Diesel World

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ISBN: 1559-8632

Year: 2024

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“STOCK TO NOT” – THE ROAD TO A 700HP 12-VALVE
INSTALLING A FASS FUEL SYSTEM
A PERFECT RAM 350 LAYS OUT AT SUNSET AND MORE…
JANUARY 2024 • VOLUME 19, NUMBER 01
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ENGAGED MEDIA LLC

DIESEL WORLD MAGAZINE

JANUARY 2024

FEATURES

VOLUME 19

NUMBER 01

TECH & HOW TO

26
42

AN ALL-NEW HIGH
F250 PLATINUM
CUSTOMIZED BY
POINTBLANK PERFORMANCE
SHELL ROTELLA
TRUCK OF THE
MONTH
A ‘00 FORD F350 PACKING
SERIOUS PUNCH

80
92
108

58
102

STOCK TO NOT
THE ROAD TO A 700HP
12-VALVE

SIMPLE
BOLT-ONS
7.3L
POWERSTROKE COMMON REPAIR

EVENTS

14
66

CARLISLE TRUCK
NATIONALS 2023
THE LARGEST
GATHERING IN CARLISLE HISTORY
SCHEID DIESEL
EXTRAVAGANZA
2023
FROM PULLS TO DRAG RACES, SDX
DOESN’T STOP

MS. SWAGGIN’
WAGON
KODIE’S 6L POWERED
’62 FORD GALAXIE COUNTRY SQUIRE
JOHNNY RINGO
MAVERICK KERNS DOES
WHAT HE DOES

MOTORTOPIA
UPDATE
WHAT’S NEW FOR
MOTORTOPIA IN 2024

JANUARY I 2024 • DIESEL WORLD ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- www.dieselworldmag.com

JANUARY 2024
VOLUME 19, Number 01

EDITORIAL
Tucker Harris
Anya Murphy

DESIGN

DEPARTMENTS

06
08
112
113

Editor
Managing Editor

Ravinder Matharu

CONTRIBUTORS

EDITOR’S NOTE
THE LATEST FROM DIESEL
WORLD

Dustin Korth, Mach1Media, John Mata Jr,
Dale Martin, Mike Self, Jacob White

ADVERTISING
Gabe Frimmel
Chris Crispell
Becky Maas
Sebastian Tirkey

PARTS RACK
HOT PRODUCTS FOR YOUR
DIESEL BUILD

Advertising Director
Senior Account Representative
Account Representative
Advertising Traffic Coordinator

OPERATIONS
Manish Kumar Mishra
Surajpal Singh Bisht
Chandan Pandey

EVENTS DIRECTORY
DIESEL EVENTS
NOV 2023 – MAY 2024
DABBLE IN DIESEL
WORDS OF WISDOM
FROM DUSTIN KORTH

Design Lead

Subscriptions Manager
Prepress Manager
Production, Newsstand
& Circulation Manager

EDITORIAL, PRODUCTION & SALES OFFICE

ON THE COVER:

A ‘00 FORD F350 PACKING
SERIOUS PUNCH

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www.dieselworldmag.com ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- JANUARY I 2024 • DIESEL WORLD

EDITOR'S NOTE |

DIESEL WORLD MAGAZINE

BY TUCKER HARRIS

he last few months have been insanely busy with
traveling for the summer and fall show & racing season,
but thankfully this month we find ourselves taking some
down time to relax and catch up on some editing and start
planning out the plan of attack for 2024.
On the flip side, I miss spending time with enthusiasts who devote their
lives to this scene like I do. It’s always great to be around people who
share the same passion, no matter what kind of weather you’re dealing
with. I’m stoked to get back to the grind and get ready for our trip to
Vegas for SEMA Show and PRI in Indianapolis to link up with our people!
Be on the lookout for some awesome features and interviews from
those events.
I’m also excited to get my first editorial build going (keep reading this
issue to see what I’m talking about) and more so to be working with
some of the people in this industry that I have grown up around and
watched grow since I got into the “Diesel World” eleven years ago.
We hope you enjoy this issue. It’s packed tight with some hand-picked
features and stories from the past few months. From a shiny lifted F350
to a ‘92 Dodge with patina to spare, there’s a story for everyone.

DEPARTMENT

DIESEL WORLD MAGAZINE

COMPILED BY TUCKER HARRIS

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The factory power steering pressure hoses in 01-10 Duramax
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14JANUARY I 2024 • DIESEL WORLD --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- www.dieselworldmag.com

HIGHLIGHTS FROM
THE BIGGEST SHOW IN
CARLISLE HISTORY

WORDS BY DIESEL WORLD STAFF PHOTOS BY MACH1 MEDIA

ike they do every August,
truck lovers from all
over the country flock to
Carlisle, PA for this year’s

DIESEL WORLD MAGAZINE

Truck Nationals. Carlisle always puts
on a good show, but we have to
admit, this year was nothing short
of extraordinary.

CARLISLE TRUCK NATIONALS 2023

While Carlisle is always a big event, this
year smashed previous records. We’ve had
the opportunity to attend quite a few times
over the years, and we’ve never seen it this
packed. The event is always the biggest
truck show in the northeast, but the Carlisle
team told us that this year was bigger
than ever. 2,870 trucks were registered,
surpassing the previous record by about 300
trucks, with a huge diesel presence through
the whole weekend.
The heart and soul of the Carlisle Truck
Nationals has got to be the truck show
itself. Enthusiasts from every corner of
the country showcased their prized rigs,
ranging from classic pickups to towering
diesel monsters. While there were plenty
of street-style builds and lots of others on
display, we were stoked to see that the
diesel community showed up in full force.
The meticulous detailing, stunning paint
jobs, and innovative mods on display were
a testament to the passion and dedication
of each truck’s owners.

CARLISLE TRUCK NATIONALS 2023

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The dyno challenge this year was,
in a word, awesome. It had the
ground literally trembling under our
feet. The power on some of these
trucks gave us some sneaky ideas
for our next truck builds. Anybody
with a new project on the horizon
was taking notes.

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You could’ve caught us taking
notes at the show-n-shine
walkthrough, too. The variety of
trucks on display was absolutely
insane. TONS of classics with diesel
swaps, stunning show builds,
and lots and lots of droolworthy
modifications were turning heads
the whole time.

