre-installed 30-inch LED light.

All T-REX Grilles parts are manufactured to exacting standards for a perfect fi t and fi nish. All ’15 Silverado T-REX Grilles are available in polished or black fi nish and are backed by warranties.

(800-287-5900/www.trexbillet.com) DT


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KIRK ZACK’SBLACKED-OUT CHEVY DOES THE HEAVY LIFTING


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By Lane Lindstrom

Photos by John Laptad / www.JohnLaptad.com

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nyone who knows Kirk Zack knows he doesn’t exactly fl y under the radar—ei-ther when it comes to designing a line of snowmobile/

off-road clothing and gear for his company HMK USA or to his aggres-sive snowmobile riding style.

He tends to go big.So why should his ride—a 2008

Chevy Silverado 2500HD Duramax diesel—be any different?

It isn’t.We never asked Zack if he named

his truck like some owners do, but if he hasn’t, might we suggest “Back in Black?” Staying with that AC/DC theme, but without getting too deeply into the rock group’s Back in Black lyrics, there is one line in that song that seems to fi t his blacked-out Chevy, “They gotta catch me if they want to hang.”

Catch Zack if you can. This vehicle isn’t just his daily commuter, it’s his daily long-haul truck that is asked to pull heavy trailers loaded down with all manner of gear and powersports toys over the West’s tallest passes, as well as make long treks to the Midwest and all points between there and the home offi ce in Mt. Hood, Ore.

Years in the making, his blacked-out Chevy project truck began with its purchase in December, 2008. Over the years, lots of hard work by a whole lot of people and companies has turned Zack’s Chevy into a vehicle that not only turns heads, but turns a lot of miles—the odometer showed about 71,000 miles last fall before the snow season really got into full swing.

Add those miles to his other vehicle, a 2003 Chevy AWD Express converted by Waldoch Customs, which has 161,000 miles on it and is still “going strong,” Zack said. However, he needed a vehicle that could pull larger trailers and had more payload capacity. That’s why he started looking at trucks.

Zack explained, “I selected and purchased this truck in De-cember, 2008, after driving several makes and models of pickups for our adventures. I wanted a truck that would pull and brake well at any speed, but would ride smooth over lots of miles with plenty of room in the cab. The truck came with year-end incen-tives from Chevy as truck sales were down at that time. We were offered employee pricing as well as great rebates and two free season ski passes at our local mountain.”

SMOOTH RIDE, AGGRESSIVE LOOKIn addition to needing a vehicle that could tow and haul a

load—which could have been any number of trucks—Zach said the end goal with the truck is a, “smooth ride, aggressive look and additional power.”

While he’s close to those goals, his truck is still a work in progress. For now, though, his truck gets the job done and looks good doing it.

“The truck is aggressive and blacked-out, but it took several years and help from several friends before we could complete this,” Zack explained. “We have been building the truck since we bought it and started with 18-inch KMC XD Series Monster Rims and tires from Les Schwab as well as a leveling kit on the front end. We added PIAA driving lights, headlights, bulbs, back-up lights and wipers. We added a Marathon Truck Boss Deck as well as Firestone air bags with an onboard compressor to keep every-

thing level when hauling sleds or tow-ing trailers. We de-badged the truck and had it custom HMK wrapped by SCS Wraps in Bozeman, Mont.”

PROMOTING THE BRANDRemember that part where we

said Zack doesn’t fl y under the radar? If you need any proof of that, all you have to do is look at this truck, which is emblazoned with HMK logos. Zack is a branding/marketing genius in the winter clothing/gear arena and it shows in this truck.

Continuing on, he said, “I never liked the chrome bumpers, running boards or grille and was looking to improve performance and mileage when my friend Dan Adams stopped by for a visit. We were talking about his builds on several trucks and my desire to black the truck out, improve per-formance and get a more aggressive look, so Dan made a call to PowerTech Diesel in Idaho Falls, Idaho, and a few days later he drove my truck over to get the upgrades started.”

PEEK INSIDEThere were few areas left untouched

on the ’08 Silverado LTZ crew cab with a long bed. First, let’s look at the cab. Zack detailed what he had done to increase the comfort and overall experience in the cab for all those long road trips.

“I love the factory all-black leather, but I’ve never liked the wood grain interior on the dash or doors and PowerTech Diesel removed it all and used black carbon fi ber inserts to start the transformation,” said Kirk. PowerTech Diesel also added LED interior lights as well as an Edge Performance CTS to monitor the truck while DelCarpine Automotive, located in Hood River, Ore., added an Edge back-up camera to keep track of the trailer. The headrests were sent to Skinz Protective Gear in Minnesota to have each one custom wrapped and embroidered with HMK logos.

Kicker turned up the bass with new Hideaway Sub Woofers and DelCarpine Autp installed the subs and mounted the bass adjustor in the center console. DelCarpine also installed Firestone Airbags and mounted the control switch for adjustment on the road in the center console. PIAA driving light switches were installed to control three sets of PIAA lights on the front bumper and two rear sets of lights so that Zack could see in all conditions when driving or loading.

And fi nally, the windows and the top of the windshield were tinted darker to keep the temps down in the heat of summer, while also offering less glare from the snow during all those winter trips.

WHY POWER IS NEEDEDSince one of the primary reasons for looking at a truck was to be

able to tow and haul big loads, getting every ounce of power out of this ’08 Silverado Duramax Diesel was a prime objective. And mods were a must.

Not only did Zack offer details on his engine mods, but also dis-cussed why they are so important for his business, HMK USA, which was started in 1999.

“We use our vehicles to visit dealers and distributors, head to the mountain to ride with athletes, transport friends and family and move product and gear all over North America,” he said. “We pull trailers from the warehouse to the mountains and everywhere in between including the forests and the dunes. We hit events like the Pink Ribbon Riders charity event in Togwotee, Wyo.; the Winter X Games in Aspen, Colo.; the Haydays show in Minnesota; and the

BACKIN BLACK


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Jackson Hillclimb in Wyoming. We head to the mountains to ride sleds in the winter and motorcycles in the summer. We are loaded with everything from HMK product, trade show booths and supplies, Arctic Cat snowmobiles, motorcycles and the HMK/Polaris RZR. We put a lot of miles in behind the wheel.”

ENGINE MODSPowerTech Diesel techs went to work installing an S&B Cold

Air Intake and ran the necessary wiring for the Edge CTS insight monitor, including the pyrometer probe. Also, PowerTech made other engine and transmission mods via a custom EFILive tune for towing, and added an AirDog 100 fuel pump, a PowerTech Diesel crankcase kit and a Transco JR shift kit to help the already stout Al-lison transmission with the added performance. The PowerTech crew also added a 5-inch MBRP Turbo Back Exhaust with downpipe and a Black Hi-Temp coated exhaust.

Said Zack, “PowerTech Diesel achieved the goal of increased horsepower as well as mileage and performance.”

Not everyone sees what’s under the hood of a project truck or even what’s inside the cab, but they do notice the outside of the vehicle. So keeping in mind part of Zack’s intent for this truck, a lot of work went into the details on the outside.

“The goal was to give the truck a more aggressive look and black it out, improve lighting front and back at night, add protection from other vehicles and large animals and keep the custom HMK look,” he said.

To that end, here’s what Zack did:Line X coated Fusion Bumpers—“Aggressive look and very

durable in all weather conditions.”Front bumper with pre-runner styling features three sets of PIAA

driving lights for any weather conditions; 7-inch High Intensity LED driving light mounted in the bumper with Ion Yellow Fog Lamps and Xtreme Driving lights mounted on top.

Rear bumper features 4-inch LED Rigid back-up lights.Knuckleheadz Custom Snowmobile style rock guard system using

Arctic Cat snowmobile tracks to protect the matching 29-foot HMK trailer. This cool add-on just ensures folks know where Zack’s roots are—snowmobiling.

Anzo Headlights with the HID upgrade to have the “Audi” or halo look and performance.

Marathon/Truckboss Sled Deck with 12-foot ramp, Headache Rack with PIAA load lights, Smart Boxx Cargo Box and Superclamp tie downs.

LED lighting strip under the deck to fi nd everything in the dark.N Fab Front Grill with a custom 10-inch HMK logo machined out

of aluminum.Powertech added a black Ventshade Hood Shield to keep the

aggressive front end theme.N Fab Running Boards with a three-step design make it easy to

get in and out of the truck, but also offer easy access to the bed or the front of the Marathon/Truck Boss Deck

5-inch MBRP Turbo back exhaust coated black with two custom 7-inch machined HMK logos.

PowerTech also removed the taillights and third brake light and sprayed the lenses black and then added Putco red and white LED bulbs for a custom blacked-out effect.

Black rear wheel well inserts.Line X truck bed from the start and then added a Bedrug Liner

and tailgate cover.Future plans call for an additional fuel tank on the frame as well

as an additional light bar on top of the truck.We asked Zack if, in hindsight, he might have done anything

different. He said there were a handful of things he possibly would have done differently.

For instance, “We added a DVD entertainment system to keep the passengers happy while traveling and should have put this in earlier.”

Also, there were the headlights. “I wanted a black halo/projector beam for looks and light, but

spent way too much money on this look as the lights looked great, but did not perform as well as I expected. I have re-installed the stock Chevy headlights and added PIAA low and high beam bulbs and should have left it this way from the start.”

