Up next DIESEL NEWS ALMANAC: DECEMBER 2019 Published on December 10, 2020 Author Mike McGlothlin Tags Axles, Billet, Compressor Wheel, Diesel, diesel engine, diesel trucks, diesel world, DW, FICM, Fuel Injection, horsepower, Hybrid Injector, ICP, injection pump, Intercooler, IPR, Leaf Springs, pistons, power stroke, Roll Bar, Shocks, torque, traction bars, Tuning Software, Turbine Wheels, turbocharger, Turbodiesel, Share article Facebook 0 Twitter 0 Mail 0 1,500hp 6.0L Power Stroke: Twin Fords These 5-second Fords are Bucking All Convention in Diesel Drag Racing In the spring of 2020, no 1,500hp 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 are these two getting away with campaigning the 6.0L Power Stroke in one of drag racing’s fastest classes? Are they still HEUI-injected? How much nitrous do they spray? What transmissions do they run? How light are their trucks? And how reliable are the engines? The answers may surprise you. One utilizes a compound turbo setup and uses very little nitrous while the other sports a big single and huffs quite a bit of it. One truck relies on a 4R100 to handle its shifts while the other retains the 5R110. One is four-linked front and rear while the other still rides on the front coil springs and rear leafs. Find out which is which in the pages that follow, along with what parts make both of these 1,500hp 6.0L’s so competitive. After ending the 2019 racing season as a 6.70 competitor, Austin Denny pulled out all the stops for 2020 when he decided to bump up to 5.90 Index. His ’06 Super Duty goes down the track safely and effectively thanks to a roll cage and front and rear four-link suspension built by Lyn Miller and Cody Fisher of Firepunk Diesel. Sticking with the factory 5R110 TorqShift platform, Austin’s five-speed automatic is the pride of Red Diamond Diesel’s David Ferguson, who lends Austin a huge hand both in the pits and behind the scenes. With Wagler forged rods, triple O-ringed heads fitted with RCD Performance valvesprings, RCD pushrods activated by a Colt stage 3 cam, and ARP Custom Age 625+ head studs (torqued to 300 ft-lbs), Austin’s 6.0L is pretty serious. However, there is no real rocket science involved in making the engine—assembled by David Ferguson—produce and survive 1,500-plus horsepower. The pistons are factory bore, Mahle cast-aluminum pieces that’ve been de-lipped and flat cut, and a stage 3 (S3R) ported intake manifold from Odawgs Diesel sits in place of the stock unit. SoCal Billet Inc.’s Larry Steele built the compound turbo system around the use of sizeable chargers from Bullseye Power. The T6 flanged, S500-based atmosphere unit shown uses a 94mm compressor wheel, a 104mm turbine, and a 1.15 A/R exhaust housing to get the job done. In the valley sits one of Bullseye’s quick-spooling NLX series turbos, complete with a T4 flanged, 76/87/1.0 unit and dual ball-bearing center cartridge. SoCal Billet Inc. also fabricated the up-pipes that link the valley charger to a set of Harrington Diesel exhaust manifolds, which feature a Tial 44mm wastegate on each side. Peak boost checks in at 115 psi on spray and 100 psi on fuel. If you’re wondering whether or not Austin’s 6.0L was still oil-fired (i.e. HEUI), here’s your answer. In fact, with all the advancements Warren Diesel Injection has made in working with the 1,500hp 6.0L injection system over the years, there is no reason to get away from it. To feed Austin’s massive Warren 500cc, 400-percent nozzle hybrid injectors the oil they need, a dual high-pressure oil pump system (also from Warren) is employed, the secondary HPOP being sourced from Kevin Cyr. As for the fuel side of the 500/400 injectors, two Aeromotive pumps combine forces to feed the hybrids a constant supply of 60-psi. While a 58-volt FICM sends more juice to the electric side of the hybrids, spot-on PCM tuning via SCT software from Warren Diesel Injection is what gets the most out of the 500/400 hybrids and dual HPOP’s. But perhaps even more important, notice the mechanical injection pressure regulator (IPR) shown in front of the FICM. This piece from High Speed Performance Inc. brings a mechanical IPR into the mix. In large injector applications, the 6.0L’s factory IPR is known to blow open, dropping injection control pressure (ICP). The mechanical IPR allows for 5,500 psi worth of ICP to be sent to the injectors (for reference: a factory 6.0L produces roughly 3,600 psi of ICP). The removable, fiberglass