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CARLISLE TRUCK NATIONALS 2023

There’s no better place to showcase
big rigs, wreckers, carriers, dumps,
antiques, and heavy haulers of all kinds
than the Carlisle Big Rig Show. Another
major highlight of the event, the show
had a huge turnout of heavy duty
diesels.
Whether you’re a die-hard truck
enthusiast or simply appreciate the
beauty and power of these vehicles,
these displays are a visual feast that
add an extra layer of excitement to
this annual truck extravaganza.
Carlisle Truck Nationals 2024 is already
on our books. Don’t miss out on next
year’s event. We’ll see you there!
24

WORDS BY JOHN MATA JR. PHOTOS BY DALE MARTIN

DIESEL WORLD MAGAZINE

AN ALL-NEWٟ

acy Buchanan will be the
first to admit that trucks
never used to be her thing—
especially big, bad diesel
trucks. Of course, she’d always take notice
of nice, new pickups on the road, but never
did she ever imagine herself sitting behind
the wheel of a customized Ford F250. Hey,
things change and tastes hardly ever stay
the same. Macy found that the world of
performance diesel was heavily appealing,
so much so that she didn’t even put up a
fight against becoming fully entangled in
the coal rolling lifestyle.
“I started dating Tyson Underwood, the owner
of Pointblank Performance, back in 2019
when I was 24 years old,” Macy reports. “I
had just quit my job as a dental assistant, and
he was looking for someone to run the office.
I agreed to help out, but little did I know what
I was really getting myself into.”
Every day at Pointblank HQ was full
of excitement for Macy. She quickly
familiarized herself with all the dieselpowered make and model trucks that were
28

AN ALL-NEWٟ
coming into the shop for quick upgrades
and in-depth builds. Each pickup that pulled
in and left seemed to be different than the
last, and rarely were two jobs exactly the
same. It was this ever-changing flow that
kept her intrigued and on her toes.
“It was all so fascinating to me. This wasn’t
just an ordinary repair shop. Tyson had a
standard and a vision for the company that I
had not seen anywhere else. I soon realized
I was getting to be a part of something
really special here, and for that, I still am
very grateful for the opportunity.”
Even though Macy was in an environment
she wouldn’t have thought she’d be in, she
once again found herself in yet another
unthinkable spot in January of 2021. “It all
happened so fast, but before I knew it I
was standing in a Ford dealership in Texas
picking up a new 2021 F250 Platinum for
myself,” she exclaims. “I did not grow
up around trucks, but after working for
Pointblank for a bit, I guess you could say
that I was inspired by all the ones that come
through the shop.”
www.dieselworldmag.com ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- JANUARY I 2024 • DIESEL WORLD

AN ALL-NEWٟ

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AN ALL-NEWٟ
During the drive back home, Macy had already begun
daydreaming of all the things she’d want to do with her
new F250. Obviously, she wasn’t interested in keeping
it stock. “I did want to customize it my own way, and
Tyson was a big help with that,” she shares.
“The first upgrade we did was to install a PMF 2.5inch leveling kit that included an adjustable track bar
and 2.5-inch Icon springs. This gave the truck a bigger
look without going too overboard. Then we began the
process of shopping for the right set of wheels and tires
to complete the upgraded suspension package.”
With what felt like an endless amount of wheel options
to choose from, Macy finally landed on a set that she
32

thought would look great on her truck. She had enough
room under the truck now thanks to the front end
level, so she opted for 24x14 Specialty Forged Elite
Concave Series C703 units at each corner. The wheels
came with a polished finish, and while they looked
great as-is, she had a different look for them in mind.
Black Label Coatings in Chuckey, TN was utilized to
powdercoat the wheels in a black copper finish, which
added a much more unique overall look to the truck.
In terms of rubber, Macy chose a set of rugged 33-inch
Venom Power Terra Hunter R/T tires to create the exact
look she was hoping for. “I think the front lift and the
wheel/tire combination makes the truck look sportier,
and the powdercoating on the wheels is my favorite
part since the polished look just wasn’t my style.”
Macy ran into a similar situation while dialing in the

AN ALL-NEWٟ

AN ALL-NEW ٟ
look of her F250’s exterior. Since the truck is a Platinum
package, it came loaded with all the chrome accessories
one could ask for, but none of those were going to stick
around for the long haul. To address this issue, all of
the chrome and plastic parts were pulled off and sent
to Retro Shop Custom Lighting in St. Charles, MO to be
painted to match the truck’s factory Rapid Red metallic
color. The headlight housings were sent to be painted on
the inside, as were the mirrors and grille, bed caps, rear
bumper step, lower valance, and all the door handles,
too. “Once we received all the freshly painted parts back,
we installed them and called it a wrap on the outer
portion of the project. Next, it was time to move onto the
engine bay—the last upgrade on the truck for now.”
36

Macy and Tyson both wanted to test the limits on the
factory 6.7L turbo, so they had a piping kit fabricated
to bolt on directly to the turbocharger utilizing
Pointblank’s own billet HD clamps. While they were at
it, Pointblank’s other billet accessory offerings in the
way of battery brackets and power steering and coolant
caps were thrown into the mix, for good measure.
To increase the visual appeal of the engine bay, all
these parts were sent off to Black Label Coatings for
powdercoating to match up with the same black copper
used on the wheels. There was a little downtime for the
truck while waiting for the parts to come back, but it
was well worth the wait for Macy.
“For now, the build is done”, she says. “I am sure
there will be some minor upgrades in the future, but

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2021 FORD F250
OWNER: Macy Buchanan
Jonesboro, AR
ENGINE/DRIVETRAIN
• 2021 factory Ford F250 Platinum 6.7L
• Approximate 551hp @ 2900 RPM, 1,119-ft-lbs torque @
2350 RPM
• PBP Motorsports 5-inch air intake assembled w/ billet HD
clamps, battery brackets, power steering and coolant caps,
• Custom piping kit coated by Black Label Coatings, Chuckey,
TN

AN ALL-NEW ٟ
nothing too wild, I’m sure. I can say that I am genuinely
happy with how everything came out so far. None of
it would have been possible without Tyson’s keen eye
and attention to detail. He has helped me from start
to finish and I have learned so much along the way. I
am excited to see what the future holds for Pointblank
Performance, as well as my truck and my expanding
experience within the diesel truck community.”
38

CHASSIS/SUSPENSION
• PMF front 2.5-inch leveling kit and adjustable traction bar
and Icon springs
• Fox 2.0 shocks
WHEELS, TIRES & BRAKES
• 24x14 Specialty Forged Elite Concave C703 wheels powdercoated in black copper by Black Label Coatings
• 33x14.50x24 Venom Power Terra Hunter R/T tires
BODY/PAINT
• Factory Rapid Red metallic paint
• RetroShop Custom Lighting, St. Charles, MO, color matched
mirrors, headlight housings, grille, bed caps, rear bumper
step, lower valance and door handles all color matched

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COVER FEATURE

TRUCK OF THE MONTH

A ‘00 FORD F350 PACKING
SERIOUS PUNCH

WORDS BY JOHN MATA JR. PHOTOS BY MACH 1 MEDIA

DIESEL WORLD MAGAZINE

RAZZLEBERRY

olden Stortz of Perryville,
Missouri is only 25 years old,
but he has known this ’00
F350 his entire life. His dad
purchased it when it was brand new, and
in the past, he has witnessed this Ford
being put to work (and knocked out of
commission) multiple times. The truck has
seen many high and low points throughout
the years but has never stayed down for
the count. Either Holden or his father has
always been there to ensure that the F350
got the repairs it needed to get back on the
road, but it wasn’t until recently when this
truck took a drastic turn.
“The story all started back in 2000 when
my dad bought the truck at the local Ford
dealership,” Holden says. “I was only 3 at
the time, but my dad took me with him to
look at different pickups, and this is the one
he picked out. He got it to use as a work
truck; it pulled trailers up and down the
interstate for its first 200,000 miles.”
Wear and tear within this industry is heavy,
and the Stortz family’s F350 was not

