68RFE 6.7L Dodge Cummins Mega Cab

Derrick Barney’s 1,400HP, 68RFE Shifted ’11 Mega Cab

When a rod left the block of his 6.7L Cummins a few short years ago, Derrick Barney never could’ve imagined that he would soon own one of the most powerful—and reliable 68RFE equipped Rams in the country. But that’s exactly what you’re about to read about in the following pages. He had a new engine built, and has added dual CP3’s, upsized injectors, and went from an S472 to a single S480 in his un-ending search for more power. Along the way, he’s dealt with the trials, tribulations, and (of course) monetary setbacks that come with st icking it out with Chrysler’s notorious six-speed automatic. However, if you cross paths with him, he’ll tell you it was worth every second.

Fresh Start, Stronger Foundation

Starting with a fresh block, Derrick pulled out all the stops in making sure a hard-part failure never struck again. The mains are now tethered together courtesy of a Gorilla Girdle and ARP main studs from Industrial Injection while the rest of the short-block consists of Carrillo rods mated to ceramic coated factory replacement pistons. The head was transformed into one of Freedom Racing Engine’s Street HD units, with hardened and oversize valve seats, 105-lb valve springs, and threaded freeze plugs. ARP Custom Age 625+ head studs fasten it to the block.

2nd-Gen Turbo Swap, S480 and Competition Manifold

When Derrick initially took the factory Holset VGT out of the equation in favor of Stainless Diesel’s second-gen turbo swap kit, he didn’t jump straight into running the S480. Rather, after running one of Stainless’ T4 S472 chargers (a 72/87/1.0 that allowed 894-rwhp to be made on the rollers), he wanted to take things even further. The switch to the current 5-blade S480, an 80/96/1.15 with a T6 foot, brought more than 200 more ponies into the picture. Now his biggest problem is the fact that the truck runs out of road long before it runs out of air. Complementing the S480 is a Stainless T-6 24-valve Competition exhaust manifold, which—with its full-length 1.65-inch diameter internal runners—makes spool up a non-issue and the truck extremely drivable on the street.

Subscribe Our Weekly Newsletter

Dual CP3’s and 350hp Injectors

Adequate rail pressure is always on tap thanks to H&S Motorsports’ dual high-pressure fuel kit. Both the factory location CP3 and the second, belt-driven pump are stock 6.7L Bosch units. A ported rail supports the effort and injectors fitted with 152-percent over Industrial Injection nozzles handle in-cylinder fuel delivery. Given the nozzles’ size, which Industrial also refers to as its 350hp units, just under 1,100-rwhp can be made on fuel with a CTT Tuning that calls for just 2,250 microseconds worth of duration. Feeding the CP3’s all the low-pressure fuel they need is left to a 165-gph AirDog II system.

Sticking With The ‘68

Every ’07.5-present Dodge Cummins owner that’s pursued horsepower in conjunction with the 68RFE platform has a story to tell, and Derrick is no different. Back before the truck lost all of its innocence, Derrick campaigned a Signature Series 700 from RevMax, which tolerated three years’ worth of abuse before requiring some TLC. He then upgraded to RevMax’s Signature Series 850 for a bit, but had to regroup once again when the stakes went even higher. At the present time, there is a host of one-off and even prototype parts stacked inside the transmission case. Pieced together at White Knuckles Garage, the 68RFE features a custom-machined 300M 4th hub and RevMax XR input drum from Randy’s Transmissions, a billet-steel center support, a maraging steel input shaft, and Randy’s Baby Maker 1000 valve body. The torque converter is a billet, triple-disc unit from RevMax, with a 2,200-rpm stall speed.

Trail-Blazing

Countless 6.7L Cummins owners bid the 68RFE farewell long before they pursue the kind of power Derrick’s Mega Cab is making, the most common reason being the questionable reliability of a built ’68 given the amount of money spent. Luckily for us, Derrick does things differently than most… and the battle-tested six-speed in his Mega Cab has had 1,436 hp and 2,578 lb-ft of torque squeezed through it and lived to tell the tale. On top of that, it’s also been subjected to more than 20 boosted four-wheel-drive launches (in first gear, no less) and gone up against some pretty nasty streetcars on the local no-prep scene. Derrick credits longtime horsepower junkie and close personal friend, Stephen O’Neal of White Knuckles Garage, for building him a transmission capable of surviving so much abuse. Every time he hits the street, dyno, or track, Derrick and his 8,100-pound Mega Cab prove that you can have your cake and eat it, too in the world of the infamous 68RFE.

