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2002 Chevrolet Silverado - Extreme Power

Chris Rosscup's 1,400hp '02 Silverado Dominates Dynos and Dragstrips

Jason Sands
Jul 16, 2015
Photographers: Jason Sands
A lot of people buy diesel trucks then get a bit carried away with adding performance parts to make their rigs better. For Chris Rosscup of Coeur d'Alene, Idaho, increased power came in huge jumps, thanks to his job as a fabricator at Deviant Race Parts. What started out as making a few changes to a relatively normal 2002 Chevrolet Silverado 2500HD soon turned into an obsession, with Chris looking for higher and higher dyno numbers and lower and lower track times.
With a goal of making more than 1,000 hp at the rear wheels, Chris knew he needed to upgrade virtually every part of the truck's 6.6L Duramax engine, including assembling a short-block with upgraded internals. Chris started by sending the engine to Adrenaline Performance for machine work. The bore was kept standard, but the crankshaft was internally balanced and ARP main studs were added. Since stock connecting rods are typically suspect at anything past about 700 hp, they were replaced with upgraded rods from Carrillo.
Photo 2/24   |   The 6.6L Duramax engine that powers this '02 Chevrolet Silverado 2500HD was built largely by the owner, Chris Rosscup, himself. With compound turbochargers and dual CP3 injection pumps, the engine puts out 1,295 rwhp. When the owner-built nitrous-oxide system is used, power jumps to an incredible 1,469 hp!
Pistons (developed by an engineer who is known in diesel circles only as "Fingers") for the Duramax feature oval (instead of round) bowls. While it sounds odd, the unique shape in the middle of the piston keeps more material over the wristpin, which helps prevent cracking.
Airflow through the engine itself was also improved, as Chris upgraded these areas with a SoCal Diesel drag-race camshaft and MaxSpool Engineering's heavy-duty pushrods before assembling the engine himself at DRP, topping the stout short-block with a set of self-ported cylinder heads, A1 Technologies studs, and SoCal's beehive springs to eliminate valve float. As a final security measure, screw-in injector cups were installed to ensure the cups remain secure at high horsepower levels.
Photo 3/24   |   The high-pressure turbo in the compound setup is a 71mm ATS Aurora 5000, which is capable of supporting 850 hp on its own.
Using a single lift pump often isn't enough for engines that make big power. So, to eliminate any possibility of having fueling issues, Chris installed twin FASS 260-gph pumps, which draw from a pair of DRP sumps and push fuel up to dual CP3 injection pumps from Industrial Injection. The CP3s are far from stock, however, as each pump has been modified to flow a whopping 85 percent more fuel than the factory unit. The last step in the fuel system was the addition of injectors from Industrial Injection, which flow a mammoth 220 percent more than stock.
Chris knew that roughly 80 to 100 psi of boost is required to reach a 1,000¬-rwhp goal. To meet this need, Chris developed a compound-turbocharger system at Deviant that's founded on 71mm Aurora 5000 and 95mm Aurora 8000 turbos from ATS Diesel Performance. It also features ATS exhaust manifolds and turbo pedestals.
Photo 4/24   |   Dual CP3 injection pumps can support up to 1,200 hp at the crankshaft, but Chris was looking for a bit more than that. To facilitate reaching his power goal, not one but two 85-percent-over CP3s from Industrial Injection were installed.
To relieve drive pressure and spin the large turbo harder, Chris installed a pair of 40mm wastegates from Turbosmart. To keep the factory tubing together, he fabricated his own custom intake Y-bridge. Seriously, the only part of the intake tract Chris didn't fabricate was the intercooler, which is a Mishimoto unit. Air is inhaled through a 6-inch AFE filter and expelled from a 4-inch downpipe into a 5-inch MBRP exhaust.
With Allison 1000 automatic transmissions having durability issues at half the power level Chris' engine is capable of, he knew his truck's stock slushbox needed serious upgrades. From the engine back, Chris started by adding an ATS flexplate, along with one of the company's Five-Star torque converters, which can maintain lockup under full power. Chris rebuilt the rest of the Allison himself, adding a TransGo shift kit, Raybestos clutches, planetaries from SunCoast Converters, and a TCS hub. Even the transfer case was modified, with a pump rub kit from Merchant Automotive and a brace from Adrenaline Performance.