RAZZLEBERRY
immune to major damage during its time
in active duty. Before Holden was even old
enough to drive the truck, it had already
been totaled out once, and the bed had
been smashed during a different incident.
The Ford was probably a good candidate
to be put out to pasture, but there was
something about it that kept the guys
interested in saving it.
When Holden finally turned 15, he asked
his dad if he could buy the Ford. Of course,
his dad agreed, and Holden began spending
all his money into fixing up the F350 as
best as he could. When his funds and
determination ran low, he eventually sold
the truck back to his father, three years
after first holding the keys. It was a tough
decision, but Holden just wasn’t making
enough progress on the truck’s rebuild to
justify throwing any more time and cash at
it.
Well, it turned out that his dad wasn’t all
too interested in doing much with the truck,
so Holden ended up buying the truck back
after three more years. “Once I bought the
F350 back and drove it back to my place, I
www.dieselworldmag.com ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- JANUARY I 2024 • DIESEL WORLD

RAZZLEBERRY

RAZZLEBERRY
started tearing it apart that very night,” Holden states.
“This is when the truck began receiving its most current
makeover.”
The first thing Holden did was give his F350 a much
taller, more aggressive stance, which he accomplished
with the use of springs and shackles up front along
with springs at the rear and Fox 2.0 shocks all around
to maintain a controlled and comfortable ride quality.
The difference the 8-inch lift at both ends made was
huge, and the major altitude adjustment dramatically
altered the look and feel of driving the Ford.
Loving the direction the truck was headed in such a
short amount of time, Holden then locked down a set

RAZZLEBERRY
of 20x18 Moto Metal wheels with beefy
38x15.50 Mickey Thompson Baja Boss MT
tires to wrap them. Of course, braking
components would have to be swapped out
to bring the much more substantial wheel
and tire combo to an abrupt stop, but that
was no problem for Holden to handle.
With the Ford’s chassis and suspension
system dialed in perfectly, Holden then
transferred his attention under the hood,
where he could upgrade the performance
and reliability of the 7.3L Powerstroke
diesel mill. Upgrades in the way of a
Garrett 38R turbocharger, Wicked Wheel 2
compressor wheels, a custom air intake,
and TS Programmer were able to whip
the Powerstroke up into a coal rolling
frenzy. A 5-inch stainless exhaust system
was also fabricated to increase the F350’s
performance numbers, which have
currently been estimated at 400hp and
800 ft-lbs of torque. This kind of power is
nothing to scoff at, and Holden makes sure
to take advantage of every bit of it as often
as possible.
The next order of business was to
completely rework the Ford’s tired, wartorn exterior by treating it to some much48

RAZZLEBERRY
needed TLC. “Marty Newkirk joined the project by
first completing some extensive bodywork before he
was able to lay down a candy paint job that came out
incredible,” Holden adds.
While most might see the paint color as being merely
red, the specific shade that was selected is called
Razzle Berry, which really has turned into the truck’s
newfound persona. The elevated candy color has been
strategically used inside of the headlight and taillight
housings, as well as peppered throughout the engine
bay and underneath the truck. Even the AMP Research
running boards have been powdercoated to match.

RAZZLEBERRY
Royalty Core grille inserts give the front
end an updated twist, and at the rear, the
inside of the bed has been outfitted with
a full carpet kit as well as a bench seat to
make cruising around with friends a much
more enjoyable experience.
Inside the cab, Holden just needed it to be
clean, yet slightly updated, without going
too far overboard. For the seats, he was
able to get a newer leather-wrapped bench
from a 2008 F350. The factory dash was
custom painted, and some extra gauges
were soon added to the pillar to keep tabs
on the truck’s performance output.
With that, the cabin was as modified as it
needed to be, and Holden was perfectly
fine with that. But he wasn’t finished with
it just yet. A set of custom floor mats have
been added that celebrate the truck’s
official nickname, and to truly get the party
started, Holden wired up a new stereo unit
from Pyle, four 6x9 speakers along with
two subwoofers for an audio system that
thumps hard.
“The original build took around a year but
honestly the truck is still getting things
52

done to it all the time,” Holden
admits. “I did a lot of the work
myself but I’ve also had the help
of plenty of talented people to get
it done just the way I wanted. This
truck was one of the first builds
to ever come from BCC and Zach
Pennock, which is pretty cool. I also
must thank Parker VanBeelen and
Weldcraft for how awesome the
custom 20x18 wheels turned out.
It’s great to see how far along this
old truck of ours has come.”

2000 FORD F350
OWNER: Holden Stortz
Perryville, MO
ENGINE/DRIVETRAIN
• 7.3L Powerstroke
• 400hp / 800 ft-lbs torque
• Custom open box intake air intake w/ ﬁlter
• Garrett 38R turbocharger
• Wicked Wheel 2 compressor wheels
• FASS lift pump
• Adrenaline HPOP injection pump
• Swamps 160/100 injector
• TS Performance programmer tuned by Swamps
• 5-inch fully polished stainless exhaust
• Mildly built trans by DL Transmission, Cape Girardeau, MO
• Two Optima Red Top batteries custom painted
SUSPENSION/CHASSIS
• Gloss black painted chassis
• 8-inch front springs w/ drop shackle kit, 8-inch rear spring lift
• Fox 2.0 shocks

Introducing
the all new
T6 10W-30
For the
long haul.

WHEELS, TIRES & BRAKES
• 20x18 Moto Metal wheels
• 38x15.50 Mickey Thompson Baja Boss MT tires
• Drilled and slotted rotors and steel
• Ceramic pads from Brake Labs
• braided brake lines
BODY/PAINT
• Razzle Berry candy paint by Marty Newkirk, Dittmer, MO
• IGL coating by Richard Lee
• Steel cowl hood
• Royalty Core grille insert
• Factory grille shell, bumpers and fenders
• Custom seats and bed run in bed
• Powerdercoated AMP Research running boards
INTERIOR
• Factory 2008 F250 seats
• Factory painted headliner
• Custom painted dashboard
• Triple pillar gauges
• Auto Meter gauges
• Pyle head unit
• (4) 6x9s and (2) 12-inch subwoofers

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2011-2023 6.7L Ford Power Stroke

2016-2019 Nissan Titan 5.0L Cummins

• Stock Displacement
ɒ00LQFUHDVHGʗRZ
ɒ00LQFUHDVHGʗRZ

• Stock Displacement
• 10%
• 38%

2018-2021 3.0L Ford Power Stroke

2014-2023 Ram & Jeep Ecodiesel

• Stock displacement

• Stock Dsiplacement

TECH |

DIESEL WORLD MAGAZINE

WORDS BY TUCKER HARRIS PHOTOS BY MACH1 MEDIA

THE ROAD TO A 700HP 12-VALVE

iesel World’s newest
venture is our 1994
Ram 2500, with the
ol’ reliable 12-valve
Cummins. We are setting out to take
this truck from its (well loved) stock
state, to a “streetable” 700HP street
tractor over the next 6 months.
This truck is a 2WD auto that has
been used in stock form for 209,000
miles, and we are about to wake
her up after a bit of sitting around
from having transmission issues. It’s
definitely rough around the edges,
but runs great, doesn’t leak from the
oil pan, and the AC works… that’s all
that matters, right?
We’re working with some awesome
companies like FTI Performance,
Smeding Diesel, FASS Motorsports,
58

FarFromStock, Dynomite Diesel
Products, Liberty Forged Wheels,
and CenFlo Mechanics to make this
project stand out and put down
some reliable power at some dyno
events in the 2024 show season.
Now that we’ve introduced the truck,
let’s get into it. In our opinion, the
first part to any diesel build should
always be your fuel system. FASS
sent us one of their 140GPH systems
to make sure our injection system is
supplied with constant pressure and
clean fuel, so we can get a long life
out of these big injectors and fresh
P7100.
Here’s the first segment of “Stock to
Not - The Road to a 700hp 12 valve,”
where we start at the baseline installing our FASS 140!