As for the tires, he said, “We all know that trucks eat tires and we were using a Goodyear tire, but had wear issues until we changed to the Toyo Open Country A/T II in size 275/70/18.”

Zack also went back to PowerTech Diesel for a review of the build and PowerTech updated the tune, which added 1 to 2 mpg.

“I should have done this sooner as this increased mileage and saved more money,” he said.

So catch Zack if you can. DT

Arctic Catwww.ArcticCat.com

DelCarpine Auto www.DelCarpine.com

Fusion Bumperswww.FusionBumpers.com

HMKwww.HMKUSA.com

Kicker Audiowww.Kicker.com

Knuckleheadz 208-569-4763

Les Schwabwww.LesSchwab.com

Marathon/Truckboss Deckswww.TruckBossDecks.com

N-Fabwww.N-Fab.com

PIAA www.PIAA.com

PowerTech Dieselwww.Powertechdiesel.com

SCS Wrapswww.SCSWraps.com

Skinz Protective Gearwww.SkinzProtectiveGear.com

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BACK IN BLACK

SOURCES:


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“Are you sure?” This seemed to be the most common response when Dave Friedli would talk to friends, shops and mechanics about the overheating issues he was having with his 2003 GMC Duramax. It’s not that no one believed him, but rather, LB7 trucks aren’t typically known for having overheating issues when towing.

While every truck off the production line eventually gets tagged for having some type of an issue, those who use their LB7s to tow have generally had success with no real overheating concerns across the board. Of course in this specifi c case, this truck wasn’t exactly a stock LB7 anymore.

In an attempt to create the ultimate tow vehicle, the truck owner upgraded to an ATS Aurora 3000 turbo, 50hp injectors from Dynomite Diesel Performance, Diamond Eye dual exhaust, an EDGE Insight CTS with EFILive, ATS intake, as well as several other performance modifi -cations including a rebuilt transmission from Adrenaline Performance that left his GMC—complete with a Superlift 6-inch lift sitting on American Force Wheels and Mickey Thompson tires—at 534.9 horse-power and 1127.8 ft./lbs. of torque. But despite all the effort that went into the performance, the truck was having major towing issues.

“My EGTs were all over the place and it was very frustrating,” recalls Dave. “At the time I was also having trouble with the coolant temps.”

Wanting to exhaust all his options before admitting it might be the heads that were causing him grief when towing his 30-foot fi fth wheel camper through the mountains, Dave began by replacing both ther-mostats, fl ushing his radiator and adding new coolant, adding a new cap, a new clutch fan and anything else his friends would recommend. But no matter what he tried, nothing could keep his engine tempera-ture from spiking on the hills.

After yet another failed attempt to keep his temperatures down following a trip, the truck owner pulled onto his driveway and that’s when coolant began to gush. The writing was on the wall: it was now time to fi nd a shop that was capable of doing the one major rebuild he was hoping he would be able to somehow avoid.

Heading To OutlawThrough word-of-mouth, Dave had heard good things about

Outlaw Diesel Performance in Ogden, Utah, and this shop was only about an hour or so from his house. Shop owner Kortney Nieffengger has earned a reputation as one of the top diesel performance shops in northern Utah and the surrounding areas and—along with his hard-working crew—is known for going the extra mile to make sure every install or repair is done the right way.

Keep The CabThe reason a lot of truck owners and shops aren’t too excited

about jobs like this is usually when it involves heads, it means the cab of the truck must come off. However, Kort was quick to assure Dave that he had no intention of doing that.

“With the GMC trucks we can do what we need to do without taking the cab off,” explained Kort. “Especially with the lift, we won’t have any problem getting where we need to go on this LB7.”

(See fi g. 1) Kort put Taylor Thompson, one of his top mechan-ics, on the truck and he instantly got started by draining the fl uids, then removing parts from the truck one piece at a time.

(See fi g. 2) The exhaust manifold was a little tricky and had to be broken free, but for the most part the day went smooth. Having the 6-inch lift helped, since Taylor could easily reach through the wheel wells to unbolt and remove parts as needed.

(See fi g. 3)The veteran mechanic found the passenger side to be a little

easier to work around compared to the driver’s side and was just glad the cab didn’t need to be pulled.

Through his years at a dealership before coming over to ODP, Taylor had pulled a lot of cabs and it’s something he’d prefer not to do when possible. Taylor is one of the four mechanics at Outlaw besides Kort including Evan Foxley, Drake Dearden and Brandon Murphy.

WarpageWith just over a half a day into the tear-down, the heads were

removed and it was clear from the warping what was causing the overheating issues.

INSTALLB Y B R A D Y L . K A Y

OVERHEATEDWHERE TO TURN WHEN YOUR LB7 WON’T TOW

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(See fig. 5)Using specialized tools, it

was determined that there was 0.0015 (one and a half thou-sandths) warpage on both sets of heads, but the good news is no cracks were found.

Off To SoCalEven though SoCal Diesel

is best known for fabricat-ing new heads, Outlaw Diesel Performance gave owner Guy Tripp a call and he was happy to rebuild them. When it comes to Duramax diesels, it would be hard to find someone with as much knowledge and experience as Guy. Considered to be an industry expert, Guy has invested years of his life to racing and the perfor-mance side of the auto industry. In 2006 he went into business for

himself when he opened So-Cal Diesel and then just a year later—because of expanding needs—he had to upsize to his current location.

The heads were in good hands as Guy and his crew in Valencia, Calif., worked to rebuild them and ensure they lived up to SoCal’s high expectations.

The first step when the heads were received was to place them in a hot tank that is 160 degrees to get all of the oil off.

(See fig. 7)Next the heads went to

an ultrasound machine where tiny bubbles “sonic cleaned” them. Just these first two steps can take hours while the heads are being cleaned.

Next they’re disassembled and everything gets loaded onto a cart and tagged with the customer’s name.

(See fig. 8)The heads are then pres-

sure checked to 60 psi and then checked for hardness with a specialized portable tester where a ball bearing bounces back to measure the hardness. Russell Melin here demon-strates how each head is checked for hardness. Russell is one of 10 employees Guy currently has on payroll, but admits he could easily add two to three more to keep up with the demand.

Compared to other shops, SoCal Diesel clearly takes extra steps and goes into great detail to ensure the heads are suitable for rebuilding. Then SoCal Diesel milled the Duramax heads and did the valve job before assem-bling the cylinder heads. All this is done in three buildings that cover roughly 10,000 square feet.

“We only rebuild around 10 sets of stock heads a year. Most customers purchase our CNC ported heads. We use technology that most people don’t even know exist,” says Guy. “Our equipment is so advanced that larger global companies come to us for help.”

The top-of-the-line equipment and tech-nology at SoCal Diesel make all the difference. A solid reputation in the diesel industry and his impressive resume can only take Guy so far, but with quality and advanced equipment, the shop owner is improving the perfor-mance industry in ways never seen before.

ReunitedWith the heads

back from SoCal, Kort and his crew were ready to put the truck back together. The heads came back polished and looking like-new and every-one was anxious to get this truck back on the road. Seeing the LB7 gutted and stripped down is not something any owner likes to see.

(See fig. 9) Before getting to the

heads, Evan replaced the stock water pump with a custom fabricat-ed one from SoCal Diesel. The AC Delco modified water pump from SoCal is tig-welded and has proved to last longer than other water pump brands.

Through the years, Guy has seen a lot of issues that could have been avoided if they had only had his modified water pump. With the engine all torn out, there is never a better time to do this swap since it’s lo-cated at the very bot-tom of the engine.

(See fig. 12)It takes two guys to put the heads back in the truck because of

the weight. Here Drake Dearden steps in to give Taylor Thomp-son (left) a hand.

Taylor made the process of putting the truck back to-gether appear effort-less as he carefully reinstalled the truck one part at a time in basically the reverse order that he took it out.

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solid foundation for a shop that will surely be around for many years to come.

(See fig. 20

and fig. 21)When it came

time to add the fluids, Outlaw went with Royal Purple

SAE 10W-40. The synthetic oil was the right match for this GMC and it’s something Dave was already using in his truck before the install. He trusts Royal Purple and will continue to use its products for years to come.

(See fig. 19) As for the coolant, Dave

has always used the GM brand DEX-COOL antifreeze from Prestone for his radiator fluid and that’s not about to change. Using water to mix with the coolant, Taylor created a 50/50 concoction.

On average, Outlaw Diesel Performance figures this job should take around 32.7 shop hours to complete from start to finish, not counting the time the heads are being machined at another shop, but when all was said and done Taylor finished ahead of schedule which made everyone happy.

With the GMC nearly put back together with rebuilt heads from SoCal Diesel, the LB7 was now close to being complete and ready to hit the road. But before re-installing the exhaust manifold it was time to make another modification. To ensure the days of heating issues would stay in the past, Dave opted at this time to add the Snow Performance Water/Methanol system. This will not only help keep his engine and exhaust tempera-tures down, it is also proven to increase fuel economy as well as horsepower.

Installing The Snow Kit(See fig. 16)Kort drilled the holes into the exhaust manifold for the

needed ports and modified the heat shield to work around the sensor.

(See fig. 17) The kit uses top-of-the-line materials, including the

connectors.

SOURCES:

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(See fig.13 And fig.14)For the head studs, Automo-

tive Racing Products was the clear choice. After the amount of time and effort that had gone into making this truck right, using anything but head studs from ARP would have been taking an unnecessary risk of future problems.