DW-2102-DGRED-02 — After a factory rod left the block on a trip to Florida, Derrick Barney made sure that type of catastrophic failure would never happen again. His new 6.7L Cummins was assembled with a Gorilla Girdle from Industrial Injection and 12mm ARP main studs, Carrillo rods attached to ceramic-coated stock bowl pistons, a 188/220 cam from Hamilton, and a street head from Freedom Racing Engines. The head, which was fitted with hardened and oversize valve seats, 105-lb valve springs, and threaded freeze plugs, is anchored to the block by way of ARP Custom Age 625+ head studs.

DW-2102-DGRED-04 — Surprisingly, Derrick swears the T6 S480 spools as quickly as his previous T4 S472 did, and his exhaust manifold plays a key role in its responsiveness. Stainless Diesel’s T-6 24-valve Competition unit features CNC-ported, ultra-smooth, 1.65-inch diameter ports and full-length internal runners all the way to the collector foot. For a bit of underhood bling, Derrick also added one of Stainless Diesel’s billet-aluminum valve covers. A coolant bypass kit from Fleece Performance Engineering safeguards the rear cylinders from seeing excessive heat.

DW-2102-DGRED-03 — The T6-flanged Stainless Diesel S480 is a long way from the original HE351VE Holset Derrick’s truck left the factory with, and it’s a major part of his Mega Cab’s 1,100hp fuel-only number. Its 5-blade, 80mm compressor forces a ton of air into the 6.7L Cummins, while the 96mm turbine wheel and 1.15 A/R exhaust housing provide plenty of flow up top. With the truck under load in sixth gear, Derrick has seen a boost as high as 68-psi.

AirDog II , ½-inch hose, 165-gph pump, FASS sump pump — The trusty old AirDog II sits tucked up behind the driver-side rear door and ensures plenty of low-pressure fuel supply makes it to the CP3s. Utilizing a ½-inch hose, the 165-gph pump pulls fuel from a FASS sump pump installed in the factory tank.

Modified RevMax XR input drum, a billet-steel center support, 300M billet 4th hub, a maraging steel input shaft, Randy’s “Baby Maker 1000” valve body, 2,200-rpm stall triple disc converter from RevMax — Having been through several 68RFE automatics now, the current version residing in Derrick’s Mega Cab has been the toughest, by far. It was built with key parts (some of them even prototype pieces) from RevMax and Randy’s Transmissions, a few of which being a modified RevMax XR input drum, billet-steel center support, 300M billet 4th hub, a maraging steel input shaft, and Randy’s “Baby Maker 1000” valve body. A 2,200-rpm stall triple-disc converter from RevMax works extremely well with the big single charger and is a vital part of the truck’s sound drivability.

Pair of stock displacement CP3’s, H&S Motorsports dual high-pressure fuel kit, a ported fuel rail to maintain rail pressure. 152-percent over (350hp), extrude honed nozzles from Industrial Injection — A pair of stock displacement CP3s, courtesy of an H&S Motorsports dual high-pressure fuel kit, work in conjunction with a ported fuel rail to maintain rail pressure. They support a set of injectors that’ve been equipped with 152-percent over (350hp), extrude honed nozzles from Industrial Injection.

Heavy duty traction bars from Wehrli Custom Fabrication, greasable Johnny Joints from Currie Enterprises, — Keeping the rear AAM 1150 located is a set of traction bars from Wehrli Custom Fabrication. The heavy-duty bars attach to both the frame and axle via weld-on mounts, feature greaseable Johnny Joints from Currie Enterprises, and have held up very well to salty northern Illinois winters.

A-pillar gauges and a dash-mounted iPad are the only noticeable aftermarket add-ons in the Laramie interior. Most of Derrick’s parameter monitoring takes place on the big screen, where he is also able to navigate through a host of custom-tailored calibrations from CTT Tuning. The biggest file in his arsenal calls for approximately 2,250 microseconds of injector duration, which is good for four-digit horsepower on fuel and more than 1,400 hp on spray.

Carbon Fiber look 5-inch stack with exhaust kit custom-built out of stainless steel piping — As proof that you can still pull off the bed stack look, Derrick’s fourth-gen sports a 7-inch carbon fiber version from Old Skool Fab that seamlessly protrudes out the tonneau cover and stops at the top of the cab. The exhaust system between the stack and S480 (including the downpipe) is all 5-inches in diameter and was custom-built out of stainless steel piping.