Since Chris planned to drag race his radical ride, the suspension was also strengthened in order to handle four-wheel-drive launches. The modifications—which include 2-inch drop shackles in the rear and a DRP centerlink, tie-rod sleeves, pitman and idler arm braces, and Cognito upper control arms rounding out the front—result in a truck that's long and low. Since the Chevy is also street-driven, pure drag-racing tires were replaced with 305/60R18 Cooper tires on 18x10 Rolling Big Power wheels.
Photo 5/24   |   2002 Chevrolet Silverado 2500 Side
When Chris' build was completed, it theoretically had all the parts that could pay off with quick track times and high dyno numbers. He still needed to prove that, however, and with the help of Duramaxtuner.com for the final engine and transmission computer tunes, he's definitely on his way. As this report goes to press, the truck has run a best of 11.00 seconds at 128 mph (using a 1,000hp tune) in the quarter-mile, and it has posted incredible dyno stats of 1,295 hp and 1,948 lb-ft of torque on fuel alone—and an insane 1,469 hp and 2,269 lb-ft with a 0.120 jet of nitrous oxide.
Can 10-second (or even 9-second) dragstrip passes and 1,500hp dyno pulls be seen in the crystal ball for Chris's Silverado? We don't know for sure, but we wouldn't bet against him and his "no fear" approach to achieving his high-performance goals.
Fast Facts:
Year/Make/Model: '02

Chevrolet Silverado 2500HD

Owner: Chris Rosscup
Hometown: Coeur d'Alene, Idaho
Odometer: 166,000 miles
Engine: 6.6L Duramax V-8, ATI Super Damper, Carrillo rods, Clevite bearings, ARP main studs, internally balanced crank, "Fingers'" oval-bowl pistons, SoCal Diesel camshaft, MaxSpool Engineering pushrods, SoCal Diesel beehive springs with stainless keepers and retainers, A1 Technologies cylinder-head studs, and Industrial Injection screw-in injector cups
Fuel: Twin FASS 260-gph lift pumps, Deviant Race Parts sumps, twin Industrial Injection 85-percent-over CP3 injection pumps, 220-percent injectors, ATS Diesel Performance Twin Fueler, DRP rail plug, and tuning by Duramaxtuner.com
Air: AFE universal filter, ATS Aurora 8000 and 5000 turbochargers, DRP intercooler piping and Y-bridge, Mishimoto intercooler, 40mm Turbosmart wastegates, and custom nitrous-oxide system featuring Nitrous Express parts
Exhaust: ATS manifolds and turbo pedestal, custom 4-inch downpipe, and 5-inch MBRP exhaust
Transmission: ATS Five-Star torque converter, Co-Pilot, and flywheel; Raybestos clutches; SunCoast Converters planetary gear; TCS hub; and TransGo shift kit
Horsepower: 1,295 hp on fuel only and 1,469 hp with nitrous oxide
Torque: 1,948 lb-ft on fuel only and 2,269 lb-ft with nitrous oxide
Tires: 305/60R18 Cooper Zeon LTZ
Wheels: 18x10 Rolling Big Power
Suspension: 2-inch drop rear shackles, pitman and idler arm braces, DRP centerlink, tie-rod sleeves, and Cognito front upper control arms
Axles: Stock with 3.73:1 gear ratios
Body: Work performed by owner and friends, with body-colored roll pan, and DRP grille
Interior: Edge Insight CTS and Auto Meter gauges
Fun Fact: By the time you're reading this, Chris' truck should be in the 10s!
Photo 6/24   |   2002 Chevrolet Silverado 2500 Piping And Wastegates
A major part of the airflow equation is the compound-turbocharger system, which Chris also developed. Starting with ATS Diesel Performance exhaust manifolds, he fabricated up-pipes incorporating Turbosmart wastegates into an ATS pedestal that supports the smaller turbo.