(See fig.15) There are 18 head studs on

each side and a torque sequence must be followed to ensure the job is done correctly. Each one is torqued three separate times—42, 84 and then finally 125 ft/lbs. It’s a time-consuming process, but an extremely impor-tant one as well. The values were adjusted while at SoCal Diesel, but Taylor double-checked them before moving forward with the rebuild.

Smart Business PlanThe shop was starting to heat

up from the summer temps so a cheer broke out among those in the garage when the AC unit for the building arrived. The shop is debt-free and operates this way as part of a smart business plan for Outlaw Diesel. While it could be tempting to justify needs for the business like an AC unit when it’s not in the budget and to just go into debt, Kortney and his wife Vanessa plan for all needed expenditures, which is a good

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Automotive Racing Products800-826-3045www.arp-bolts.com

Outlaw Diesel Performance801-648-7287www.outlawdieselutah.com

Prestonewww.prestone.com

Royal Purple888-382-6300www.royalpurple.com

Snow Performance866-365-2762www.snowperformance.net

SoCal Diesel661-775-5620www.socaldiesel.com


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Dave could really drive it hard once again.“We recommend that you drive the truck at least 500 miles

if not 1,000 before really putting your foot into it,” said Kort the day Dave picked up his truck. “With the heads being rebuilt, it’s best to slowly break the truck back in before towing anything.”

It didn’t take Dave long to put the needed miles on his truck since he was anxious to give his Duramax a good test. At just past the 1,000-mile mark he hitched up his camper and headed for the hills. His initial test and all other runs this summer have been a complete success as these installs have proven to be exactly what his truck needed.

“I am very impressed with the Snow Performance Kit,” says Dave. “Once you become acquainted with the monitor it is very easy to adjust as well as switch to different modes. The extra power is easy to feel and let’s just say as far as the MPG Max goes that we’ll have to wait until I learn to keep my foot off the pedal.”

Besides the 30-foot fifth wheel trailer, Dave also owns four-wheelers and he tows doubles so the Snow Performance helps with the power and temps. As for the heads and the other work that was done by Outlaw Diesel Performance and SoCal Diesel, the truck owner couldn’t be happier.

“After having the heads done by SoCal and the ARP studs and other ARP hardware, I feel better about things staying where they are supposed to stay,” says Dave. “ARP has a great reputation and it shows with their product from how it’s pack-aged as well as how it performs. I definitely feel a real difference in how the truck runs and tows; it’s awesome! I value my license, but it is very tempting to race and show what this truck can do. Kort and his crew at ODP did a great job.”

The LB7 has never run stronger or better. Don’t worry about be-ing stuck behind this truck towing a camper and a four-wheeler trailer up a hill; chances are good you won’t be able to keep up yourself. DT

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(See fig. 18)When drilling, it’s important to

make sure the ports are flush with the inside so the spray will be ac-curate when in use.

(See fig. 22)Once the exhaust manifold

was installed, it was time to add the 7-gallon reservoir that was mounted in the bed of the truck. Taylor turned it so it was flush with the wheel well so the entire length of the bed can still be used. Plus in

this location it’s easy to fill the reservoir when outside the truck.

(See fig. 24)A hole was then drilled into the

bed that connects the reservoir to the pump that is tucked away nicely below the bed and near the FASS fuel system that was installed around the same time the turbo and injectors were upgraded. As an added touch, the shop used black piping to cover the provided red lines to conceal the system.

Quick TipWhen hooking up the solenoid

under the hood, it’s important to pay attention to the numbers on it. There is a number one stamped into the solenoid as well as a number two where the hoses hook in. You might think number one would be in and the number two would be out, but it’s actually just the opposite. If this is inadvertently flipped it will keep the unit from working properly. As for the actual Snow Performance dash console controls, the unit was mounted on the steering wheel column for easy access and visibility.

(See fig. 25)There are a couple of different

options when it comes to filling the reservoir. Snow Performance offers its own mixture—Boost Juice, which is a proprietary mix of 49 percent methanol and 51 percent purified water, or you can use blue window washing fluid rated for negative 20 degrees, which is about 30 percent methanol and 70 percent water. Either way will work great.

Then when needed, the nozzles automatically spray the fluid, which gives the truck the boost it needs while keeping temperatures down. A light will automatically come on the dash console, letting you know the water/meth system is being used.

Fire ‘Er UpThe shop gathered around in anticipation to hear the LB7 fire up

again. In a way it was like watching someone give CPR to a lifeless body as everyone stood watching, waiting for the truck to take its first gasp of air. Finally the truck coughed, gagged and wheezed and Kort and his crew knew the truck was back in business.

With the LB7 back together and the Snow Performance kit installed, now it was finally time to put the truck to the test and prove the overheating issues while towing were no longer a concern. How-ever, a few miles would need to be added to the odometer before


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BUILD SERIES B Y B R A D Y L . K A Y

NOW THAT’S A FACE LIFTLML BEGINS TO TAKE FORM

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PART 3

The fi rst two rounds of installs focused on aftermarket products under the hood, under the truck or basically products that are simply out of sight. While sleeper trucks are great for drag racing, this 2012 Chevy LML Duramax is being built to stand out in a crowd.

To date, the Silverado 2500 HD includes the Rapid Flow Stage-2 Intake from Bully Dog, MagnaFlow 6.6L 4-inch DPF exhaust and the Triple Dog GT-Diesel tuner from Bul-ly Dog. In the last issue we highlighted the installations of the Hellwig 6017 Air Spring Kit and airbags, MAG-HYTEC rear differential cover and tranny pan, Big Wig 7270 Rear Stabilizer Bar, Tuff Country EZ-Ride Suspension system that gave the Chevy 2-inches in the front, as well as the brand new AirDog 4G HD. The trucks is now running as strong as ever, but it’s now time to give this truck a much-needed face lift.

NAME GAMEThe project truck has been dubbed Peer Pressure because the owner Trent Mayes

was “heavily motivated” by his friends to not leave it stock. After purchasing his new diesel off the showroom fl oor nearly two years ago, Trent’s friends immediately began putting the pressure on him to modify it. Finally after a little budgeting—as well as his understanding wife Becky—Trent was fi nally ready to give into peer pressure and make his truck his own by making it unique and tailor-made to fi t him and his hobbies.

Trent’s brother-in-law has connections with Bully Dog Technologies so the installs have all taken place at the southern Idaho shop.

ALL EXTERIORReal beauty is on the inside, at least that’s what an ugly person might tell you.

What’s the fun of modifying a truck if you don’t upgrade the exterior as well? After care-fully considering his options, Trent decided a custom bumper from Fusion Bumpers was exactly what his truck needed.

The front and rear bumpers were manufactured in Fusion’s Payette, Idaho, facil-ity and then shipped to ACE Powder Coating in Idaho Falls, Idaho, so they could be powder coated.

The raw bumpers were then sand blast-ed and prepped before being sprayed by Reggie Turnage who has been with ACE for over 13 years. The shop is owned by Garth Hall and managed by Randy Nate and after baking in the oven for nearly 40 minutes at 400 degrees, the bumpers were cured and ready go—well, after they cooled down that is.

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BACK TO BULLY DOGThe bumpers were then loaded up and taken directly to

Bully Dog headquarters in American Falls, Idaho, where the next round of installs was set to begin. But before getting to the bumpers, the first step was to get rid of the stock head-lights.

The day started by removing the old grille. Juan Ledesma (L) helped Assistant Shop Manager Nick Adamson remove it and the installs were off and running once again in the Bully Dog shop.

After removing the stock grille so he could reach the back bolts, Nick removed the front headlight.

When it comes to lighting options, it’s hard to beat AnzoUSA. From top to bottom this manufacturer has every-thing that Trent desires for his truck, including the Projector U-Bar style headlight in a black housing.

Before installing, Nick checked to make sure the lights were hooked up properly. The halogen bulbs really give the truck a distinctive look, plus they will light up the road and everything else in its path.

While Nick was finishing up the front headlights, Bully Dog Shop Manager Theo Harmison started on the rear ones.

Once the tail light lit up, it was clear the Anzo lights are a must-have and a

perfect choice for the truck.

Besides the tail lights, Trent also ordered the center brake light for his cab to complete the set. When compared with the stock version, it’s surprising more truck owners don’t switch out to Anzo sooner. The stock lights look cheesy in comparison.

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XD & MICKEY TThe tail lights were easy to install and the middle brake light

was even easier, especially when compared to the front head-lights. There are a few more steps to swapping them out, but in the end everything went smoothly and it was time to move on to the tires and wheels.

Even in the box, the XD 798 Addict wheels looked great. Also available in a matte black machined look, Trent opted for the all matte black version. The XD Series wheels are extremely popular with diesel owners and it’s easy to see why.

The next step was to unite the wheels with the Mickey Thompson tires, which were loaded in the Bully Dog shop truck and taken to a nearby Les Schwab Tire Center to be mounted and balanced.

The 20 by 9 XD wheels are a perfect fit for the new Mickey Thompson tires. After getting the tires back from Les Schwab in American Falls, Theo was anxious to see what they’d look like on the truck and he wasn’t disappointed.