Already having proven itself on the dyno at White Knuckles Garage with a near-1,100hp effort on fuel, Derrick couldn’t help himself at the 2020 Scheid Diesel Extravaganza and strapped the Mega Cab to the rollers. With the 68RFE locked in fifth gear and an open bottle of nitrous in the mix, the truck put down a jaw-dropping 1,436 hp and 2,578 lb-ft.

8,100-pound 2008 Dodge Ram Cummins Drag Truck — When Derrick swaps out the Nittos for 28-inch slicks and goes racing at his local no-prep events, this is the view a lot of hot-running street cars see: the rear three-quarter of his 8,100-pound Ram. Confidant, wrencher, and White Knuckles Garage owner Stephen O’Neal thinks the truck could go high 6’s or maybe even 6.70 in the eighth-mile. Who knows, if the tough-as-nails 68RFE keeps holding, Derrick might just try it!

American Force Banshee SS wheels with Nitto NT420S 305/35R24 tread — If you ask us, it’s the aesthetic appeal of the American Force Banshee SS wheels that set the truck off most. The polished 24×12-inch wheels feature a 40mm offset, 5-inches of backspacing, and a 6.5-inch lip. They’re wrapped in Nitto NT420S 305/35R24 tread, and each tire has its work cut out for it in terms of maintaining traction—even in four-wheel drive.

FREQUENTLY ASKED QUESTIONS

What power output is the Performance Series 6.7 Cummins Long Block rated for?

The Performance Series 6.7 Cummins Long Block delivers exceptional power, capable of handling up to 1,200 horsepower. It is also rated to manage a robust 2,200 lb-ft of torque. Designed for maximum performance, it’s ideal for those seeking substantial power output for demanding applications.

What are the specifications and features of the Performance Series 6.7 Cummins Long Block?

Specifications and Features of the Performance Series 6.7 Cummins Long Block

The Performance Series 6.7 Cummins Long Block is engineered for high power demands, capable of handling up to 1200 horsepower with precision and reliability. Here’s a comprehensive look at what this powerhouse offers:

Built-In Performance

Complete Assembly:Arrives fully prepped, extending from the oil pan to the rocker box.
Top-Tier Components:Integrates leading parts from renowned brands like Cummins, Mahle Clevite, and ARP.

Key Specifications

Maximum Horsepower:Rated to support up to 1200 hp, fitting for those seeking high-performance use.
Precision Engineering:Undergoes thorough processes such as CNC boring, line boring, surfacing, and torque plate honing to ensure perfect alignment and functionality.

Custom Machining

Cylinder Head and Block:Features custom-cut grooves for fire rings, providing an optimal head-to-block seal.
Precision Machining for Stability:Includes CNC machining specific to the girdle and studs.

High-Performance Cylinder Head

Stage 2 Performance:Includes extensive rebuilding procedures such as crack-checking, installation of heavy-duty seats, and precision CNC porting.
Manual Finishing:Each head is hand-lapped and pressure-tested for ultimate reliability.

Additional Features

Blueprinted and Balanced:Every engine is meticulously blueprinted and balanced with exact oil clearances and file-fit rings.
Painted and Pre-Lubed:Delivered in the paint color of your choice and pre-lubed with break-in oil, complete with a filter.

Top-Quality Build Components

Reinforced Rods and Studs:Equipped with robust billet rods, main studs, and head studs torqued to specific requirements for strength and durability.
New OEM Components:Incorporates new tappets, oil cooler, oil pump, and crankshaft seals for enhanced performance and longevity.
Specialized Rocker Box and Pedestals:Machined for precise alignment and optimal performance.

Advanced Cylinder Head Features

High CFM Flow:Includes a high-performance cylinder head with improved flow characteristics, thanks to meticulous CNC porting and the addition of heavy-duty bronze valve guides and oversized seats.
Spring and Valve Upgrades:Comes with newly installed high-tension springs, titanium retainers, and OEM valve seals to support high-stress performance scenarios.

In summary, the Performance Series 6.7 Cummins Long Block is designed for those who demand exceptional power and reliability in high-stress applications. Its rigorous assembly and premium components ensure top performance and robust durability.

What components are included in the build of the Performance Series 6.7 Cummins Long Block?