STEP 1: INSTALLING ELECTRICAL
HARNESS
This is the first step in the process because we first need
to power the pump to ensure that everything will be
properly lubricated later on.
Note: FASS supplies dielectric grease, and
recommends that you use a small amount on all
electric connections, especially the relay pigtail.

1B. We placed the wires from 46044 and WH-1006-3 into
the butt connector, then secured the connection using a
crimping tool. Then, we installed 46260 to the top slot on
46044, near the added circuit/wire. We routed the 46044
lead through the fire wall, using the existing grommet.
1C. Next we crimped the ring terminals to the red and
green wires of the wire harness. Then, we attached
the red wire to the positive terminal of the battery
and the green terminal to the negative terminal. FASS
recommends using a corrosion preventative on electrical
connections like this one.
1D. We secured the relay and fuse in an upright position,
to prevent moisture from entering. As recommended by
FASS, we used a small amount of the supplied dielectric
grease on the relay pigtail.
1E. If your truck’s fuse panel is located in the cab, you’ll
have to guide the single red wire from the relay through
the fire wall grommet to access the fuse panel.

1A. First, we used a wire stripper to remove any excess
insulation from the add-a-fuse and the red single wire of
WH-1006-3.

TECH ›› STOCK TO NOT

1F. The next step is to locate the fuse box and select the
ignition hot fuse. We removed the fuse and replaced it
with the FASS Add-A-Fuse. Then, we reinstalled the fuse
we’d previously removed. Again, we recommend that
you use a corrosion preventative here.

STEP 2: INSTALLING A SUMP
2A. We opted to use a sump gravity fed system for our
setup. And the tank was absolutely full, so we found our
mounting location on the tank and used our pilot bit to
drill a drain hole.

2B. Once we drained the tank, we installed the sump,
and got it to the correct angle we needed to run our
supply and return lines to our FASS system.

1G. We then routed the WH-1006-3 wire harness along
the frame rail to the mounting location of the pump.
That’s all for now, though - we’ll get to more instructions
on completing this step during Step 3.
60

STEP 3: MOUNTING FUEL SYSTEM
3A. To begin Step 3, we inserted part 10-300 into the
"E" port and 10-302 into the "T" port of the FASS, then
torqued to 20 ft./lbs.

filter nipple. Then we secured the Particulate Filter (PF3001) on the filter nipple without the draw tube. Make
sure to insert the provided O-ring.

3B. Just to make sure everything would fit right when it
comes time to secure everything later, we loosely bolted
part PBR-2001 to the pump assembly using three ¼ 20x1
¾ bolts and three WA-1001D. We’ll come back to this
later during final correct fitting of brackets.
3C. Next we unbolted the driver’s side front bed bolt
from the bed. (Hold on to that bolt for the next step.)
Then, we aligned RS-2001 with PFB-2002.
3D. After aligning, we secured the PFB-2002 and RS-2001
with the bed bolt we just took off in the previous step.

STEP 4: INSTALLING FUEL LINE
Note 1: Hose clamps are not recommended for PushLok fittings, as fittings will hold up to 300 psi. Use oil
on fittings and inside the fuel line when installing
Push-Lok fittings.
Note 2: FASS recommends securing all fuel lines with
cable ties. They’re the cheapest way to stop anything
from coming loose, preventing problems in advance.
Note 3: Always be sure to secure hoses safely away
from moving objects.
3E. We had to check the fit of the mounting location of
the PBR-2001 to the PFB-2002 pump assembly. Once we
were sure it was correct, we marked it on the mounting
location and double-checked for the right fit. The next
step will be mounting, so it’s important to make sure it’s
right now.
3F. Next, it was time to connect the factory plug into the
FASS harness. First, we connected the female plug of the
FASS harness to the pump. Then, we turned our key to
on. With the pump operating (you may have to bump the
starter), we turned the pump over, then sprayed lots of
WD-40 into the water separator nipple that lubricates the
Gerotor.

4A. We first routed the suction line from the suction tube
to port ‘T’ on the FASS system. We cut FL-1058 to the
proper length, then inserted PL-1058 using oil. Finally, we
connected to 10-302 in port ‘T’ and torqued to 18 ft./lbs.
4B. Next, we had to route the fuel line from the Return port
on BHF-1002 to the ‘R’ port on the FASS system. It’s okay for
it to bend gently while doing this. Next, we cut and inserted
the PL-1005 fitting to the hose using oil. We attached to the
10-300 in the ‘R’ port, and torqued to 18 ft./lbs.

3G. We started the assembly for the FASS pump bracket
PBR-2001 using the RS-2002 spacer between brackets
PFB-2002 and PBR-200. We used 4Ǫ-inch torque bolts
(not flange nuts), nuts, and washers.
3H. Once secure, we used three 1¾-inch bolts and three
WA-1001D spacers to mount the pump to the bracket.
3I. Next, we applied motor oil to the gasket located on
the filters, attached to the system, and hand tightened.
Finally, we installed the Extreme Water Separator on the
side of the pump with the draw tube in the middle of the
www.dieselworldmag.com ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- JANUARY I 2024 • DIESEL WORLD

TECH ›› STOCK TO NOT

4C. The remaining fuel line had to be connected to the
10-300 in ‘E’ port of the FASS system using a PL-1005 and
oil, then we routed this line up to the P7100 Injection
pump. (Don’t cut it yet.)
4D. We disconnected the factory fuel line from the inlet
side of the injection pump, then installed the DIPF-1004
into that port and torqued it to 18 ft./lbs.

4F. Here’s where it gets a little complicated. Stay with us.
To finish installing the fuel line, the return line from the
injectors has to be T’d into the return line of the injection
pump. To do that, we assembled the T-fitting with two
HB-14516, the CP-1003 compression fitting, and PB14316 bushing using thread tape. Then, we removed the
rubber hoses that were attached to the Injection Pump
Return line and Injector Return line with reused clamps.
We installed the FL-1056 fuel line from the steel injector
return line to the T-fitting, then secured it with the HC4001 clamp provided in the kit as well as a factory clamp.
We installed the remaining fuel line from the T-fitting
to the factory steel line at the frame. Finally, we cut the
Injector Return line (measure twice, cut once!), slid on a
compression nut, ferrule, and hold line, nice and tight to
the T-fitting, and tightened the nut accordingly.

4E. We next inserted the PL-2003 fitting into the fuel
line. (Remember to use oil.) Then, we connected the PL2003 to the DIPF-1004, and, you guessed it, torqued it to
18 ft./lbs.

TECH ›› STOCK TO NOT

STEP 5: REVIEWING THE INSTALL
Before wrapping up the process, we ran through a list of
checks to make sure everything was working properly.
This pump comes with a 1 Year Manufacturer’s Warranty.
Once we ensured everything was working properly, we
submitted our warranty information at FASSride.com/
register-a-warranty.
5A. The first thing we tried was to blow out any open lines
and cover any open ports.
5B. We made sure all bolts and fasteners were properly
tightened.
5C. We also checked to ensure all electrical harness and
fuel lines were secured and properly tightened, and
reconnected the battery.
5D. We correctly primed the system by turning the key
in the ignition, turning on the FASS pump for 15 seconds,
then cranking the engine and allowing it to run for at least
1 minute.
5E. We checked for leaks, started the engine, and
rechecked all fluid and filter connections for leaks again.
Better safe than sorry.