Photo 7/24   |   2002 Chevrolet Silverado 2500 Aurora 8000 Turbo
A massive 95mm ATS Aurora 8000 is used as the system's atmospheric turbo. Chris monitors interstage pressure and has reported as much as 50 psi from the large turbo when nitrous is also injected.
Photo 8/24   |   2002 Chevrolet Silverado 2500 Aurora 5000 And 8000
As a collective unit, the two turbos are capable of producing a whopping 105 psi of boost at full song. Even with all the fuel the truck has on tap, the massive airflow keeps exhaust gas temperature at a safe (for competition) 1,700 degrees.
Photo 9/24   |   2002 Chevrolet Silverado 2500 Mishimoto Intercooler
Since a stock 6.6L Duramax only produces about 20 psi, there is no way the stock intercooler can handle the pressure from the compound turbos without splitting. To keep boost pressure where it belongs, a Mishimoto intercooler provides reliability and extra flow.
Photo 10/24   |   2002 Chevrolet Silverado 2500 Fass Lift Pumps
In competition applications, one lift pump isn't always enough to keep up with the demands of a healthy injection system. To ensure there will be no issues with pressure drop, Chris installed twin 260-gph FASS lift pumps on his truck.
Photo 11/24   |   2002 Chevrolet Silverado 2500 Ats Cp3 Controller
An ATS Twin Fueler kit with a pump pulley, lines, and controller is used to run the second CP3 pump. An ATS Co-Pilot controls the transmission functions.
Photo 12/24   |   2002 Chevrolet Silverado 2500 Allison 1000 Transmission
If you're wondering why the transmission in Chris' truck doesn't have a cool pan on it, that's because it's constantly being swapped out of and into the truck as Chris experiments with new parts. With a best elapsed time at the dragstrip of 11.00 seconds at 128 mph, it can certainly put the power to the ground.
Photo 13/24   |   2002 Chevrolet Silverado 2500 Cognito Front Suspension
Another item to help the Chevy get down the track is a set of upper control arms from Cognito, pitman and idler arms and braces, as well as a DRP centerlink and tie-rod sleeves.
Photo 14/24   |   2002 Chevrolet Silverado 2500 Ats Rear Diff Cover
The rear axle is virtually stock, other than this ATS differential cover. The factory 3.73:1 gear ratio has also proved to be just about perfect for getting the truck down the quarter-mile track.
Photo 15/24   |   2002 Chevrolet Silverado 2500 Ujoint Sheild
We haven't mentioned sled pulling yet, but occasionally the truck does get hooked to a sled. Sturdy driveshaft loops and other safety equipment are in place to prevent additional damage, should a driveline break occur.
Photo 16/24   |   2002 Chevrolet Silverado 2500 Traction Bars
A set of traction bars keeps the rear end planted during hard launches. The system is yet another item Chris built himself during his personal time.
Photo 17/24   |   2002 Chevrolet Silverado 2500 Rbp Wheels And Cooper Tires
Whether Chris' truck is on the street, track, or dyno, 305/60R18 Cooper Zeon LTZ tires get the nod for providing traction and are mounted on 18x10 wheels from Rolling Big Power.
Photo 18/24   |   2002 Chevrolet Silverado 2500 Drp Grille
Chris' fabrication skills extend to the body as well as the drivetrain, as he modified a mesh grille to include the Deviant Race Parts logo in the center.
Photo 19/24   |   2002 Chevrolet Silverado 2500 Rear Roll Pan
The rear of the truck features an eBay roll pan for looks and to shed a little weight. Chris and his buddies paint-matched the roll pan and the front bumper with the truck's body color for a smooth look.
Photo 20/24   |   2002 Chevrolet Silverado 2500 Interior Full
Inside the cabin, modifications are minimal and the factory leather interior is retained. Chris also plans to install a rollcage, as the truck runs much quicker than the NHRA's current e.t. requirement for the safety bars.
Photo 21/24   |   2002 Chevrolet Silverado 2500 Interior Gauges
Chris uses a combination of digital and analog gauges to keep track of his engine's vital statistics. He's currently rethinking the boost gauge, which reads to "only" 100 psi.