Components Included in the Performance Series 6.7 Cummins Long Block Build

When upgrading to the Performance Series 6.7 Cummins Long Block, you can expect a comprehensive and robust setup designed for enhanced durability and power. Key components included in this build are:

Billet Rods:These X-Beam Stock Length Billet Rods are crafted for strength and precision.
High-Quality Pistons:Utilizes OEM Cummins pistons for reliability and performance.
Reinforced Main Structure:A heavy-duty girdle paired with ARP 9/16″ main studs ensures a solid foundation.
Secured Head Assembly:Features head studs torqued to 175 ft/lbs, providing a secure and strong head-to-block connection.
Enhanced Sealing:Both the cylinder head and block have a fire ring cut to improve sealing and contain high combustion pressures.
Durable Pushrods:Heavy-duty 7/16″ pushrods contribute to increased strength and stability.
Optimized Cylinder Head:A high-performance, 250 CFM Stage 2 cylinder head boosts airflow and efficiency.
Performance Camshaft:The camshaft is performance cast for improved engine dynamics.
New OEM Components:Includes fresh tappets, an oil cooler, oil cooler housing, and oil pump to maintain engine health.
Secure Seals and Plugs:New crankshaft seals and billet soft plugs are fitted for secure sealing throughout the engine.
Machined Components:Optimized for performance, both the rocker box and rocker pedestals are machined for precision fitment.

This combination of meticulously selected parts ensures that the Performance Series engine delivers both reliability and superior performance.

What optional upgrades are available for the Performance Series 6.7 Cummins Long Block?

Optional Upgrades for the Performance Series 6.7 Cummins Long Block

Enhancing your Performance Series 6.7 Cummins Long Block can be tailored to your needs with several optional upgrades. Here’s a list of choices to consider:

Custom Valve Covers: You can opt for high-quality billet valve covers available in various finishes, including raw or sleek black, to suit your engine’s aesthetic.
Precision Timing Covers: Alongside valve covers, precision-machined billet timing covers are available. These not only bolster durability but also add a refined look to your engine setup.

These upgrades not only enhance the visual appeal but also ensure superior performance and longevity of your engine components.

What machining processes are used in the production of the Performance Series 6.7 Cummins Long Block?

The production of the Performance Series 6.7 Cummins Long Block involves several precision machining processes designed to meet exact specifications. Here’s a breakdown of the steps involved:

CNC Boring:Machines determine bore size based on the specific application, ensuring precise alignment and fit.
Line Boring:This process guarantees that all bearing surfaces are perfectly aligned and straight.
Surfacing:Surfaces are machined to provide a flawless finish as needed, ensuring optimal gasket sealing.
Girdle and Stud Machining:CNC machining is utilized to incorporate components like girdles and studs with high precision.
Torque Plate Honing:This step involves honing the cylinders with a torque plate in place. It simulates the stress the block endures when the head is installed, resulting in consistent and accurate cylinder wall geometry.

Each of these machining processes contributes to the high performance and reliability associated with the 6.7 Cummins Long Block.

What are the available finishes for the billet valve cover upgrade?

When considering an upgrade for your billet valve cover, you have several finish options to choose from:

Available Finishes

Raw Finish
- Suitable for models from 2003 to 2005
- Also available for models from 2006 onwards
- Priced at $579.99
Black Powder Coat
- Compatible with 2003 to 2005 models
- Offered for 2006 and newer models as well
- Available at a cost of $699.99

These finishes allow you to select either a more industrial look with the raw finish or a sleek, polished appearance with the black powder coat. Each option is tailored to specific model years, ensuring a perfect fit and custom look for your vehicle.

What components are required to waive the core charge for the Performance Series 6.7 Cummins Long Block?

To waive the core charge for the Performance Series 6.7 Cummins Long Block, several key components must be intact and included. These essential parts are crucial for ensuring the engine can be properly re-manufactured. Here’s a detailed list of what you need to provide:

Usable Block:The main structure that houses the internal components of the engine.
Crank:The crankshaft should be in functional condition.
Cylinder Head:Must be intact and usable for it to be accepted.
Rockers:Include the rocker arms.
Oil Pan:This must be present along with its bolts.
Pickup Tube:Necessary for the oil system within the engine.
Timing Gear Housing and Cover:Both the housing and cover need to be included, complete with bolts.
Rear Seal Housing and Bolts:Critical for maintaining the engine’s integrity.
Piston Cooling Nozzles and Bolts:This part helps with temperature regulation.
Lower Rocker Box and Bolts:Ensure these are part of your return.