SOURCE
FASS DIESEL FUEL SYSTEMS
FASSRIDE.COM
(866) 769-3747

SCHEID DIESEL E EٟEE
Pulling into Wagler Motorsports Park in Lyons,
IN on Thursday night, we got our bearings and
shuffled through some staging trucks in the pits.
This year’s lineup of competitors was nothing short
of spectacular; the buzz went on from early Friday
morning until the last sled pull Saturday night.

SCHEID DIESEL E EٟEE

Anybody familiar with the diesel
community also knows that SDX is
more than just a place to showcase raw
power. Like so many diesel events, it’s
a gathering place for everybody with
a passion for diesel trucks. From truck
owners and mechanics to industry
professionals, everybody gathered to
share knowledge, swap stories, and
celebrate their love for all things diesel.

SCHEID DIESEL E EٟEE

Thrilling truck and tractor pulls
were one highlight. We watched
powerful pulling machines
demonstrate their brute force,
battling for supremacy in various
classes. From 2.6 pullers to Pro
Stock Tractors, the diesel power on
display blew us away.
One of our favorite parts of the
weekend was the sled pulls.
Watching dedicated pull trucks
and tractors is a thrill for anybody
who’s into trucks, no matter your
niche. You could feel the engines
from basically anywhere on the
grounds as a huge crowd gathered
to watch the competitors put their
driving ability to the test.

ɅWe only work on Fords and have
since 1998
ɅDealer Level service with the feel of a
local shop
ɅPower and Performance Improvements
ɅComponents for Durability - Make your
truck last longer
ɅImproving Fuel Economy - Get the
Government out of your pocket
ɅImprove Braking and Handling
(loaded or empty)
ɅWe do Maintenance, Repair and High
Performance on anything with a Blue
Oval on the grill

(770) 949-7191 | ShoGuy89@aol.com | FordSpecialists.com
351 Six Flags Parkway SW Mabelton, GA 30126
(Monday through Friday 9 a.m. to 6 p.m.)
Ask about our Military Discounts - We accept Visa and MC, No Amex.

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SCHEID DIESEL E EٟEE

For those looking to see some highspeed action, the drag racing event
delivered adrenaline-pumping
excitement. Diesel-powered trucks and
dragsters sped down the strip, pushing
their limits and thrilling the audience
with blistering eighth-mile times. There
were records broken along with a few
mishaps. (Check out our coverage film!)

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SCHEID DIESEL E EٟEE

The crowd was as diverse as the trucks,
with folks of all ages and backgrounds
coming together to enjoy the weekend.
Whether you’re a seasoned diesel vet
or a newcomer eager to learn, SDX
welcomes the whole crowd with open
arms.
If you missed out on Scheid Diesel
Extravaganza 2023, mark your calendar
for next year. Trust us, you don’t
want to miss it. See you at the next
Extravaganza!
76

SUPERIOR
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FEATURE

‘62 FORD GALAXIE COUNTRY SQUIRE WAGON

KODIE’S 6L POWERED
’62 FORD GALAXIE
COUNTRY SQUIRE

WORDS BY JOHN MATA JR. PHOTOS BY MACH 1 MEDIA

DIESEL WORLD MAGAZINE

; Eٟٟ Eٟ

nvesting time and money on building a
custom vehicle can be somewhat of a
slippery slope. Depending on the vehicle
and its condition, that investment can
be doomed from the start—financially
speaking, anyway. Practicality also comes
into play as a make or break factor at the
end of the day. As long as there is a good
time and sense of accomplishment at
the center of the project, however, there
can still be a great deal of success to be
had with it. There is a balance to be met,
and that balance is different for each and
every one of us—especially if family life
can benefit greatly from putting together a
custom tailored ride.
Recently, we were lucky enough to catch up
with Kodie Paxton, and her husband William
“BJ” Boden from Temperance, Michigan.
Both are definitely not newcomers to
custom automotive culture, as they own
and operate their own shop called Acme
Gas and Oil. BJ has been in the scene a long
time now, and he has a couple absolute
killer builds (both Fords) to his credit. One
is a slammed and show-worthy ’84 Bronco
II that is hard to forget once you’ve seen
it. The other is also low, a cool-as-hell ’85
80

; Eٟٟ Eٟ
Ranger that also boasts custom paint, a full interior and
a whole lot more.
While both of BJ’s previous builds share a similar mid1980’s vintage along with heavy street truck styling
cues, there is one glaring difference that sets them
starkly apart—the Cummins 4BT turbo-powered engine
underneath the Ranger’s hood. While the Bronco’s 1949
Ford Flathead V8 is an amazing piece of machinery in
its own right, the Ranger’s power plant does pique our
interest a tad bit more. This does happen to be a dieselcentric publication, after all.
Another similarity the Bronco and Ranger share is
Kodie’s love for both of them. When the time came for
the two to take on yet another project vehicle, they
placed their growing family at the heart of the build
and found something that they can all enjoy and fit
inside comfortably at the same time. The vehicle they
chose is a step away from their previous two, but it’s
just as cool. BJ picked up a 1962 Ford Galaxie Country
Squire wagon as a surprise for Kodie, and boy, she
was surprised to see it for the first time parked in their
shop. The plan was to give the car the full treatment,
which included running with another truly stellar

engine specimen, which has become somewhat of a
requirement for any of BJ’s builds.
With some help from Kill Devil Diesel (KDD) in Poplar
Branch, North Carolina, BJ was able to lock down a 2006
6.0L Ford Powerstroke that was fully loaded with KDD’s
own machine work and components. A ton of other
performance parts, including two very special additions,
were also added to the lineup.
Now, before we get too far ahead of ourselves, Kodie
and BJ wanted to make sure that we get one thing
clear. The two Borg Warner turbochargers featured on
the Powerstroke are in fact a compound turbo setup and
not a twin turbo configuration. The difference is notable,
as the first turbo in line feeds the other with boosted
air in a compound layout instead of the two turbos
operating independently in a twin scenario. Mistaking
the two, or just assuming that two turbochargers
naturally translates to twin turbos is an honest oversight
for those not in tune with it all, but a little bit of
explanation does go a long way.
A fully built 1997 Dodge NV4500 transmission from
SuperStick was ordered and put into place to take full
advantage of the 900hp at the rear wheels as well as
the 1700 ft-lbs of torque that the Powerstroke produces.