The new Deegan 38 tire from Mickey Thompson is designed in cooperation with racing icon Brian Deegan. When it comes to a great all-purpose mud terrain tire with an aggressive

style and performance (plus great street manners too) this is the perfect tire for this truck. Note the stylized black sidewall and the wide outer-voids for self cleaning ability and aggres-sive looks. The best part is the tight inner void sections that are designed for reduced noise and greater contact area with the road.

FINISHING TOUCHESThere’s just something about adding new tires and wheels

that dramatically changes the look and feel to a truck and that’s especially the case with this Duramax. The truck instantly trans-formed into a much more aggressive-looking truck, but there was still plenty more installs to go.

Theo has been involved with this build from day one and was impressed by not only the quality of the Fusion bumper, but the powder coat job that ACE did as well.“The black on the bumpers is flawless,” said Theo as he began installing the lights. “Those guys really did a good job.”

Besides the four 2- by 2-inch AnzoUSA bumper lights, Theo also installed the light bar on top of the bumper. Each side has a Rugged 10W LED Flood Beam light and a Spot Beam light, giving the truck a two beam pattern.

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Nick, who is making a name for himself this season by domi-nating in the United Pull Series with his own Bully Dog spon-sored truck, bolts up the Fusion Bumper.

Fusion manufacturers premium aftermarket truck bum-pers for full size Dodge, Ford and GM Trucks. Each are CAD designed and built from laser cut American steel. As the word is getting out on the quality, more and more truck owners are looking to Fusion for a well-built bumper.

The wheel well lining needed to be trimmed once the new bumper was installed.

For the rear bumper, Anzo had this covered as well. This is one of two lights that were installed in the rear Fusion bumper that will help light up behind the truck at night.

After removing the stock rear bumper, Theo disconnects all the parking backup sensors.

Some aftermarket bumper companies cut corners when it comes to quality, but not Fusion. The bumper is a perfect fit and it even included holes for the back up sensors so nothing is compromised or sacrificed by upgrading to a custom bumper.

Nick wired the Anzo lights on three separate toggle switches inside the cab. One switch is for the light bar, one switch is for the four bumper lights and the third switch is for the rear bumper lights.

ROYAL TREATMENTThe last install for this round included the perfect finishing

touch—a Royalty Core custom made grille. Trent knew that add-ing tires, wheels and bumpers wouldn’t be enough if he didn’t finish off the look right by adding a quality grille.

Royalty Core has a solid reputation in this industry for design-ing and perfecting some art-like grilles, so the Oregon-based manufacturer was Trent’s first and only choice.

Royalty Core specializes in corrosion resistant T304 stainless steel technology and all of its products are made in the USA using top CNC machinery, tooling, TIG welding, fabrication by hand, powder coating and proprietary methods.

Theo carefully places the Royalty Core grille on the truck and there is just enough space behind the Anzo light bar for a cus-tom fit. It’s in perfect harmony with the Fusion bumper.

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Simply the best built transmissions in the industry!

“Power Lube Package”Don’t Tow Without It!

Complete Stocking Warehouse

TransmissionsDifferentials

standardtransmission.com

BUIL

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SOURCES:

ACE Powder Coating208-528-7357

AirDog877-421-3187www.pureflowairdog.com AMSOIL800-956-5695www.amsoil.com AnzoUSA888-360-3696www.anzousa.com

Automotive Racing Products800-826-3045www.arp-bolts.com BedRug800-462-8435www.bedrug.com Bully Dog940-783-9914www.bullydog.com DeeZee800-779-2102www.deezee.com

Fusion Bumpers877-208-0525www.fusionbumpers.com Hellwig Products800-435-5944www.hellwigproducts.com KMC Wheelswww.kmcwheels.com MAG-HYTEC818-786-8325www.mag-hytec.com

MagnaFlow800-824-8664www.magnaflow.com Mickey Thompson Tires330-928-9092www.mickeythompsontires.com

Royalty Core541-870-1982www.royaltycore.com

Tuff Country800-288-2190www.tuffcountry.com UnderCover Bed Covers866-900-8800www.undercoverinfo.com

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The RC2 Twin Mesh Design Gloss Black Surround grille includes the Royalty Core logo and it’s exactly what the truck needed to pull off the fresh look.

With a powerful set of Anzo lights, Fusion Bumper and the Royalty Core grille, the Chevy truly has a custom look and feel to it. It has an aggressive stance with a little attitude on the side.

Each step of this build has been carefully calculated with the selection of just the right product to create the ultimate truck. There is still one more round of installs to go before this LML is done and thanks to some peer pressure from his friends, Trent has a few ideas to fi nish strong. DT

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Hunting For

The Right Truck

Casie Gysin Can Do It All

A self-described vehicle junkie, Casie Gysin has been into automotives her entire life. Her parents got her started at a young age by passing on their love for cars.

“Before I was into diesel, I was into cars. I had a hopped-up ’97 Chrysler Sebring with rims and a two-toned paint job,” says Gysin. “I have been into cars a long time.”

Going Diesel

This New York native was about to discover a new passion which would end up taking her life in a whole dif-ferent direction. Back in 2005, she was driving a 1984 Porsche 944 and a good friend had a ‘98 Dodge truck.

“We both thought what the other one was driving looked cool,” Gysin laughs. “We swapped vehicles and that was it for me. I started saving and two years later, I bought my own truck.”

She ended up with an ‘01 Dodge and immediately started learning how

to do repairs on it herself. When she discovered the truck needed a new injection pump, she had no idea it was about to change her life.

“Shops were quoting me between $1,500 to $2,500 to install a part I already owned,” says Gysin. “I would have done it myself, but at that point in my training I wasn’t sure if I could because of the timing belt.”

Finally, a good friend of Gysin’s called and said he had a friend who would do it for $450 if she was willing to trailer it to Pennsylvania. Even though the price sounded right, Gysin wasn’t about to let just anyone with a diesel side hobby work on her truck.

“I asked a lot of questions about if this person had ever done this before,” says Gysin. “My friend said this guy does it all the time and he would do it right.”

This capable guy was Greg Lazorcik and once Gysin saw him work on her truck, she was hooked. The couple start-ed dating and Gysin relocated to Leba-non, Pa., to be with Lazorcik full-time. The couple is now happily engaged and they drive almost matching trucks. Lazorcik drives the same 2002 Dodge Ram 2500, just in a different color.

Finding Her Truck

After she decided to get rid of her 01, Gysin started searching for her next

By Katie Burke


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truck. She ended up finding her current 2002 Dodge in North Carolina, seven hours from where she lives. Wanting to take ad-vantage of the body styling Dodge offered between 1998 to 2002, she was willing to drive that far for the right deal.

Since purchasing the trucks, she’s added some modifications to make it the truck she needs it to be, including a Smarty program-mer, 16-inch ION alloy wheels wrapped in 285/75 Toyo open country tires, 4-inch turbo back exhaust to dual 7-inch black stacks, HTS valve body, milled and painted valve cover, Goerend deep tranny pan and custom intake horn. She made other cos-metic changes including a billet grille insert, adding fourth-generation-style mirrors and ISSPRO gauges. One of her favorite features is the custom front bumper and traction bars Lazorcik built for her. While a mechani-cal engineer for his 9 to 5 job, he works with Diesel Dynasty doing custom bumper work for their customers.

“Greg designed it and built it himself,” says Casie. “He gets the metal from his dad and he puts these bumpers together and paints them up.”

Future modification plans to be imple-mented in the next few months include a Dana 80 rear axle swap, Goerend triple disc torque converter, DDP 110 injectors and Holset Pro 52 turbo.


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Diesel Isn’t Her Only Thing

Gysin loves her diesel, but she has another hobby she is passionate about as well. She’s an avid hunter and supports all of her hobbies by working as a taxidermist.

“I have taxidermy all over my house,” says Gysin. “When it comes to hunt-ing, if I can afford it, I go.”

Even though she is living in Pennsylvania, she drives back to New York to work at True-Life Taxidermy in Middletown. True-Life Taxidermy Inc. was estab-lished in 1988 by Bob Vitro and stuffs all kinds of animals for their impressive clientele. Gysin’s job includes doing the fi nishing work on the animals, including the nostrils, antlers and eyes and building their habitats so everything is perfect when it’s delivered to the customer.

Gysin has used her truck to help out the business. “Two years ago, my boss had high-end clients in from South Africa,” recalls

Gysin. “Their plans were cancelled so I took them to central Pennsylvania for a white tail deer hunting trip.”


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Heavy Duty Transmission Pans and Differential Covers

Often Copied, Never Duplicated!Never Duplicated!818.786.8325

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Heavy Duty Transmission Pans and Differential Coversnsmission Pans and Differentiansmission Pans and Different

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Gysin has hunted all over the United States and it’s a hobby her entire family shares. She feels lucky to have a job that lets her live out her passion as well.

The Future

When she’s not hunting or stuffi ng animals, you’ll fi nd Gysin working on her Dodge, building it into her dream truck. Once Gysin gets fi nished, she plans on entering pulls and dyno events.

“I’ve noticed more and more women are getting into diesel and some guys don’t like it,” says Gysin. “I know from experience some girls get picked on, but we put time and hard work into it too and I think it’s great that girls out there do their own work.” DT

SOURCES:

Diesel Dynastywww.dieseldynasty.com

Goerend563-778-2719 www.goerend.com

HTS 616-260-3680 www.htstransmissions.com

ISSPRO888- 447-7776www.isspro.com

True-Life Taxidermy845-733-1313www.truelifetaxidermy.com

Smartywww.smartyprogrammer.com

Toyowww.toyotires.com

Want to talk diesel with other women? Join the Ladies of Diesel on Facebook at www.facebook.com/LadiesOfDiesel.


