Indholdsfortegnelse for December 2020 i Diesel World

Eat. Sleep. Breathe. Diesel. These are the four main ingredients to a happy and healthy life for a young 20-something performance diesel junky. As son of James Brendle, owner of Custom Auto, a specialized Duramax-performance shop based out of Idaho Falls, Idaho (and owner of Ultimate Callout Challenge plus the Northwest Dyno Circuit) these four things couldn’t be more on point for Taylor Brendle. Taylor has spent his teen years growing up around some of the highest horsepower Duramax trucks in the country, so it came as no surprise when it came time to buy and build his own truck, no corners would be cut and no expense would be spared to be sure he had one of the cleanest, strongest running setups around. The 2001 Chevrolet regular cab 4WD…

Diesel guys are number guys whether they know it or not. You’ll see the Big Three touting numbers in all of their ad campaigns: best in class towing, most torque, highest horsepower. In a day of little turbo economy cars, diesel numbers are almost always big. For many aftermarket enthusiasts, 500 rear-wheel horsepower and 1,000 lb-ft of torque is sort of the starting performance benchmark. Whether you’re good at math or not, numbers infiltrate virtually every aspect of the diesel market, so let’s have a look at them! We promise to try and keep it basic. Engine Displacement Almost all of the diesel engines we work with in the performance industry are large, but if there’s a displacement you can’t place (or you’re talking to an old hot rod guy)…

Racing HE’S BACK… After selling his ’66 Chevy Nova, the green machine that shook things up in the radial tire world for several years and dipped into the low 4’s at one point, Ryan Milliken will soon be back in the saddle in a different car. His latest ride, a ’69 Nova, comes from the Tin Soldier Racecars side of the tracks, and was purchased as an unfinished project. As Ryan continues to ready his latest Nova to do battle, there is no word on whether or not it will also compete in X275 or not, but a 2,000hp Freedom Racing Engines’ Cummins will once again get the nod as his power plant of choice. Look for the car’s first unveiling to take place at the PRI Show in December.…

We know what you’re thinking. Another article about how to save a 6.0L Power Stroke form imploding on itself. Well sort of, but the truth of the matter is Ford sold a ton of those truck between 2003 and 2007 and to be quite honest, there are still a ton of them on the road. Sure, they may need a little more love on the maintenance and repair side of things, but you can find these trucks on the cheap these days. A lot of people are scared to own one, which has kept their used values lower than other diesels on the market, but if you have the know-how, the right list of upgrades and are willing to put in the work they can be very capable tow rigs.…

We all know our automatic transmission relies on a torque converter to move our truck, and many of us have even upgraded this vital component if not the entire transmission, but beyond the basics most diesel owners have very little understanding of the converter’s functionality and importance. That’s for the experts to know, right? Not anymore! Teaming up with Sun Coast Performance and one of its largest dealers, LinCo Diesel Performance, we’re de-mystifying the torque converter this month, as well as arming you with some of the knowledge you’ll need to spec out the perfect converter for your unique parts combination. In the following pages, we’ll discuss how the torque converter works, breaking down the parts and pieces that make it operate. We’ll also explain the difference between brake stall…

AUSTIN DENNY In the spring of 2020, no 6.0L Power Stroke had ever gone 5’s in the eighth-mile. Several were knocking on the door, but all had yet to officially pull off the feat. All of that changed in May, however, when Austin Denny and Charlie Fish met at our first COVID ‘660 drag race at Wagler Motorsports Park. Signed up for the 5.90 Index class, Austin’s ’06 F-250 put up a 5.76 at 120 mph right off the bat, while Charlie and his purple Super Duty nicknamed “Lucky” trimmed tenth after tenth off of their initial 6.20 E.T. by bumping up the nitrous until running a best of 5.85 at 117 mph. But that was just the beginning. Now these 5,000-rpm thoroughbreds can run the number consistently. So how…

Founded in 2010, Drifters Garage provides automobile restoration, custom body work, professional paint, general maintenance, and more for the North County in Southern California! Ron Stahr and his seasoned mechanics are experts in the auto industry. Ron’s love of classic automobiles started with his father and has continued to grow and bring him and others joy for more than half of a century now! What hasn’t changed is his work ethic and commitment to providing to highest quality of work and a sense of community for classic automobile enthusiasts. From what we know of the builds coming out of Drifters Garage, every one of them is a standout. We first took notice of Ron’s creation at the 21st Annual Brothers Classic Chevy and GMC truck show in Orange County in…

This is the stall speed most of us are familiar with. If you’ve ever crammed the brake pedal to the floor, dropped the selector into Drive and held the accelerator down until the engine could no longer build rpm without moving the truck forward, you’ve tested your converter’s brake stall. While many converters are labeled for having a certain stall speed, it’s important to know that there is no set stall for any one converter. The same converter that stalls at 2,000 rpm on a stock truck could stall at 2,300 rpm on another one where the engine is making more torque.…

What International Harvester called the “New World of Power” launched them into their first line of six-cylinder tractors in 1958. These were the now-infamous 460 and 560 lines. We have talked about the final drive debacle that put IH into panic mode for a couple of years and giving John Deere the edge it needed to race ahead in tractor sales. In order to beat John Deere to the six-cylinder punch, execs had dismissed the advice of engineers and launched the more powerful tractors with the old M-Series final drives rather than wait for the new drives that were in the engineering pipeline. That proved to be a very big mistake. By 1961, the technical part of the problem had been dealt with by upgrades and recalls, all of which…