front clip makes accessing the 1,500hp 6.0L a breeze and also helped in lightening up the truck. A Mishimoto intercooler helps to cool intake temps and EGT, but V-band connection points have been welded to the inlet and outlet to rule out blown boots at high boost. Most recently, Austin and his team swapped a rack and pinion steering system in place to get rid of the natural play in the factory steering system, which was becoming a bit dicey on the big end of the track. So far, most of the work involved in Austin’s 5.90 Index campaign has revolved around getting the chassis fine-tuned. Firepunk’s Rick Fox has played a huge role in getting the truck’s chassis and suspension dialed in, with fellow 5.90 racer Austin Doidge offering help and advice both at races and in between them. Part of keeping the truck in its happy place also boils down to tire pressure. On race day, Austin told us he makes sure the front slicks have 13.5 psi of air, and that the rears have 12 psi. Though the factory frame still survives under Austin’s truck, the front radius arm/coil spring suspension and rear leaf springs out back have been scrapped in favor of a front and rear four-link arrangement. Both the four link suspension and roll cage were built at Firepunk Diesel, and Austin’s chassis is certified to go as quick as 8.50 in the quarter-mile. As you can see here, AFCO double-adjustable coil over shocks (obtained through NCB Diesel & Offroad) are in use above the front axle. And speaking of axles, the Dana 60 is bone-stock, while the only upgrade made to the rear 10.5 has been the addition of a Yukon Grizzly locker. To get the big Ford off the line with consistency, Austin uses a BD staging limiter, with the trigger point on the Racepak set to 25-26 psi of boost. Unfortunately, running a 5R110 means he doesn’t have the luxury of utilizing a trans-brake. Austin, David Ferguson, and Jesse Warren’s solution to the five-speed TorqShift’s tendency to become temperamental with high horsepower in the mix was to launch in second gear, cut out ABS sensor monitoring and allow lockup to be controlled by a Digi Set delay timer rather than the truck’s computer. Not only does this combination work well, but the transmission is in Overdrive before even hitting the 300-foot mark. From there, the engine is loaded up, triple-digit boost is made, and the truck eagerly charges toward its 120-plus mph trap speed. Believe it or not, Charlie Fish’s ’05 1,500hp 6.0L used to be his daily driver…and a long bed…and two-wheel drive! After being kicked off the drag strip for going too fast without a roll bar, the wheels started turning, one thing slowly led to another, and eventually a full-blown short-bed race truck was born. Today, Charlie is no stranger to competition, having squeezed 1,536-rwhp and 2,405 lb-ft out of the truck at the 2019 UCC Qualifier, along with making plenty of passes in the low 6’s and now the high 5’s. While a complete race engine from Kill Devil Diesel is in the works, Charlie’s best pass to date, a 5.85-second ride at 117 mph, was made on this 1,500hp 6.0L Power Stroke, a lesser-caliber engine he and his crew at KC Turbos assembled using parts sourced from KDD. Callies forged rods, fly-cut and de-lipped Mahle factory pistons, and a Kill Devil stage 2 cam reside in a stock (unfilled) block that’s been fitted with one of KDD’s billet front covers. Subscribe Our Weekly Newsletter One of the biggest differences between Charlie Fish’s 1,500hp 6.0L and Austin Denny’s is the turbo(s) they’ve chosen. Charlie runs a single, front-mounted BorgWarner S480 SX-E. Though the big, T6 single features BorgWarner’s 96mm turbine wheel and 1.32 A/R exhaust housing, a few proprietary tweaks have been made on the 80mm compressor wheel. The task of mounting the S480 was left to Odawgs Diesel, which handled the exhaust manifolds and up-pipes. With the help of a two-stage nitrous system that effectively depletes the contents of a 15-pound bottle every two to three passes, the charger produces 70 psi of boost per pass. An ice barrel intercooler from C&R Racing (which takes dry ice) drops intake temps from as high as 400 degrees F to 100 degrees F before entering the engine. An R4 wet sump oil pump from Peterson Fluid Systems is tasked with providing sufficient oil pressure throughout the engine. The billet-aluminum, low-profile modular pump is belt-driven off of the crankshaft. Maintaining ICP is key when you’ve