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Drag trucks are valued on their abil-ity to cut across the fi nish line in record time, and currently Dirk Stratton of Beloit, Ohio, is the king of the manual transmission speed time. On June 6, Dirk completed his drag with a time of 11.4898 seconds, hitting a monstrous 118.76 mph.

Dirk’s record-setting time eclipsed the previ-ous record time of 11.82 seconds at 117 mph, set by the same truck but driven by the previous owner, Caleb Baker from Black-out Performance. The manual transmission truck that set the record is a 2005 Chevrolet Silverado 2500.

Before owning this Silverado, Dirk owned an LB7 dually that sported bolt-on exhaust, intake, and a tuner that he sold for a ’04 V06 Corvette. Dirk did not own his Corvette for very long before the Siren’s song of diesel truck drag racing called him again. Before purchasing the Silverado, Dirk knew he

PREVIOUS RECORDSHATTERED


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wanted a Duramax and that it had to be a manual. After shopping around, he found his truck and sold his Corvette to fund the purchase.

The Silverado was already a monster of a truck before Dirk got his hands on it. The previous owner had dragged it

BY JEFFREY V. SHIRTSPHOTOS BY MIKE COSTIC


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Automotive Racing Productswww.arp-bolts.com

ATI Performance Productswww.atiracing.com

ATS Diesel Performancewww.atsdiesel.com

Auto Meter www.autometer.com

Blackout Performancewww.blackoutperformance.com

BD Power www.dieselperformance.com

BorgWarner www.borgwarner.com

Calvert Racing Suspensionswww.calvertracing.com

Crowerwww.crower.com

Design Engineering, Inc.www.designengineeering.com

Extreme Prejudice Racingwww.extremeprejudiceracing.com

Jenkins Competition Engines and Machinewww.jenkinsmotorparts.com

MAHLE Motorsports, Inc.www.us.mahle.com

MBRP, Inc.www.mbrp.com

Mickey Thompson Tires & Wheelswww.mickeythompsontires.com

Nitto Tirewww.nittotire.com

PowerMax Performance Dieselwww.powermaxturbos.com

Powerstopwww.powerstop.com

ProFab Performancewww.profabperformance.com

PureFlow AirDogwww.pureflowairdog.com

Raceline Wheelswww.racelinewheels.com

Rancho Performance Suspension www.gorancho.com

Recon Truck Accessorieswww.gorecon.com

SoCal Dieselwww.socaldiesel.com

South Bend Clutchwww.southbendclutch.com

Stratton Chevroletwww.strattonchevrolet.com

Weld Racing www.weldracing.com

before, and therefore had worked under the hood to make it competition ready. When purchased, the Silverado was equipped with several upgrades including a twin turbo kit Dirk later placed, performing extremely well on the drag racing circuit. However, Caleb was interested in a new project truck.

The Record HolderDirk’s family owns Stratton Chevrolet,

including a 2006 Duramax pull truck af-fectionately named Social Security that they sponsor. Dirk is fortunate in that his family’s company is able to assist him with the parts and the labor and sponsors his record-breaking truck.

While Dirk describes his Silverado as a daily driver, he also mentions that he tows his truck to and from events, stating, “It’s quite the challenge to drive. It shifts like a dump truck.”

After purchasing the Silverado, Caleb mentioned that the truck was down for a year while he rebuilt and replaced parts to fi t his needs and wants. According to Dirk, after he purchased the truck and installed a new EPR Twin Turbo Kit, one of the still-stock injectors popped up because it was missing a washer, and he discovered the Silverado had a cracked piston. Repairing these problems snowballed into repair-ing and rebuilding the engine at Jenkins Competition Engines and Machine in Beloit, Ohio. Dirk is proud to report that he paid for the build by himself with the help of his sponsor. Once the build was complete, Caleb Baker and South Bend Clutch advised Dirk in tuning and upgrading the truck.

The BuildThe list of modifi cations and upgrades

to Dirk’s Silverado is impressive, as would be expected for a title-holding drag truck. As Dirk remarked, “It’s quite a challenge to build a 6,000-pound 4x4 manual transmis-sion diesel truck to be reliable for the street, yet be able to run elevens at the track.”

Modifi cations were made to the chassis, the suspension and the drivetrain to include new tie rod sleeves, a straight center link and adjustable Rancho RS9000XL rear shocks. After tackling these changes, Dirk lowered the Silverado with rear shackles and removed two leaf springs while he lowered the front removing torsion bar bolts. For pure stopping power he added Powerstop brakes and pads. Calvert CalTracs traction bars were added along with a South Bend Clutch Dual Disc with a sintered iron clutch. The transmission is a stock ZF6 manual transmission, on top of stock axles, drive-shaft and differentials.

The engine is equipped with Crower rods, Mahle cast race pistons cut and coated from SoCal Diesel. Dirk used SoCal Diesel for the camshaft, the valve springs and the push rods. For the head studs and

the main studs, Dirk used ARP parts. He modifi ed and added an ATI Super Harmonic Balancer Damper, and left the crank and the heads stock. Fuel system upgrades include an AirDog Raptor Lift Pump and an ATS Twin CP3 Kit. As mentioned, Dirk also changed out the turbos for an EPR Twin Turbo Kit, using Garrett PowerMax Stage 1 VGT Turbos, a BorgWarner S475 with billet wheel, a BD intercooler, ProFab cast ProFlo exhaust manifolds and twin turbo up pipes, along with a 4-inch downpipe into a 5-inch exhaust. The Silverado is complete with DEI turbo blankets and heat wrap. The intake manifolds and Y-Bridge are stock.

Dirk has tested the truck on two different dynos. The fi rst time the stats of the truck were 762hp with 1,269 ft/lbs. of torque. The second time was 730hp with 1350 ft/lbs. torque.

CosmeticsThe Silverado is decked out in a midnight blue

metallic color cab with a long bed. The bed is covered with a tonneau cover and has a roll pan, plus a billet grille. Recon LED taillights, cab lights and brake lights light the way for the truck. Auto Meter Cobalt Boost and EGT Gauges line the interior and all of this sits atop two different tires, depending on whether or not the truck is racing or on the street. When on the street, Dirk’s Silverado uses Weld Racing 056 20-inch wheels with 420s 285/50/20 Nitto tires. When racing, Dirk is all business with Raceline Renegade 8 16x10s with Mickey Thompson 295/50/16 tires.

The RecordThe drag event was held at Quaker City Motors-

ports Park in Salem, Ohio. The weekend before Dirk set the new record he raced his truck with street 20-inch wheels with a best time of 11.83 seconds at 114 mph. Returning the next weekend, Dirk switched to 16-inch Mickey Thompson radials and made several passes launching at 3,000 rpm in third gear. All of his passes were in the 11.80-second range.

For his fi nal run he decided to rev up into fourth gear, knowing that he needed more rpm so he wouldn’t bog down the line. He launched at 4,200 rpm. Barely letting up the clutch holding the line lock, the power boosted him through the quarter-mile fi nish line at 11.48 seconds traveling an impressive 118 mph. Dirk immediately knew that he had broken the record, as he had been chasing the record through the last year.

“It was pretty exciting,” Dirk exclaimed, his words underpinning the incredible feat he had just achieved. At the end of the night Dirk had made fi ve runs with the slowest time being 11.87 seconds. Afterward Dirk drove his Silverado home. DT

SOURCES:


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Sounds easy, doesn’t it? Just drop in a magic “chip” and your pickup suddenly takes on “monster-truck”-like qualities able to pull loads easier or even achieve better fuel mileage. Too

good to be true? Not necessarily, as a number of diesel truck owners are already enjoying improved performance and economy by installing a programmer.

“I have always liked horsepower, so I have been using an engine programmer on my last two trucks including my 2006 Duramax 6.6L turbo-diesel,” says Kevin Johns

of Hymark Farms, Aberdeen, Idaho. “I love the enhanced perfor-mance. What is surprising, though, is that no matter how high the horsepower setting, I have always got a little better fuel mileage, as

much as eight percent more.”Given today’s price of fuel and the escalation of power outputs,

diesel truck owners are searching for even the slightest of improvements. So, do engine programmers really deliver the goods?

What Are These Things And How Do They Work?Whether known as programmers, engine performance tun-

ers, chips, or gauge tuners, these small electronic devices are used to manage and optimize engine performance on trucks, SUVs and crossovers. The term “chip” derives from the fact that a silicon integrated circuit acts as the heart of the device. “Programmer” refers to the ability to go beyond the vehicle’s fi rmware to adjust the engine’s “tune” to the specifi c needs of

the driver. Some models offer a “gauge” that the motorist can view while driving to see exactly how the device

is helping.

Purchased as an aftermarket item, a programmable tuner is essentially a single-purpose mini-computer that in-cludes an on-dash or window-mounted monitor and control panel, along with the necessary leads to connect with the stock engine control module.

These devices operate by monitor-ing turbo boost pressure, engine RPMs, coolant temperature, air fl ow, fuel rail pressure and other operating consid-erations such as vehicle load, and then balancing these parameters by chang-ing the electronic tuning characteristics of the engine management system to yield optimized performance.