; Eٟٟ Eٟ

; Eٟٟ Eٟ
That substantial amount of power would
soon be a blast to experience once the rest
of the wagon project evolved.
The next phase of the build would be one
of the most transformative for the Country
Squire. With the expertise that BJ has with
custom chassis systems, a full one-off frame
was put together for the wagon using 2x3
and 2x4 square tubing throughout. Since
BJ’s forte with severely lowered suspension
setups is well proven and documented in his
previous builds, he was fully motivated to
follow suit with this project. A combination
of Air Lift air bags, a 3H air management
system, and dual Viair 444C compressors
were plumbed to create a fully adjustable
ride height. QA1 adjustable shocks have
been put into place to promote ideal ride
quality, and a hand-built IRS system was
created to round off the custom chassis
highlights. It’s a shame that this chassis is
hidden underneath the car, because it really
is a work of purpose-built automotive art.
To set off the wagon’s newfound low-slung
chassis just right, Kodie and BJ selected a
one-off set of 20x9 and 20x11 Detroit Steel
Ambassador wheels that were wrapped in
84

2 2

; Eٟٟ Eٟ
Nitto NT555 G2 performance rubber. To bring the car
to a controlled halt, PowerStop front and Wilwood rear
braking components were bolted up and finished off
with steel braided lines.
Natural patina is a sacred thing among the classic
vehicle crowd. It’s almost like embracing the ‘wisdom’
that gray hair brings. When the wagon found its way
to Kodie and BJ, it had quite a bit of rust along the top
portions of the doors and the entire hood that they
weren’t interested in painting over. These worn portions
were encapsulated in layers of clear coat to preserve
the patina look while ensuring it doesn’t turn into any
real damage to the metal down the road.
Custom paint was still as important in this build as
86

saving the patina was, so Detroit Chris “The Mad
Professor,” Mike Kluczynski, and James Rivers helped
out by applying the custom candy paint that BJ mixed
to the roof and along both sides of the car. Shannon
Best at Best Built Customs applied airbrushed wood
grain graphics to the sides, and Todd Hanson at Hanson
Graphix then stepped in to pinstripe the hell out of the
wagon to add some old school flavor.
Don Steinman joined the project by fabricating a custom
floor pan in order to lay down wood flooring inside of
the wagon—definitely a cool alternative to rolling out
replacement carpet. Pete’s Auto Upholstery and Trim
in Taylor, MI reupholstered a set of 2006 Lincoln MKZ
bucket seats, along with a factory rear bench, center
console and door panels too. The dash was painted

; Eٟٟ Eٟ

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; Eٟٟ Eٟ
and pinstriped to match the wagon’s exterior,
a fresh set of Dakota Digital gauges were
wired in, and a Mooneyes steering wheel was
mounted to fully upgrade the entire command
center.
Kodie and BJ started ripping into the wagon
at the start of 2019 and finished it up at the
tail end of 2021—not bad considering the
struggle of getting parts in hand during this
prime time portion of the pandemic lockdown.
Every penny and minute spent whipping the
car into shape has been well worth the effort,
since the Galaxie is now a means for creating
unforgettable memories together with their
children. A wagon by nature has always
been thought of as a vessel for promoting
wholesome family values since their release
decades ago. This is what motivated BJ to grab
one for his wife and kids, but of course he
couldn’t imagine doing it any differently than
how it came out.

#.ٟEE G Eٟ
OWNER
Kodie Paxton
Temperance, MI
ENGINE & DRIVETRAIN
• Shop: Kill Devil Diesel, Poplar Branch,
NC
• 2006 6.0L Ford Powerstroke 8-cyl
• Custom motor mounts
• Carrillo rods
• Billet oil pump
• Modified stock oil pan
• Kill Devil Diesel Stage 3 camshaft,
pistons and pushrods
• Griffin radiator and cooling fans
• 140-amp alternator
• Aluminum cylinder heads
• Jesel lifters and adjustable rockers
• Custom ODAWGS Diesel S3R intake
manifold
• Mishimoto intercooler
• Borg Warner SX-E 364/73 .83
turbocharger compounded w/ SXE480/96 1.3
• Smoothed comp and exhaust housings
• 69 psi boost
• FASS 220 lift pump
• RCD Performance Thumper II injection
pump
• WDI 8mm hybrid injectors
90

• SCT X4 programmer tuned by Blessed
Performance, Gillette, WY
• BD Power exhaust manifolds
• 5-inch exhaust diameter hand pressed
to oval
• Straight pipe, side exit
• 1997 NV4500 transmission by
SuperStick Transmission
• South Bend dual disc clutch
• Hurst shifter
• 16-gallon aluminum fuel cell
• (2) XS Power batteries
CHASSIS & SUSPENSION
• 100% custom chassis by William “BJ”
Boden
• 2x3 and 2x4 square tube frame
• All joints CNC cut radius corners
• Flaming River rack and pinion
• Air Lift Dominator D2600 front/rear air
bags and 3H air management system
• 2 Viair 444C compressors
• QA1 adjustable front and rear shocks
• Hand-built IRS w/8-lug Dutchman
aluminum center section
WHEELS, TIRES & BRAKES
• 20x9 and 20x11 Detroit Steel 0ne-off
Ambassador wheels
• 245/35ZR20 and 285/30ZR20 Nitto
NT555 G2 tires

• Front PowerStop brakes w/ electric
power assist, rear inboard brakes
BODY & PAINT
• Custom candy purple mixed by BJ,
matte clear over natural patina
• Paint by Chris “The Mad Professor,”
Mike Kluczynski, James Rivers
• Wood grain graphics by Shannon Best
at Best Built Customs
• Pinstriping by Todd Hanson at Hanson
Graphix
• Custom floor pan and firewall by BJ
INTERIOR & STEREO
• Shop: Pete’s Auto Upholstery and Trim,
Taylor, MI
• Front 2006 Lincoln MKZ bucket seats,
rear factory bench seat
• Wood floor by Don Steinman
• Paint matched dashboard
• Dakota Digital gauges
• Glowshift gauge pods and gauges
• Custom fiberglass console
• Mooneyes steering wheel
• RetroSound head unit
• PRV Audio 6.5-inch speakers and
32mm tweeters
• Skar Audio subwoofer
• Patina painted FLO air tanks

FEATURE

1992 DODGE D350

MAVERICK KERNS DOES
WHAT HE DOES

WORDS BY MIKE SELF IMAGES BY MACH1MEDIA

DIESEL WORLD MAGAZINE

JOHNNY ٟ

here are certain sayings that
seem to perfectly describe
certain scenarios. For instance,
upon first laying eyes on
Maverick Kerns’ laid-out ‘92 Dodge D350,
one might exclaim, “You don’t see that
every day,” and you’d be totally right.
Unless, of course, you’re Maverick. But then,
you might also say, “Holy smokes!” Again,
you’d be right - it’s an old work truck, so
it’s bound to have some holes here and
there, and it’s running a modded 12-valve
Cummins, so there’s going to be smoke.
Well, no matter what you blurt out while
checking out his Dodge, it seems obvious
that Maverick is used to hearing it all,
including the occasional, “What did you do
to that truck?” with both the negative and
positive connotations that come along with
that question. For the naysayers, Maverick’s
answers will likely never satisfy, but for those
who are genuinely curious, he’s always happy
to spend a few minutes filling folks in.
“I’d always been a Dodge guy and hadn’t
seen any first gens built, so it only made