got a set of Warren Diesel’s 430cc, 200-percent nozzle, 7mm hybrid injectors in the mix, so Charlie runs a dual HPOP kit. Designed by Kevin Cyr and now offered through KC Turbos, the second high-pressure oil pump is front-mounted, running off the power steering pump pulley. On the fuel supply side of the equation, a Marty’s Diesel Performance competition system, complete with two Fuelab pumps, sends 65 psi to the big hybrids. In retaining the stock radius arms, Charlie did what he could to prepare for front-end hop. This included adding nylon limit straps just in case the front tires ever try to leave the ground. Luckily, the truck has launched very smooth so far, and the straps have never been forced to do any work. Unlike Austin Denny’s 5.90 Index truck, Charlie’s Ford retains the original suspension, front and rear. Granted, significant changes have been made, such as cutting down the factory coil springs to lower the truck, but the coil springs and radius arms are still present nonetheless. The altered coil springs are accompanied by double-adjustable QA1 shocks, which play a huge part in eliminating front-end bounce. Like Austin Denny, Charlie makes use of the mechanical IPR setup manufactured by High Speed Performance Inc. Taking the factory IPR out of the picture means that no drop in ICP (and more importantly no oscillation of power) occurs. Thanks to tuning from Chris Buhidar of Truck Source Diesel, 5,000 psi of ICP is produced without issue. Here’s something you don’t see every day: an hour meter on a 6.0L engine. Following the unfortunate destruction of the truck’s previous engine due to a short-shift, over-torque scenario, Charlie swapped the hour meter over to the current power plant. The idea itself came from his friends at Kill Devil Diesel, who are curious to see how long a 1,500hp 6.0L can last before any problems surface. Also notice the Bullet Proof Diesel FICM on the valve cover, which is a 58-volt unit that’s calibrated by HP Tuners. Here you can see the factory frame and what’s left of the original rear suspension. The stock leaf springs are still in place, though each pack has been reduced to two leafs per side. Aside from a Truetrac limited slip, the factory rear 10.5 axle hasn’t seen any other attention other than being unable to wrap thanks to a set of One Up Offroad traction bars. The Dana 60 up front has gone completely untouched. After outfitting the truck with a Lariat interior back when it was daily-driven, some of the upscale interior remains even in race form. Charlie entrusted 1320 Industries to build the roll cage at its Peoria, Arizona location. Notice the PCS controller on the transmission tunnel. It’s used to control the truck’s 4R100 transmission. Between the fiberglass bedsides, you’ll find a C&R Racing radiator, Derale auxiliary coolers, and a 15-pound NX nitrous bottle tied in with the chassis. One Derale cooler serves as a fuel cooler given the fact that only 5 gallons of diesel can be held in the fuel cell. The other two Derale units are run in series to help keep the race-ready 4R100 cool. The 4R100 itself was originally built by Warren Diesel but gets freshened up locally at Transmissions Done Right in Tempe, Arizona. It boasts billet shafts and an Extreme Duty, 3,000-rpm stall triple disc converter from Goerend Transmission. FREQUENTLY ASKED QUESTIONS What modifications were made to the engine of Justin Court’s 6.0L Powerstroke race truck? Modifications to Justin Court’s 6.0L Powerstroke Race Truck Engine The heart of Justin Court’s 6.0L Powerstroke race truck underwent significant modifications to boost its performance. Here’s a breakdown of the upgrades: Camshaft and Internal Components: The engine features a high-performance Stage 2 camshaft. Alongside this, all new bearings, including main, rod, and cam bearings, were installed, enhancing durability and function. The motor was bored .020 over to ensure the cylinders are perfectly round and true. Pistons and Rods: The pistons received a thorough modification — they were fly cut by .075 and de-lipped. Additionally, the tops of the pistons are coated with ceramic to withstand high temperatures. Callies rods were also integrated into the build for increased strength. Valve and Head Enhancements: Despite maintaining factory heads, Inconel valves were used for both the intake and exhaust, optimizing performance under high-pressure and high-temperature conditions. The heads, intake