Do They Improve SpeedAnd Acceleration?

Using a tuner it is possible to in-crease diesel engine performance up to 120 horsepower and 240 ft/lbs. of torque, depending on the model.

Tuners extract this power by adjust-ing the operating conditions of the engine toward increased performance. Perhaps adding a little more valve lift at high RPMs for maximum top-end speed, or a little less when more pull-ing power is called for.

“I installed a Bully Dog tuner and it feels like I added about 50 extra hors-es,” says Zac Rice of Pocatello, Idaho. “Like if I get on it at a stoplight, it will

chirp the tires. The truck is powerful enough as stock, but you add extra horsepower and it becomes a beast.”

American Falls, Idaho-based Bully Dog Technologies is just one of the more popular tuner manufacturers whose devices have found application in trucks. Among its devices’ optional features are functions such as data log-ging for short intervals. For example, a “Christmas tree” display can count

TRUCK ENGINE PROGRAMMERSDo they really improve performance and fuel milage?

Diesel Tech Staff Report


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EXHIBIT DAYS: TUESDAY, NOVEMBER 4–FRIDAY, NOVEMBER 7, 2014EDUCATION DAYS: MONDAY, NOVEMBER 3–FRIDAY, NOVEMBER 7, 2014

LAS VEGAS CONVENTION CENTER | LAS VEGAS, NVTALK IS CHEAP. Registering for the 2014 SEMA Show is inexpensive.

REGISTER NOW: SEMAshow.com/DTM

Talk all you want: There’s no substitute for action. New products, new ideas, new ways to profi t—this is no empty promise. No hollow guarantee. This is the SEMA Show and this is where the action is.


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down to a start time, and then record and store the elapsed time and trap speed through the quarter-mile.

“Since I hooked up my tuner, I’ve got a lot more torque,” reports Trevor Benson of Chubbuck, Idaho. “When you floor it, it will push you back into the seat. Even with the bigger wheels on my pickup, I can still break the tires loose. I couldn’t do that before.”

Do They Increase MilesPer Gallon?

While the laws of physics have yet to be defeated, modern tuner tech-nology has overcome the seemingly opposite goals of spurring horsepower while reining in fuel consumption via operational efficiencies that result from remapping the original engine control parameters.

Fully-featured programmers include a built-in “driving coach” that provides advice on how to improve fuel econo-my via a graphically-displayed “efficien-cy bar.” According to www.edmunds.com, good driving habits can increase economy by up to 37 percent.

“The tuner calculates mpg for you in-stantly, and teaches you how to increase

it,” says Rice. “During some long-distance interstate driving I recently did, my economy went up 6 to 8 mpg.”

“With my Bully Dog gauge tuner, I have the best of both worlds,” adds Benson. “I can get the fuel economy of a smaller truck when I keep my foot out of it, yet I also have performance approaching that of a race car when necessary.”

Why Don’t Auto Manufacturers Put Them In First?

To stay competitive, original equip-ment manufacturers (OEMs) often pro-duce only a few engine designs which are used in a wide range of models and platforms, allowing them to sell trucks in a greater number of markets. This saves them money, but at the expense of creating an optimized engine man-


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agement system for every application.Part of the beauty of using program-

mable tuners is that each driver is able to modify his own performance needs according desired operating condi-tions. The driver can tune in more speed when needed, or more mpg when preferred—all this without modi-fying the engine hardware.

Do They DecreaseMaintenance Costs?

Today’s programmable tuners have advanced to the point where they even provide safety alerts and allow users to read and erase diagnostic trouble codes (DTCs). This way, owners can run their own diagnostic check to find out what the “check engine” light means and then erase the codes themselves—helping to cut down on expensive service calls to the dealer.

“Before I got the tuner I had a couple of check-engine issues, which is a pain in the butt,” recalls Rice. “Like when a fuel sensor went out. It put me in the limp mode and I had to go to the dealer and pay them. If I had had the tuner back then, I could have just bought the part at AutoZone and saved a lot of money.”

Can They MonitorEngine Function And Prevent Damage?

In most cases, tuners provide driver feedback through a display screen—which can be permanently attached to the dash or simply suction-cupped to the windshield. With some models displaying over 15 operating parame-ters, drivers can conveniently keep tabs on critical engine-safety factors such as engine, coolant and transmission temperatures.

For example, if someone is run-ning in high horsepower mode and the engine begins to overheat, some tuners will automatically recognize the condi-tion and lower the horsepower until the situation is corrected. The tuner will also alert the driver with a message on the panel display about what is happening and why.

“Let’s say you hooked up your travel trailer or boat, and forgot to put it in ‘tow’ mode. Well, the Bully Dog GT Die-sel will automatically shift to the highest safe power level,” says Chris Russmann, president of performance parts dis-tributor Cyclone Diesel Performance in Farmersville, Texas. “This not only

protects the engine, but also ensures that the truck will operate efficiently and provides a more enjoyable trip.”

Are They Hard To Install?Until the advent of engine tuners,

the factory engine control modulesremained inaccessible to all but the dealer and well-equipped independent shops. However, today’s gauge tuners can be installed quickly and easily by attaching leads from the control panel to the engine’s control module via the OBDII port. Then vehicle-specific software is downloaded to a laptop or tablet computer via the Internet, and transferred to the tuner via a standard cable. The tuner monitor prompts the

do-it-yourselfer through the proce-dure, ensuring that everything goes smoothly.

“I installed the Bully Dog unit myself, but it would be easy for a non-mechanically inclined person to put one in because it comes with simple step-by-step instructions,” explains Benson. “You don’t even need to wire it into your truck’s fuse box if you don’t want to.”

Do They Cost A Lot?Like everything else, you get what

you pay for; the more expensive units providing more features. Prices on the Internet range anywhere from $300 on up to $900. Retail distributors charge about the same. It may seem like a lot up front, but consider that it’s way cheaper than buying a different truck, adding hardware to the existing one, or repairing damage caused by an en-gine malfunction that could have been avoided. The 30-day guarantee offered by some manufacturers mitigates any second thoughts about giving these devices a try.

“Overall, it’s pretty amazing,” says Rice in summation. “You just install

a little screen on your window and it saves you money. I saved about $250 to $300 on one particular long-distance trip. During regular driving I average about $60 per-month savings.”

That kind of quick payback prompts any truck owner to consider installing one of these gauge tuners, program-mers, chips, or whatever else you wish to call them. DT


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By Jeffrey V. Shirts

ROUNDUP

The history of the remote starter might be up to debate about who fi rst created the idea, patented the technology—or didn’t pat-ent the technology—and when it fi rst started emerging into the mar-ket. However, whatever the complicated history of these devices might be, there is no denying that over the course of the last two to three decades the remote starter has emerged as one of the most desired and sought after improvements for most automobile owners.

Through the years remote starters have overcome a plethora of diverse complications and problems imposed by government regula-tion, automotive innovation, and consumer distrust. Early versions of the remote starter relied on transmitter and receivers built upon walkie-talkie technology, with some starters utilizing Rube Goldberg contraptions dreamt and designed by Wile E. Coyote innovators and his ACME ilk. However, with the advent and integration of internal computing and monitoring of automobiles, remote starters have become more practi-cal, less zany, and ultimately more desired in all types of cars, especially those found in cool and cold climates.

Today most remote starters resemble remote locking and unlocking mechanisms, built upon similar secure transmissions interfacing with electronics and onboard computers. This new technology not only allows automobile owners the luxury of starting their car before they enter the vehicle, it has also advanced to the point where they are able to delay-start diesel engines, thus making them useful and utile for diesel owners as well.

Cranking A DieselAfter remote starter innovators overcame the initial hurtles as the

technology offered both convenience and security to the automobile owner, these companies undertook the challenge of the diesel delayed start. Unlike gasoline-powered engines, a diesel engine typically requires an ignition delay before cranking. This delay is necessary for the atomiza-

tion, vaporization, and mixing of air and fuel in the engine, and because of chemical delay attributed to pre-combustion reactions in the diesel engine.

Delay-starting of diesel engines is particularly important in colder areas, as diesel engines ignite fuel through the heat resulting from the compression of the air in the engine, therefore it is necessary to delay-start the engine to save from hard, noisy, dirty, and fuel ineffi cient starts. While starting a diesel engine in a loud and dirty fuel burn may appeal to some diesel owners, for those living in a city or with neighbors within earshot, this might be a cause for concern.

The problem for the remote starters, therefore, was developing a remote starter that predictably warmed up the engine without unwanted and unnecessary noise and pollution. In addition, people who want to have remote diesel starters are those who live in colder climates. It became apparent that research into the remote starter industry is neces-sary to ensure that a remote starter performs the desired function in the necessary sequence.

Today there are numerous models of diesel remote starters available on the market; however, after thorough research it becomes apparent that there are only four major manufacturers of diesel delayed starters. Before purchasing a delayed remote starter for a diesel engine we rec-ommend taking the time to learn about the different manufacturers and selecting the product that will meet all needs and desires.

AstroStartAstroStart offers a full range of

two-way remote starters with secu-rity options similar to CompuStar and Viper; however, they separate themselves from their competi-tors by offering a streamlined product free


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of the clutter and optional features of other remote starter companies and brands. Offering the functionality to lock, unlock, and remote start any diesel, there is no feature offered by their competitors that they are unable to match. Further, like Viper, they have developed Smartphone apps to ensure the owners of 2-way Remote Starter have complete control over their systems and vehicles without actually being physically present in them.