JOHNNY ٟ
sense in my mind,” explains Maverick. A
lifelong Dodge fan as well, Maverick’s dad
was actually the one who bought the truck,
about four years ago out of Tennessee.
Maverick had offered to help by freshening up
the suspension, and before he knew it, he had
“accidentally” gone a few steps farther and
fabbed up a completely new air ride setup,
including custom tubular arms and a 4-link.
And that’s just the simple rundown. A little
more detail reveals that the frame was also
step-notched, a Watts link was incorporated
into the rear suspension, and he even
fabricated custom steering linkage for extra
clearance before connecting them to ‘96 Ram
3500 spindles.
All these upgrades took tons of work to be
sure, but it’s not like you can just buy a kit for
these trucks like you can for Chevys. While
keeping the motivation to complete the build
was never an issue, finding parts for the
Dodge would prove to be a challenge. Nearly
everything on the truck had to be custom
fabbed, since there are so few plug-n-play
solutions out there for rigs like this. Even if
you could find those, though, that’s just not
www.dieselworldmag.com ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- JANUARY I 2024 • DIESEL WORLD

JOHNNY ٟ
Maverick’s style - he enjoys the trial-and-error
process and would rather build it himself to
get things exactly like he wants them. “It’s
not a weekend job” to finish a build like this,
reports Maverick, but boy was it worth it.
Since the truck was now a bit wilder than his
dad really wanted, Maverick offered to buy
the truck off him and finish it for himself.
Thankfully, he said yes. Score! Nicknaming the
D350 “Johnny Ringo,” Maverick continued on,
improving the truck in many key areas. After
all, it was already torn apart, so it’d be easiest
to just go for the glory now rather than tear
the truck down again in the future.
To that end, the ‘96 Cummins received a
P7100 injector pump, which pushes a major
425cc of fuel. The engine was also treated to
5x0.018 injectors, as well as a set of Industrial
Injection S362 and S475 compound turbos to
squeeze as much power out of the 12-valve
as could reasonably be extracted without the
risk of destroying anything. And, of course,
Maverick swapped in a ‘96 NV4500 5-speed
manual transmission with a South Bend twindisc clutch - no slushbox for this torquey beast.
96

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Brand Exclusions Apply-One time use with Account-Cart total greater than $100

..ٟ.
OWNER
Maverick Kerns
Philippi, WV
CHASSIS & SUSPENSION
• Custom tubular control arms
• 1996 Ram 3500 spindles
• Custom steering linkage
• Parallel 4-link with Watts link
• 8-inch airbags at each corner
• Air Lift 3P air management
• Two Viair compressors
• Two 5-gallon air tanks
• Step notch
• Second-gen hydro-boost
WHEELS & TIRES
• 16-inch Alcoa round-hole aluminum wheels

JOHNNY ٟ
Dropped this low, the Dodge lays frame when fully aired
out. An Airlift 3P kit pairs with dual Viair compressors and
two 5-gallon air tanks to provide that head-turning bagged
look.
Even though his dad wasn’t interested in driving a bagged
D350 every day, Maverick has no problem doing so, and
reports that it’s been nothing but reliable since completion.
You might ask - completion? That’s right. “She’s perfect,”
he states. Maverick considers his Dodge finished and
doesn’t plan on changing anything, aside from keeping it
running. Oh, and swapping out the rear tires every once in
a while from the huge burnouts he lays down from time to
time.
100

ENGINE & DWRIVETRAIN
• 12-valve 5.9L Cummins from 1996 Ram 2500
• Fire-ringed head with ARP 625 studs
• 60-lb. valve springs
• Upgraded push rods
• Modiﬁed P7100 injector pump
• 5x0.018 injectors
• 0.93 injector lines
• FASS lift pump
• Industrial Injection S362 and S475 compound turbos
• Crazy Karl intake kit
• Kingspeed billet valve cover
• 4-inch stainless steel exhaust with fender dump
• Aluminum radiator
• 1996 NV4500 5-speed manual transmission
• South Bend dual-disc clutch
• 3.54 rear end ratio
BODY & PAINT
• LED headlights
• Custom inner fender wells
• Custom radiator support to ﬁt Ram 2500 intercooler and radiator
• Hole in fender for exhaust exit
INTERIOR & STEREO
• NRG steering wheel with quick release hub
• 13-speed shift knob
• ISSPRO gauges
• Kenwood head unit

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TECH |

DIESEL WORLD MAGAZINE

WORDS AND IMAGES BY JACOB WHITE

7.3L POWERSTROKE COMMON REPAIR

e started this build in hopes of
making some great content on
some of the ins and outs of these
old 7.3L Powerstroke trucks. To
show off some of their strengths, point out some of the
weaknesses, but most of all, just have the ability to enjoy
working on something in the garage. There is a sense
of pride earned when you can take something old and
forgotten and make it useful, and something that turns
heads at the diesel pump. Sure, it’s outdated, it’s loud,
it doesn’t ride that great, but there is no doubt this old
body style Ford still has a strong following, and if you’re
looking, you’ll see one that might be worth your time to
fix up and enjoy too.
4-inch Exhaust
One of the most common first mods a diesel owner will
make to his truck is an upgraded exhaust system, and
for good reason. While an aftermarket system will help
give off the throaty sound we all love, on the 1994-1997
Powerstroke trucks, the right 4-inch system, like the
102

stainless MBRP kit, is a legitimate performance upgrade
too.
For a reason we’ll never fully understand, the Ford
engineers used a nearly flat and pinched-off factory down
pipe piece to get exhaust from the turbocharger outlet,
down past the engine and firewall to the underside of
the truck, where their exhaust system starts. With not
much room to work with, MBRP offers a true 3-inch
mandrel bent downpipe that outflows the stock piece by
over 20%, reducing turbo back pressure for better engine
efficiency and cooler exhaust temperatures.
For those of you in smog counties, this MBRP exhaust
system will retain the factory catalytic converter (yes, the
government requires you to keep this). It then flows on
to a muffler offering a rich sounding exhaust note from
the tailpipe. These kits are constructed of stainless steel
thick wall full 4-inch mandrel bent tubing and will most
likely outlast the truck you’re bolting it on to. When we
move on to tuning the truck in the next step, EGT control

can become a challenge, so the new downpipe and
4-inch system will be of great benefit when it comes
time to try and tow and use the soon to be installed
horsepower in a switch.
Edge Revolver
When this truck was brand new, there weren’t many
‘chip’ upgrades available, but with time the aftermarket
came out with some pretty neat stuff. In the early
2000’s, the multi-position chip was all the rage. For
years, companies like Edge Products have devoted
thousands and thousands of hours into the 7.3L market
and their Evolution handheld tuner was one of the bestselling 7.3L devices ever.
While flash tuning is a big part of diesel tuning these
days, Edge still offers that simple plug-in adjustable
chip, dubbed the Revolver. It plugs directly into the PCM
through the factory J3 port found on the computer board
and will control every aspect of the engine and even the
transmission for better power and drivability.

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BGUFSNBSLFUFYIBVTUDPNFTGSPNUIFEPXOQJQFTFDUJPO5IFGBDUPSZ'PSE
QJFDFXBTTBOEXJDIFEáBUUPDMFBSUIFàSFXBMM CVUSFBMMZBGGFDUTFYIBVTU
áPXBOEHFOFSBUFTVOXBOUFECBDLQSFTTVSFBOEIFBU.#31TNBOESFM
CFOUJODIUXPQJFDFEFTJHOPGGFSTIVHFJNQSPWFNFOUTJOQFSGPSNBODF
BOE&(5DPOUSPM

For this build, still running the stock transmission and
injectors, the Revolver is a great choice as it’s also smog
legal with a CARB EO making it legal for sale in California.
The chip came pre-programmed with 6 levels we can

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TOVHVQ BOEGJSFVQLJOEPGFYIBVTUTXBQ5IF0ME#PEZ4UZMF
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most challenging exhaust installations out there, thanks to that
GBDUPSZEPXOQJQF8JUISPVOEFOET BGMBUTBOEXJDIQJFDFJOUIF
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PQUJPOwVOMFTTSFNPWJOHBDBCTPVOETMJLFMFTTXPSL 4QPJMFS
alert: it’s not.)

