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1965 Dodge D100 - Nickel-and-Dime Dodge

A 430-rwhp 1965 D100 Built on a Budget

Jason Sands
Jan 6, 2014
Photographers: Rick Cooper
We’ve all heard the phrase “less is more,” which, in the diesel industry, can refer to those who are able to produce impressive performances with limited resources. In our searching, we can honestly say that we’ve very rarely come across a vehicle like Justin VanDyke’s ’65 Dodge D100.
Surprisingly Stock
While the truck didn’t originally come with a diesel, a 5.9L VE pump Cummins was picked straight out of a non-intercooled first-generation Dodge and dropped into the old iron. The interesting part is how much of the powerplant remained unchanged. Stock injectors? Yep. How about the head bolts? Factory. Surely the transmission can’t be stock… It is, and the torque converter is, too. The question then, is how did this engine that was rated for 160 hp at the flywheel make 430 hp at the wheels? Well, we’ll tell you.
Photo 2/14   |   1965 Dodge D100 Tailgate
Three Times the Horsepower
The trick is in the tune—and selecting the right combination of parts to allow the factory power to be tripled. First of all, Justin knew that the factory, non-intercooled injectors were a lot larger than the intercooled ones, so a non-intercooled engine was selected for that reason. Secondly, the stock Holset HC1 turbo is known to be a choking point, so Justin actually budgeted some dollars for an improved turbo, in this case, a 66mm BorgWarner S300 with a 0.91 A/R exhaust housing.
Photo 3/14   |   The exhaust employs a keep-it-simple theme, with Justin using a 5-inch stack with a rain cap flapper he found in the corner of a junkyard.
""The truck has run a 12.8 at 108 mph with no water-methanol injection or nitrous. When we get those hooked up, look out." —Justin VanDyke"
3,500 RPM
While VE pumps aren’t known for their rpm capability, Justin designed his whole build around spinning some revs. This way, the factory non-lockup converter could be used since it becomes much more efficient at higher engine speeds. To this end, the VE pump was modified by adding a governor spring and re-indexing the throttle, along with the help of a few other tricks. A homebuilt water-methanol injection kit was added to help fuel up top.
Lots of ’65 D100 Still
The rest of the Dodge truck itself was largely unchanged, with the original brake booster, radiator, starter, and other ’60s-era items remaining intact. When the engine was test fitted, it was discovered that the engine and transmission literally dropped into the factory six-cylinder mounts, with only new holes needing to be drilled. Since diesels have a narrow powerband, the driveline was completed with a set of 2.76 gears that were swapped into the factory 83⁄4 rearend.
Photo 4/14   |   1965 Dodge D100 Grille
Why the Swap?
Which only leaves the question of “why?” Well, other than being something different and cool, the D100 weighs a good 1,000 pounds less than the farm truck the Cummins originally came out of. And, driving it around “never gets old,” according to Justin, who also reported 20-mpg fuel economy numbers. No matter who you are, it’s hard to argue with an extra 300 hp more than stock for just a few hundred dollars spent. And that’s why Justin’s ’65 rocks.
Photo 5/14   |   1965 Dodge D100 Rear Three Quarter
Fast Facts
Year/Make/Model: 1965 Dodge D100
Owner: Justin VanDyke
Hometown: Rising Sun, Maryland
Odometer: 45,000 miles
Engine: 5.9L Cummins 12-valve
Air: 66mm S300
Fuel: Piston lift pump, 4,200-rpm governor spring, AFC ground
Horsepower: 430 hp
Torque: 690 lb-ft
Transmission: 727 TorqueFlite
Tires: Worn out
Wheels: Older than the tires
Suspension: Stock with air shocks up front
Fun Fact: The engine in the Dodge has 535,000 miles on it and has never been rebuilt!

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