Offering a more simplistic and streamlined product, the AstroStart Remote Starters are the least intrusive and cluttered of the different remote starters. This increases their portability without adding to the bulk and weight to a keychain, making them ideal for transportation in pockets everywhere. Further, with optional Smartphone app integra-tion the need for any bulky extra electronics dangling from key chains is removed entirely.

As with any integrated electronic security system, it is necessary to install any security and remote starting system professionally.

(800-361-7271/www.astrostart.com)

AudiovoxAudiovox is a commercial

manufacturer of consumer products, including cameras, tablets and docking stations, DVD players, and more. Audiovox also manufactures automotive products including over mobile video systems, headrest video systems, car alarms and security, and remote starters. Unlike other manufacturers featured in this list, Audiovox does not offer a range of different models, in-stead focusing on one model: the AS9234.

The Audiovox remote starter offers standard features, including on-board relay for fl ashing parking lights, accessory and heater relay, and Smartphone app support. It is important to note that the features and options of the Audiovox are straightforward and lacking customization, making this one of the sim-plest remote starters on this list. Cost of installation and purchase subject to individual installers.

(800-252-6123/www.audiovoxproducts.com)

CompuStar Firstech, LLC., the parent company of Compustar, was founded in

1998 and is a pioneer in the aftermarket automotive security and remote start industry. Brands that fall under the umbrella of Firsttech, LLC., include CompuStar Pro, CompuStar, DroneMobile, Mercedes Remote Starters, NuStart, Arctic Start, and iDatalink.

For diesel engines CompuStar manu-factures several two-way

Remote Starters that are necessary for diesel engines to properly start. Several models boast an incredible range of one mile. CompuStar two-

way Remote Starters of-fers are available in a range

of different models, including impressive visual LCD and LED

displays on the remote starter to alert the diesel owner of the condition of the

vehicle as it ignites and cranks. CompuStar two-way Remote Starters are also programmable to

start diesels automatically when the temperature drops to preset tem-peratures. This is to ensure the chamber does not become excessively cold and more diffi cult to start when needed. This feature is especially useful in areas where the temperature regularly drops below freezing and the use and need of a dependable vehicle is required.

two-way Remote Starters are equipped to start manual transmis-sions, prime, and prevent turbos from excessive wear and more. Additionally, several models of CompuStar Two-way Remote Starters feature standard security measures, including locking and unlocking the vehicle, and a panic button. Cost and installation of the CompuStar 2-WAY 9000 will vary.

(888-820-3690/www.compustar.com)


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616-260-3680www.htstransmission.com

• Custom Built• Quality Parts• Honesty & Integrity

ROUNDUPSonic Electronix

Excalibur Remote Starters are part of the Sonic Electronix brand. The Sonic Electronix brand specializes in car electronics, marine audio, headphones, and home audio including portables. With a heavy emphasis in sound and audio products, presentation is a major concern of the company.

Excalibur two-way Remote Starters offer features common to all diesel remote start-ers, including an impressive operating range and keyless entry. To protect the wear on the engine, Excalibur Remote Starters include a built-in turbo timer, runtime extender, low volt auto-start, is compatible with manual transmis-sion vehicles, and includes remote low tem-perature auto-start to ensure easier ignitions in cold temperatures.

Cost of the Excalibur Remote Starter and installation will depend on a variety of factors.

(877-289-7664/www.sonicelectronix.com)

ViperViper is known throughout the industry as

one of the most innovative vehicle security and remote-start brands. Integrating mobile Smartphone technology and software, Viper combines their system with your Smartphone to offer a wide range of features and benefi ts directly at the owner’s fi ngertips. Compatible with iPhones, Droids, BlackBerries, and Win-dows Smartphones, Viper has developed and released apps for all of the major Smartphone brands in use today.

As is typical of diesel remote starters, diesel engines require a two-way system for remote starting. Different models of the Viper two-way include the SmartStart System, LCD two-way, LED two-way, and a Value two-way to fi t any budget.

Features of the Viper SmartStart System, which uses Smartphones, include: virtually un-limited range; four aux channels; Viper Smart-Key to lock and unlock vehicles; audio sensors to detect if the integrity of the windshield or windows are compromised; digital tilt motion sensors in case a vehicle is towed without the owner knowing; backup battery systems to sound an alarm if the primary battery is discon-nected; and other security and safety features. Professional installation required; therefore, costs may vary.

(800-753-0800/www.viper.com) DT


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TECH CORNER WITH L e v i

Following the evolutionDiesel Emissions

By Levi Perkins

When you unlatch the hood of a newer diesel-powered pickup it seems as though you are staring at a sea of swirling steel lines, rubber hoses, wires and plastic! Is there even an engine under all of this mess? What hap-pened to the good ole days when you could stand beside the engine in the engine bay and work on it? The real ques-tion to be asked is why the engine bay is getting more and more cluttered and less and less room is available to work on the engine? There can be several explanations to this question, but one to consider is the rapid accumulation of emission systems on current diesel pickup trucks. A lot of the extra componentry which has been added to standard diesel engines has to do with the larger amount of emission equipment installed on the engine. This article will focus on

emission standards over the past 20 years on diesel vehicles and the componentry associated with the standards.

In ReviewIt is important to review what has happened over time with

emission requirements. For several decades, vehicle manu-facturers and consumers did not have to worry about tailpipe emissions. It was not until December of 1970 at the initial persuasion of the Nixon administration that the Environmental Protection Agency was formed. There may not be any other agency known to motor enthusiasts which can stir up more emotion when mentioned than the EPA. The overarching goal of this agency initially was broken up into fi ve areas: water quality, air quality, pesticides, solid waste and radiation.


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At the helm of the air quality movement of 1970, the EPA passed an act through Congress known as the Clean Air Act. The Clean Air Act was the first of its kind in North America to monitor and regulate tailpipe emissions on passenger cars, light-duty pickups and heavy-duty pickups. Between 1975 and 1990, the Clean Air Act was amended several times and emissions were tightened more and more each time, specifi-cally in the light industry.

Tier 1It wasn’t until 1990 that Tier 1 was introduced. The birth

of this new emission standard was one of the first to affect diesel pickup trucks. Beginning in 1994 the CAA mandated Tier 1 and it was effective until 1999. The goals for this first tier or level of emissions focused on reducing several exhaust propelled emissions such as hydrocarbons, particulate matter, carbon monoxide, formaldehyde, and oxides of nitrogen. Specifically, Tier 1 emission standard focused on two key areas for diesel-powered vehicles which are namely NOx (oxides of nitrogen) and PM (particulate matter).

Tier 2In 1999 the CAA Introduced Tier 2 and mandated it in

2004. The clamp was pinched even tighter in restricting NOx levels and particulate matter. Since then, several changes have been made in emission standards for on- and off-road diesel-powered vehicles. We have seen the birth and passing of Tier 3, Tier 4 interim, Tier 4, and the introduction to Tier 4 Final. Each tier will focus on less Nox and particulate matter. It is a great paradox due to the fact that as particulate matter emissions decrease in an engine, NOx levels increase. So many components have to be adjusted, altered,


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EliminateRoadWince.com/DieselTech or call 866-351-3890Do not exceed the vehicle’s recommended Gross Vehicle Weight Rating (GVWR).

Road-Wince. It’s the look you get when there’s no way to avoid a massive bump, giant pot hole, or sharp turn while hauling a load. Suddenly, all you can think about is the potential damage to your vehicle and your cargo. But Ride-Rite™

Air Springs provide the added support your suspension needs for you to haul

with comfort, confidence and control. And noticeably less road-wince.

+ BETTER LOAD PROTECTION

+ MORE COMFORTABLE RIDE

+ MORE LEVEL LOADS

+ LESS BOTTOMING OUT

or reengineered in order for the engine to emit less of both of these emissions. Each topic or component which we will review in this article could very easily have several pages of information in and about itself, but we will only discuss what each component has to do with the reduction of exhaust-driven emis-sions. The following will be analyzed: EGR, Particulate Filters and Selective Catalytic Reduction.

EGRThe term EGR stands for Exhaust

Gas Recirculation. In essence a portion of the exhaust gasses are taken from the engine after leaving the combus-tion chamber, cooled down, and then reintroduced into the intake stream. The real question that is always asked is why it would be positive to introduce hot exhaust into the intake of the engine. Exhaust gasses by nature are inert, meaning they are a dead gas. Exhaust gas is very corrosive and the soot con-tained in it is similar to the hardness of rubies. They do not add power to the

engine when inhaled by the intake. In a lot of ways they are very hard on the engine oil in the engine because when EGR is used it is similar to dusting the engine slowly over time. Soot contami-nation destroys engine oil. Then what is EGR good for? One thing. If an inert, cooled-down gas is introduced into the intake of an engine, combustion chamber temperatures decrease. When combustion temperatures decrease then NOx levels also decrease. It is sad, but this is the only reason.