Additionally, while not mandatory, providing valve covers and bell housings is recommended. Including these helps keep the engine sealed during shipping.

If any parts are problematic, only the cost to replace the defective components will be deducted from the core charge. Note that the core charge reflects the value of re-manufactured parts.

What are the dimensions and weight of the Performance Series 6.7 Cummins Long Block?

Dimensions and Weight of the Performance Series 6.7 Cummins Long Block

When considering the dimensions and weight for the Performance Series 6.7 Cummins Long Block, here’s what you can expect:

Weight: Approximately 1,500 pounds
Length: 40 inches
Width: 48 inches
Height: 48 inches

These specifications provide a comprehensive overview of the size and heft of this robust engine component.

What are the core charge details and requirements for the Performance Series 6.7 Cummins Long Block?

Core Charge Details and Requirements for the Performance Series 6.7 Cummins Long Block

When purchasing the Performance Series 6.7 Cummins Long Block, there’s a core charge of $3000. This fee acts as a deposit, ensuring the return of essential components for remanufacturing.

How to Avoid the Core Charge

To bypass this $3000 fee, you can send in your existing engine cores before your purchase. This proactive step helps streamline your transaction and avoid additional charges.

Essential Parts to Include

For a successful core return, ensure your engine core includes the following parts:

Usable block, crank, and cylinder head
Rocker arms, oil pan, and corresponding bolts
Pickup tube, timing gear housing, and cover, along with bolts
Rear seal housing with bolts
Piston cooling nozzles and bolts
Lower rocker box with bolts

While not mandatory, providing valve covers and bell housings is recommended as they assist in keeping the engine sealed during shipping.

Pricing Adjustments

In the event that any provided parts are damaged or unusable, you will not incur the full core charge. Instead, you’ll only owe the cost required to replace the defective component. This ensures fairness and transparency in pricing, as the core charge reflects the cost of replacing and refurbishing these essential parts.

By following these guidelines, you’ll facilitate a smooth transaction and potentially reduce fees involved with your purchase of the Performance Series 6.7 Cummins Long Block.

What payment options are available for purchasing the Performance Series 6.7 Cummins Long Block?

Flexible Payment Options for Your Purchase

Purchasing the Performance Series 6.7 Cummins Long Block can be tailored to your financial needs through various payment options.

Monthly Installments:Spread the cost over time by opting for monthly payments with Affirm, allowing you to manage your budget effectively.
Standard Payment Methods:Pay upfront with major credit or debit cards for an immediate transaction.

These options make acquiring the engine more accessible, providing you with flexibility and control over your purchase.

What is the lead time for building the Performance Series 6.7 Cummins Long Block?

The lead time for building the Performance Series 6.7 Cummins Long Block typically spans a minimum of four to five weeks. This period accounts for the intricate processes involved in assembling and fine-tuning the engine to meet high performance standards.

This duration allows for meticulous attention to quality and detail, ensuring the long block meets specifications and performs optimally. Depending on demand or specific customization requests, the build time could vary slightly. It’s advisable to check for any updates or changes to the schedule before placing your order.

What are the features of the Stage 2 High-Performance Cylinder Head included in the build?

Features of the Stage 2 High-Performance Cylinder Head

The Stage 2 High-Performance Cylinder Head comes packed with advanced features designed to boost your engine’s performance. Here’s what you can expect:

Heavy-Duty Construction:
Equipped with brand new HD bronze valve guides, ensuring robustness and longevity.
Enhanced Components:
The cylinder head includes oversized intake and exhaust seats, allowing for better airflow and efficiency.
Precision Engineering:
An industry-leading 5-axis CNC port job has been performed for optimized airflow and increased power.
Billet Intake Design:
Comes with a billet replacement style intake that promises durability and improved performance.
Superior Sealing:
Thread-in soft plugs are installed under the valve cover to enhance sealing and reliability.
Cutting-edge Valve Job:
A high-performance CNC valve job is conducted for precision and efficiency.
Premium Seal and Spring Installation:
New OEM valve seals are fitted to prevent leaks, while 115# springs provide necessary tension for high RPM conditions.
Lightweight and Durable:
Includes new titanium retainers for enhanced strength while reducing weight.

These features come together to deliver a high-performance cylinder head that meets the demands of serious automotive enthusiasts and professionals. Whether you’re upgrading or replacing, this package promises substantial gains in engine capability.