Modifying diesel trucks has been around just about as long as
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GPSUIFTFPMEFS'PSEUSVDLT PSBOZEJFTFMGPSUIBUNBUUFS JTGSFFáPXJOH
exhaust. MBRP has been around for years and still offers one of the best
àUUJOHFBTJFTUUPJOTUBMMLJUTBWBJMBCMF"TBDPNQMFUFCPMUDMBNQJOJOTUBMM
it’s a task most dare to conquer in the home garage.

103

TECH ›› SIMPLE BOLT-ONS

flip through while driving: a stock file, hi-idle, light and
heavy tow tunes, economy, and performance. The tow
tunes offer great shift patterns to keep a heavy load
moving, while the daily driver economy tune has great
throttle response and pep for stop-and-go style driving.
Installation takes about an hour on these older Ford
trucks, but the instruction manual makes this a simple
step-by-step process you can do at home without much
trouble.
Once you’ve made sure that old truck is sound and
all the mechanical parts and powertrain are in tip top
shape, bolt-ons can be a worthwhile investment. The
7.3L Powerstroke has never once been accused of
being a powerhouse. In fact, it’s often been quite the
opposite. OBS trucks in stock form, with their large 1.15
a/r exhaust housing, lack of an intercooler and sub
200-horsepower can be quite lethargic to drive, and tow
with. It’s reliable as anything on the road, but it won’t
ever be the first one over the mountain.
The larger 4-inch exhaust and tuning from Edge Products
made a massive improvement in drivability, taking us
from an uninteresting 187hp/ 371ft-lbs of torque to
a whopping 272hp/ 540ftlbs. You’ll notice a difference
behind the wheel, no doubt.
Soon, we’ll take performance
to the next level by installing a
MBRP EXHAUST
modified intake system, rebuilt
MBRPEXHAUST.COM
turbocharger, and doing the one
EDGE PRODUCTS
modification that every early
EDGEPRODUCTS.COM
Powerstroke must have on its
list, an intercooler kit.

SOURCES

Which one do you think flows better? Kind of a no brainer,
right? Obviously, to fit that larger pipe some massaging of the
firewall is required, and every truck will be a little bit different. In
most cases, however, we’ve found it easiest to make two small slits
in the firewall’s pinch weld, then just fold it over with a pry bar and
hammer. In most trucks, just flattening out that pinch weld where the
downpipe passes is enough to get all the clearance you need.
104

Surprisingly enough, this new-to-us 25 year old F250 was still
running the original exhaust, right down to the restrictive muffler
and catalytic converter (which we’re keeping to meet smog and CA
regulations). We almost felt a little bad hacking it up with a Sawzall,
but the efforts will be well worth the reward.
For our downpipe
removal, we opted
to unbolt it from the
catalytic converter
below and the
turbocharger above
so we could slide the
pipe down as far as
we could to make our
cut as far up on the
downpipe as possible.
Be careful here,
as there are some
transmission lines
and wiring you’ll need
to avoid.

One of the biggest reasons we opted to go with the MBRP kit is
its ability to retain the factory catalytic converter, keeping our truck
smog legal, but two other big reasons to go this route are overall
fitment and the statement that big shiny 5-inch polished tip makes.

Follow
us on
www.facebook.com/dieselworldmag
www.instagram.com/dieselworldmag

TECH ›› SIMPLE BOLT-ONS

Since these trucks are offered in different cab configurations
and bed lengths, rather than build one kit for every truck, MBRP sets
their kits up to be one-size-fits-all, so you will have to measure and
cut one section of pipe, which it lays out clearly in the instructions.
Cutoff wheel on the grinder, chop saw, Sawzall, pick your poison
here. But remember the old adage: measure twice, cut once.

On the garage floor side by side, you can see how much
different the stock pipe and the new MBRP 3-inch downpipe is. That
sweeping mandrel bend will do wonders for exhaust flow and help
reduce EGTs as that exhaust exits the turbocharger.

The Powertrain Control Module (PCM) is the brains of the older 7.3L Power
Stroke and handles all the electronic systems under the hood, from taking inputs
from various signals, to sending signals to the Injector Drive Module and High
Pressure Oil Pump or Injection Control Pressure sensor so they know when to
àSF*UBMTPDPOUSPMTUSBOTNJTTJPOTIJGUTUSBUFHJFTGPSGBDUPSZ&0%USBOTNJTTJPO

With the port cleaned off, now we just need to plug the chip into the PCM
JUPOMZàUTPOFXBZ SFJOTUBMMJUJOUPUIFUSVDL UIFOQMVHJOUIF3FWPMWFSTNVMUJ
position switch and mount it somewhere on the dash. While Edge markets these
GPSHBJOTBTNVDIBTIQJOUIF-BQQMJDBUJPOT UIBUTOPSNBMMZGPSUIF4VQFS
%VUZUSVDL BTUIF0#4EPFTOURVJUFIBWFUIFJOKFDUPSTJ[F GVFM PSUVSCPDIBSHFS
BJS UPTVQQPSUHBJOTMJLFUIBU5IJTUSVDLTIPVMETFFBTPMJEIQGUMCPG
UPSRVFPOUIF&YUSFNFUVOF XIJDIJTBTJHOJàDBOUHBJODPOTJEFSJOHJUPOMZNBEF
IQGUMCTUPDL

106

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DIESEL WORLD MAGAZINE

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107

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111

EVENTS DIRECTORY

DIESEL WORLD MAGAZINE

COMPILED BY DW STAFF

NOVEMBER– DECEMBER

SHOWS
November 17th - 18th
TNT MAXXED DIRTY
SOUTH PRESENTED BY AF
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Lone Oak, Texas
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San Antonio, Texas

JANUARY– MAY

SHOWS

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112

DABBLE IN DIESEL

DIESEL WORLD MAGAZINE

BY DUSTIN KORTH

his past weekend, as I held a grinder in my hands
laying flat on a cold concrete floor while trying to
cut the bolts off my leaf spring hangers under my
Duramax, a brief thought crossed my mind: Why
do we do this?
Anyone who’s worked on a truck, new or old, can attest to this.
If it’s not using a grinder to cut bolts off to fix your sagging leaf
springs, it’s taking out the three dozen bolts in the dash just to
run a single wire for a set of cab lights. Let’s face it, working
on trucks is one of the most humbling, nerve-wracking, and
ultimately rewarding things you can do. There’s no better
feeling than wrapping up an install and seeing the fruits of

your labors come together into this vision that you created.
Maybe that’s what it’s all about, though. It’s not the busted
knuckles and curse words under the truck or the wrenches that
may or may not see some air time after you slip off a bolt.
It’s about the consistent drive to chase the next step, the next
install, the next part, the next look. And most importantly, it’s
about bringing that vision to life. So here’s to you. The builder,
the dreamer, the visionary.
Never stop chasing what’s important.
Dustin aka @Dusti_LBZ

113

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