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1,500-Plus HP... - Torque

From A 400-Plus-CI Cummins

Mike McGlothlin
Nov 7, 2013
Photographers: Mike McGlothlin
Horsepower seems to be experiencing never-ending growth in the sport of diesel truck pulling. Every year, the previous years’ numbers are dwarfed thanks to the latest and greatest turbo and injection technology making its way onto these nasty trucks. To stay at the front of the 3.0 truck class in 2013, Ryan and Daniel Whalen enlisted the help of arguably the best engine builders in the business, Scheid Diesel, to build them a bulletproof Cummins. The engine gets all the air it needs thanks to a mammoth-sized 3.0-inch ball-bearing center cartridge turbo from Hart’s Diesel.
Unlike street trucks, purpose-built pulling rigs are often backed by one-speed transmissions and can’t be run on a chassis dyno. For these machines, the industry standard for measuring horsepower has been left to industrial-strength engine dynamometers. To simulate the sled dragging the truck to a stop, engines are brought up to 5,000 to 5,500 rpm on Scheid’s in-house, water-brake Taylor engine dyno and are then dragged down to an engine speed where the truck will likely be spinning out at the end of the track (3,700 rpm to 4,000 rpm). This is the icing on the cake when you’re one of Scheid’s customers. You get a dyno-proven engine that’s as drop-in ready as possible.
While the stresses imposed on an engine during a 15-second sled pull can never be perfectly duplicated in a 7- to 8-second dyno run (due to track conditions, chassis flex, and other variables), Scheid gets it as close to the real thing as possible. After this big-cube Cummins made more than 1,500 hp, it was placed in the Whalen brothers’ 3.0 Class second-generation Dodge and immediately hit the local pulling circuit.
Photo 2/2   |   Full competition engine build: filled and fire-ringed 6.7L block, girdle, 14mm ARP main studs, sleeved cylinders, custom-length R&R rods, 12:1 compression Arias pistons, billet-steel roller cam, roller rockers, deckplate.
A. 0.120-inch id stainless steel P-pump lines
B. International-style triple-feed 5x25 injectors
C. 3.0-inch (76mm inducer) turbo
D. Steed Speed exhaust manifold
E. Billet-steel 12-valve head, Inconel intake and exhaust valves, chromoly pushrods, 14mm ARP head studs, billet one-piece valve cover
F. Air-to-air intercooler for dyno testing only (water-to-air unit used in the truck)
G. Billet-aluminum front gear housing to accommodate P-pump
H. DSR geardriven lift pump feeds a 14mm P-pump
I. Aluminum individual runner intake manifold
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