manifold, and exhaust manifolds were all port-matched to enhance airflow efficiency. Block Modifications: The engine block was main-studded, a technique that provides extra clamping force. This required line honing to ensure that the main bearings fit perfectly, preventing undue wear caused by any warping of the main holes. Fuel and Air System: The fuel system was upgraded with a set of high-capacity hybrid injectors, while air intake was enhanced with a sizeable turbocharger featuring a .91 exhaust housing, promoting significant power gains. With these comprehensive modifications, Justin Court’s truck is estimated to produce a remarkable output of roughly 850-900 horsepower, showcasing a substantial leap in performance compared to the stock engine. How much horsepower does Justin Court estimate his truck is currently making? Justin Court estimates that his truck is currently generating approximately 850 to 900 horsepower due to the latest upgrades. What are Justin Court’s future plans for his diesel race truck? Justin Court envisions an exciting journey with his diesel race truck, planning to tour across the U.S. To compete in various racing events. Initially, he’s focused on gaining experience by participating in the 7.70 index class. However, this is just the beginning of his aspirations; he aims to eventually advance to more challenging categories like the 5.90 or pro-street levels. His approach is to gradually enhance his racing prowess and truck performance, with no limits on what he hopes to achieve in this competitive arena. What challenges did Courts face with the truck before it became a race truck? Courts faced a slew of challenges with his truck before transforming it into a race vehicle. Initially, he contended with a head gasket failure only six months after getting the truck operational. This marked the beginning of a year filled with mechanical headaches, including repeated head gasket issues and other performance setbacks. Not only did mechanical problems plague Courts, but he also experienced the theft of the truck. Although he eventually recovered it, several crucial components, like the stereo system and batteries, were missing. Unfortunately, just when things seemed to stabilize, the engine succumbed to more severe issues. A problem with one of the lifters meant the engine block likely needed replacement. Faced with these ongoing tribulations, Courtssaw an opportunity: instead of sticking with constant repairs, he opted to rebuild the engine with a focus on high performance, setting the stage for its evolution into a race truck. What is the story behind Justin Court’s 2006 F-250 King Ranch race truck? The Journey of Justin Court’s 2006 F-250 King Ranch Race Truck The tale of Justin Court’s 2006 F-250 King Ranch is one of resilience and transformation. This truck, which now boasts impressive performance on the race track, has a history as turbulent as the Texas weather that played a significant role in its storyline. Hurricane Havoc and Initial Acquisition Originally lovingly owned by a single individual, the King Ranch’s journey took a dramatic turn in 2017. During the chaos of Hurricane Harvey, which deluged Texas with record-breaking rainfall, the truck was stolen and eventually abandoned, submerged by the unprecedented floodwaters. It was later acquired by an insurance company, and that’s where Courts stepped in. Rebuilding a Dream Courts purchased the waterlogged vehicle at a bargain price of $4,500, but it needed significant work. It was stripped bare, with no wheels, seized brakes, waterlogged motor and transmission, and a severely damaged frame. Despite these challenges, Courts embarked on bringing the truck back to life. After considerable effort, he managed to get it running, only to face a cascade of issues, including persistent head gasket failures. A Series of Unfortunate Events Not long after getting the truck operational, misfortune struck again. The truck was stolen from Courts but was eventually recovered, albeit stripped of its stereo system and batteries. This turn of events was exacerbated by the motor failing—further mechanical woes arose when a lifter issue indicated the need for replacing the engine block. Turning Adversity into Power Faced with recurring mechanical failures, Courts made a pivotal decision. Instead of simply repairing the damage, he chose to transform his truck into a powerhouse, rebuilding the engine to