Particulate Filter & Catalytic Converter

Adversely, when NOx levels decrease, particulate matter increases. Now we have to control particulate matter and that is where particulate matter fi lters come in. Particulate fi lters are exactly what their title describes. They act as a large particulate trap in the exhaust and trap particulate matter as it is moves through the exhaust pipe. They look similar in appearance to a catalytic convertor on the outside, but are very different on the inside. Most diesel pickups still utilize a catalyst upstream of the particulate trap and this is for good reason. A catalytic convertor utilizes a precious metal or precious metals as a catalyst. As exhaust gasses pass over the catalyst, there is a reaction and the gas is changed or converted into a less harmful gas. The particulate trap then takes these less harmful emissions and fi lters the particulate from them. Particulate matter in essence is truly the tiny, dark particles which make up the black smoke we see exiting an over-fueled diesel truck. It is very fi ne particles which are rich in acid and are often called soot. One may ask why particulate matter can be harmful to the environment. The EPA has established several studies proving that the increased amount of particulate matter entering the atmosphere has increased the amount of acid rain occurrences in North and South

TECH CORNER


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ADVERTISERINDEXADVERTISER & WEB ADDRESS PG. #

Alligator Performance ............................................19www.alligatorperformance.com ................................Amarillo Performance ........................................... 58www.aperformance.ca ..............................................American Sulastic, Corp ........................................ 52www.sulastic.com ....................................................ATS Diesel Performance, Inc. ................................. 64www.atsdiesel.com ..................................................BD Power................................................................ 7www.dieselperformance.com ....................................Buck Stop Truckware ............................................ 40www.buckstop.biz ....................................................Bully Dog Technologies ........................................... 8www.bullydog.com ...................................................Complete Performance ..........................................18www.cptrucks.com ...................................................Diesel Forward / Alliant Power ...............................37www.alliantpower.com ..............................................Diesel Performance Parts, Inc. ................................ 6www.dieselperformanceparts.com ............................Diesel Pickup Specialist ....................................... 49www.dieselpickupspecialists.com ............................Diesel Power Source ............................................. 27dieselpowersource.com ............................................Dynomite Diesel Products, Inc. ............................. 20www.dynomitediesel.com .........................................Edge Products, Inc. ...............................................16www.edgeproducts.com ............................................Evans Cooling Systems .........................................57www.evanscooling.com ............................................EZ Drain Valve ...................................................... 52www.ez-drainvalve.com ............................................Filtration Solutions World Wide ..............................13www.fs2500.com .....................................................Firestone Industrial Products ............................... 56www.riderite.com .....................................................Ford Performance Specialists ............................... 55www.fordspecialists.com .........................................Geno’s Garage .......................................................61www.genosgarage.com .............................................HTS - 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America and Europe. Also, particulate matter has proven to be one of the largest known carcinogens in Europe to date. So EPA demands we reduce it.

As this soot enters the soot trap or particulate fi lter, it is trapped in very small micro cells and the other gasses pass around it and through the trap. When enough soot is trapped, the cells inside become clogged and gasses can-

not pass through the fi lter. The vehicle must renew or regenerate the particu-late fi lter or go into an active or passive regeneration.

During regeneration several things occur. The vehicle needs to increase exhaust gas temperatures over 1000 degrees Fahrenheit. This can be done in several ways including Doser Injec-tion, which is raw diesel fuel sprayed past an open fl ame in the exhaust to increase EGT. (Essentially a fl ame thrower, Caterpillar likes this method.) It can also be done by increasing

engine rpm and altering electronic fuel injection parameters to increase EGTs. (This method is utilized by all pickup truck manufacturers) This increase in EGTs results in the burning of soot and converting it into ash. The result-ing ash is only 1/100 of the size of the initial soot and the particulate fi lter is regenerated.

Over time the particulate fi lter can become clogged from the increasing amount of leftover ash and will need to be cleaned in a heated, ultrasonic cleaner or even replaced. Several fac-tors can affect how often a particulate fi lter must be regenerated. These fac-tors include—but are not limited to—high amounts of idle time, high sulfur diesel fuel, less time spent towing a load, and altered fuel parameters or modifi ed engine tuning. Several other factors affect the reduction of particu-late matter internally on the engine including turbo design, fuel injection type and componentry, electronic fuel injection pulse width programming and timing, and even what type of engine oil is being used in the engine. (Next time you pick up a bottle of 15W-40 for your diesel you will notice the new “LE” label on it, which stands for low emissions.)

SCR & Urea InjectionDue to the steeper emission re-

quirements even less NOx levels are now permissible and another solution needed to be implemented aside from EGR. This new system is known as Selective Catalytic Reduction or SCR. As emissions pass from the engine into the fi rst catalyst and then the particu-late fi lter, they then enter into another type of catalyst. This one is made of a fl ow-through material which has been catalyzed with copper Zeolite. In front of the copper zeolite catalyst is a spray nozzle which doses the catalyst with a solution of water and ammonia. Downstream from the Urea catalyst is


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About The AuthorLevi Perkins is the head instruc-

tor for the diesel program at the College of Southern Idaho located in Twin Falls, Idaho. The diesel program has had 100 percent place-ment in the last three years and provides future diesel mechanics and engineers a bright future in the diesel industry. For more informa-tion visit www.csi.edu or call208-733-9554. DT

WHEN IT COMES TO FUELTHE MORE YOU HAVE

THE BETTER OFF YOU’LL BE.

PROUDLY MADE IN THE USA

usually an ammonia slip catalyst which can convert raw ammonia which may be saturating through the ammonia catalyst into nitrogen and water vapor. This solution is in liquid form and known as Urea. The combination of Urea sprayed on a hot catalyst reduces NOx levels significantly, so significantly that engine manufacturers can now use less EGR because the Urea injection can control NOx levels so well. This does mean that an additional tank needs to be added to a vehicle to hold Urea solution. Urea injection also adds another fluid which needs to be added to a vehicle at oil change intervals or fuel fill intervals.

Busy Under The HoodSo many additional components

seem to cluster up the engine bay, but also add to the great capabilities of finite control and clean-burning

characteristics, which these new diesel engines now have. We will save these for additional tech columns which may include common rail fuel injection, mul-tiple turbo chargers, variable geometry turbo chargers, large electronic engine processing capabilities, massive engine cooling system componentry, and many other parts which all add togeth-er to produce a very clean-burning, powerful diesel pickup truck.

In conclusion, it is a well-known fact that new diesel pickup trucks are very busy under the hood. It may not be a

well-known fact that if these vehicles are driven through smog-infested areas such as San Francisco, Calif., or Salt Lake City, Utah, the air which exits the tailpipe may very well be cleaner than the air entering the air cleaner! So next time you open the hood on a newer diesel pickup and you are upset about the clutter, you might want to think twice about it. If the truth were told, diesel engines have progressed a lot from their progenitors 30 years ago and much of the reason comes from emission requirements. DT


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Billy FranzPASO ROBLES, CALIF.

I am a small town guy that found my ’64 four-door Power Wagon on a back road and took it home. I restored this truck in my backyard as a frame-off res-toration. I fitted a 12-valve Cummins and installed an NV4500 transmission and an NP205 transfer case. I added 18-inch wheels with 35.5 Toyo tires. I had help with the custom interior from Central Coast Interior. I plan to add a gooseneck hitch to haul all of my other toys. I use my Cummins to haul hay and enjoy tak-ing her out for a nice evening drive.

FREE SUBSCRIPTION: This is becoming our favorite section. Real trucks, purpose-built on a paycheck budget. If you’d like to submit your truck for our Truck Next Door section, send your name, hometown and state and a description of your truck, along with a high-resolution photo, to [email protected]. Remember, if your truck is published, you get a free one-year subscription to Diesel Tech.

TRUCKSNEXTDOOR REAL TRUCKS ON A BUDGETSEND YOUR PICS & INFO TO: [email protected]

Chris MartinBRADENTON, FLA.

I’ve had this ’97 F250 since I was 18. I bought it stock and did most of the work by myself. I am proud to say that today this truck is a head turner, big, black and beautiful. Modifica-tions I have installed include a ZF5 speed swap, 450hp South Bend clutch, Stage 2 Injectors, a custom intercooler, 66mm turbo, an electric fuel pump, a Regulated Return fuel system kit, Kingpin Dana 60 swap, 4-inch Skyjacker soft ride springs, 3-inch shackle reversal, 5-inch exhaust, 8-inch tip, 24 by10 American Force racing Teflon coated rims, sit-ting atop 38 by13.5 Nitto Grapplers. I use my truck as a daily commuter and as an occasional tower. DT

Zach BewickPARSHALL, N.D.

I never thought I would have a need for such a big truck, a 2008 F350 Lariat diesel dually with the Tow Boss package. But now that I have it, I’m completely hooked on diesel and one one-ton trucks. I have only started modifying my truck and it drives my wife crazy! Currently I have added an S&B Cold Air Intake Kit, aFe delete pipe and added a Spartan tuner. I love the Iron Bull front bumper. I have also changed out the lights, adding Recon mirror lights, dome lights and a third brake light. I use my truck for hauling my 38-foot Alfa Gold Fifth Wheel, and as my daily driver.

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ATS Diesel Performance (“ATS”) sells replacement parts designed to improve a diesel engine’s efficiency and reliability. Some states, specifically California, have strict regulations applicable to parts that you may legally use on your diesel truck. Be sure to review applicable municipal, state, and federal rules before you purchase and install an ATS product to make sure you are in compliance. ATS also designs and manufactures certain parts for off-road and race use only. These parts not intended for sale in any state, including California, where the items do not comply with local rules. To find out more visit www.atsdiesel.com/DieselTech or call 1-866-230-4093

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