amplify its performance on the race track. This marked the beginning of a new chapter for the King Ranch, turning the adversity it endured into horsepower and speed that left its past submerged in the mud of history. How can someone highlight their engine in a similar series? To highlight your engine in a series dedicated to remarkable engines, start by identifying a publication or platform that features such showcases. Next, reach out to the editor or content manager with a brief introduction, expressing your interest in having your engine featured. Prepare a compelling email by including: Subject Line:Clearly state your intention (e.g., “Engine Feature Submission”). Detailed Description:Provide information about your engine, including unique features and what sets it apart. High-Quality Images:Attach or offer to provide high-resolution photos of your engine. Contact Information:Ensure the editor can easily get in touch with you for any follow-up. Finally, personalize your message to align with the publication’s style and preferences, increasing your chances of being featured. How did the 2006 F-250 King Ranch come to be owned by Justin Court? The 2006 F-250 King Ranch found its way into Justin Court’s hands through an interesting series of events. Originally, the truck was owned by a single individual. However, during the chaos of Hurricane Harvey in 2017, it was stolen amidst the tumultuous storms that inundated Texas. Over four days, areas experienced over 40 inches of rain, with some spots receiving as much as 60 inches. In the aftermath of the hurricane, the stolen truck was abandoned and succumbed to severe flooding. An insurance company later recovered the vehicle, but it was in poor condition—lacking wheels and tires, with seized brakes and a motor and transmission compromised by water damage. Even parts of the truck’s frame were missing. Seeing potential in what others might dismiss, Justin Court purchased the truck from the insurance company for just $4,500. Despite its dilapidated state, this marked the beginning of his ownership journey. What components are included in the Dynamic Diesel Stage 2 engine rebuild kit used by Courts? The Dynamic Diesel Stage 2 engine rebuild kit used by Courts features a meticulously assembled selection of high-performance components. This comprehensive package includes a Stage 2 camshaft, along with a complete set of new bearings—covering the main, rod, and cam positions. To ensure the cylinders are precision-fit, the motor undergoes a boring process for a .020 overbore. The pistons included have been expertly modified; they are fly cut by .075 and de-lipped to optimize performance. Additionally, the pistons are coated with a ceramic layer to enhance heat resistance. For added durability, the rebuild also features a robust set of Callies rods, known for their strength and reliability. What role did Oliver at ODAWGS and Brian at Bullseye Power Turbo Chargers play in the build? Oliver from ODAWGS played a crucial role by crafting the custom piping needed for our project. His expertise ensured that the piping was tailored precisely to our specifications, enhancing both performance and reliability. Meanwhile, Brian at Bullseye Power Turbo Chargers was instrumental in constructing the turbo, a key component in boosting the engine’s power. His craftsmanship and attention to detail were pivotal in achieving the project’s performance goals. What upgrades were done to the fuel and air systems in the race truck? One utilizes a compound turbo setup and uses very little nitrous while the other sports a big single and huffs quite a bit of it. One truck relies on a 4R100 to handle its shifts while the other retains the 5R110. One is four-linked front and rear while the other still rides on the front coil springs and rear leafs. Find out which is which in the pages that follow, along with what parts make both of these 1,500hp 6.0L’s so competitive… Austin’s Beastly Build With Wagler forged rods, triple O-ringed heads fitted with RCD Performance valvesprings, RCD pushrods activated by a Colt stage 3 cam, and ARP Custom Age 625+ head studs (torqued to 300 ft-lbs), Austin’s 6.0L is pretty serious. However, there is no real rocket science involved in making the engine—assembled by David Ferguson—produce and survive 1,500-plus horsepower. The pistons are factory bore, Mahle cast-aluminum pieces that’ve been de-lipped and flat cut, and a stage 3 (S3R) ported intake manifold from Odawgs Diesel sits in place of the stock unit. For the fuel and air, Austin’s setup includes massive Warren Diesel Injection 500cc, 400-percent nozzle hybrid injectors. This is complemented by a dual high-pressure oil pump system to adequately feed these injectors the oil they require. On the air side, SoCal Billet Inc.’s Larry Steele built the compound turbo system around sizeable chargers from Bullseye Power. The T6 flanged, S500-based atmosphere unit shown uses a 94mm compressor wheel, a 104mm turbine, and a 1.15 A/R exhaust housing to get the job done. In the valley sits one of Bullseye’s quick-spooling NLX series turbos, complete with a T4 flanged, 76/87/1.0 unit and dual ball-bearing center cartridge. Peak boost checks in at 115 psi on spray and 100 psi on fuel. If you’re wondering whether or not Austin’s 6.0L was still oil-fired (i.e. HEUI), here’s your answer. In fact, with all the advancements Warren Diesel Injection has made in working with the 1,500hp 6.0L injection system over the years, there is no reason to get away from it. To feed Austin’s massive Warren injectors the oil they need, a dual high-pressure oil pump system is employed, the secondary HPOP being sourced from Kevin Cyr. As for the fuel side of the 500/400 injectors, two Aeromotive pumps combine forces to feed the hybrids a constant supply of 60-psi. While a 58-volt FICM sends more juice to the electric side of the hybrids, spot-on PCM tuning via SCT softwarefrom Warren Diesel Injection is what gets the most out of the 500/400 hybrids and dual HPOP’s. But perhaps even more important, notice the mechanical injection pressure regulator (IPR) shown in front of the FICM. This piece from High Speed Performance Inc. brings a mechanical IPR into the mix. In large injector applications, the 6.0L’s factory IPR is known to blow open, dropping injection control pressure (ICP). The mechanical IPR allows for 5,500 psi worth of ICP to be sent to the injectors (for reference: a factory 6.0L produces roughly 3,600 psi of ICP). The removable, fiberglass front clip makes accessing the 1,500hp 6.0L a breeze and also helped in lightening up the truck. A Mishimoto intercooler helps to cool intake temps and EGT, but V-band connection points have been welded to the inlet and outlet to rule out blown boots at high boost. Most recently, Austin and his team swapped a rack and pinion steering system in place to get rid of the natural play in the factory steering system, which was becoming a bit dicey on the big end of the track… Charlie’s Powerhouse Performance One of the biggest differences between Charlie Fish’s 1,500hp 6.0L and Austin Denny’s is the turbo(s) they’ve chosen. Charlie runs a single, front-mounted BorgWarner S480 SX-E. Though the big, T6 single features BorgWarner’s 96mm turbine wheel and 1.32 A/R exhaust housing, a few proprietary tweaks have been made on the 80mm compressor wheel. The task of mounting the S480 was left to Odawgs Diesel, which handled the exhaust manifolds and up-pipes. With the help of a two-stage nitrous system that effectively depletes the contents of a 15-pound bottle every two to three passes, the charger produces 70 psi of boost per pass. An ice barrel intercooler from C&R Racing (which takes dry ice) drops intake temps from as high as 400 degrees F to 100 degrees F before entering the engine. An R4 wet sump oil pump from Peterson Fluid Systems is tasked with providing sufficient oil pressure throughout the engine. The billet-aluminum, low-profile modular pump is belt-driven off of the crankshaft. Maintaining ICP is key when you’ve got a set of Warren Diesel’s 430cc, 200-percent nozzle, 7mm hybrid injectors in the mix, so Charlie runs a dual HPOP kit. Designed by Kevin Cyr and now offered through KC Turbos, the second high-pressure oil pump is front-mounted, running off the power steering pump pulley. On the fuel supply side of the equation, a Marty’s Diesel Performance competition system, complete with two Fuelab pumps, sends 65 psi to the big hybrids. What specific turbocharger is used in the truck’s air system? The air system features a Bullseye Power S369 68mm turbocharger with a .91 exhaust housing. What specific injectors are used in the truck’s fuel system? The truck utilizes Warren Diesel Injection 330/150% hybrid injectors for its fuel system. Total 14 Shares Share 0 Tweet 0 Pin it 14 Share 0
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