Diesel Buggy Part 5

(ANNOUNCER)>> BURNT RUBBER AND BLACK SMOKE CAN MEAN ONLY ONE THING HERE, DIESEL HIGH PERFORMANCE. TODAY ON XTREME 4X4, THE STOCK DMAX FOR OUR CURVY BUGGY GETS TORN DOWN AND BUILT BACK UP WITH PARTS THAT'LL MAKE THE PULLIN' GUYS DROOL. OUR GOAL, 1,000 HORSEPOWER!

(MIKE)>> THAT THING LOOKS WICKED MAN.

(IAN)>> HERE AT XTREME 4X4 WE SPEND A LOT OF TIME REBUILDING THINGS. SOMETIMES WE DO IT TO SAVE A LITTLE BIT OF MONEY. OR MAYBE WE WANT TO SAVE SOMETHING THAT'S DESTINED FOR THE JUNKYARD, REBUILD IT, AND GET IT INTO OUR RIG. VERY RARELY DO WE DO IT JUST BECAUSE WE WANT TO, BUT TODAY IS ONE OF THOSE DAYS. NOW THIS DURAMAX ENGINE THAT WE BUILT OUR CURVY BUGGY CHASSIS AROUND, IT'S ACTUALLY IN PRETTY GOOD SHAPE. WE PULLED IT OUT OF A WRECKED TRUCK WITH RELATIVELY LOW MILES. WE COULD PROBABLY THROW SOME ELECTRONICS AT THIS, MAYBE AN UPGRADED TURBO, AND GET A LITTLE BIT OF POWER. BUT WE DON'T WANT THAT FOR OUR BUGGY, WE WANT MORE! DIESELS HAVE COME A LONG WAY OVER THE YEARS. YOU CAN SEE THEM TEARING IT UP AT SLED PULLING EVENTS ALL OVER THE COUNTRY, PUTTING DOWN SOME MONSTER TORQUE AND INSANE HORSEPOWER. AND SINCE EVERYTHING WE'VE DONE SO FAR ON OUR CURVY BUGGY HAS BEEN A LITTLE BIT OUT OF THE BOX, WE THOUGHT, WHY STOP WITH THE ENGINE? SO HERE'S WHAT WE'RE GONNA DO. WE'LL COMPLETELY TEAR THIS ENGINE DOWN, REBUILD IT FROM BOTTOM TO TOP. SHOW YOU GUYS THE DIFFERENCE BETWEEN REBUILDING A DIESEL MOTOR VERSUS A GAS ENGINE. PLUS WE'LL HIT ON SOME TIPS AND TRICKS FOR THOSE OF YOU THAT ALREADY HAVE A DURAMAX UNDERNEATH THE HOOD OF YOUR TRUCK. THEN WE'LL STRAP OUR ENGINE TO A DYNO CART, ROLL IT DOWN THE HALL TO THE HORSEPOWER SHOP, AND SEE IF WE CAN BLOW THE DOORS OFF THEIR DYNO ROOM. WE'VE REBUILT A FEW ENGINES HERE AT XTREME. WE'VE BUILT SOME ON A BUDGET FOR ROCK CRAWLERS, AN INSANE RACE MOTOR BUILT FOR SHORT COURSE RACING, AND EVEN SAVED SOME OLD IRON FOR OUR CLASSIC SCOUT. BUT FOR THIS ENGINE WE WANTED SOMETHING A LITTLE DIFFERENT. WHEN YOU'RE LOOKING FOR CRAZY POWER FROM A DIESEL ENGINE, THE BEST PLACE TO START IS IN THE WORLD OF PULLING TRUCKS. TRUCKS THAT PUT OUT OVER 1,000 HORSEPOWER AND OVER 1,800 POUND FEET OF TORQUE AT THE WHEELS, AND YOU CAN STILL DRIVE'EM ON THE STREET EVERY DAY. IN THE LATE '90'S THE WORLD OF PULLING TRUCKS CHANGED THANKS TO THE READILY AVAILABLE POWER FROM FACTORY DIESEL RIGS. AND ONE GUY THAT'S BEEN AT THE FOREFRONT OF DIESEL PERFORMANCE IS BRAYDEN FLEECE FROM FLEECE PERFORMANCE. HE MADE THE TRIP DOWN FROM INDY TO HELP BUILD THIS MONSTER. ( tires screeching )

(IAN)>> WHOA, WITH AN ENTRANCE LIKE THAT I KNOW WE'VE GOT THE RIGHT GUY IN THE SHOP FOR THIS JOB. BRAYDEN, GOOD TO SEE YOU AGAIN MAN.

(BRAYDEN)>> GREAT TO BE HERE IAN.

(IAN)>> NOW WE'VE HAD PEOPLE COME IN BEFORE, HELP US OUT, AND EVERY TIME WE DO WE ASK THEM TO BRING SOMETHING. NOW WHAT'D YOU BRING US?

(BRAYDEN)>> I'VE GOT OUR 2005 DODGE CUMMINS PULLING TRUCK. IT MAKES JUST SHY OF 1,000 HORSEPOWER TO THE GROUND, 1,777 FOOT POUNDS.

(IAN)>> AND THIS IS YOUR BREAD AND BUTTER RIGHT. YOU JUST EVERYDAY BUILD PULLING TRUCKS.

(BRAYDEN)>> EXACTLY, DREAM JOB. WE BUILD 50/50 DURAMAX AND CUMMINS, AND THEN WE ALSO MANUFACTURE ELECTRONICS AND TURBOCHARGERS, A LITTLE BIT OF EVERYTHING. NOW THIS DURAMAX THAT WE'RE BUILDING, IT'S GOING INTO A ROCK CRAWLER, SO IT'S A LITTLE BIT DIFFERENT. ARE WE GONNA BE ABLE TO ADAPT EVERYTHING THAT YOU DO EVERYDAY IN A PULLING TRUCK AND STICK IT IN A ROCK CRAWLER?

(BRAYDEN)>> WE'RE GONNA APPLY SOME OF THE TECHNOLOGY THAT WE DO HERE TO YOUR BUGGY. WE'RE NOT GONNA PUT THAT BIG OF A TURBO ON IT. YOU NEED THE THROTTLE RESPONSE OUT OF A LITTLE SMALLER TURBO, WE'LL STILL GET THAT HORSEPOWER GOAL YOU'RE AFTER.

(IAN)>> WELL YOU DIDN'T COME HERE TO TALK ABOUT THIS TRUCK, EVEN THOUGH IT DOES LOOK GREAT, BUT WE'VE GOT A MOTOR TO TEAR DOWN, LETS GO!

(BRAYDEN)>> GOT A REAL MOTOR.

(IAN)>> MODERN ENGINES LIKE OUR DURAMAX HAVE A LOT OF COMPONENTS TO MAKE THEM RUN, ELECTRICAL HARNESSES, SENSORS, AND COMPUTERS THAT ALL NEED TO BE KEPT IN GOOD WORKING ORDER. BUT BE SURE TO TAKE YOUR TIME, DON'T RUSH, KEEP TRACK OF ALL THE PARTS THAT YOU TAKE OFF. BRAYDEN ALSO BROUGHT HIS HEAD ENGINE BUILDER, JERROD NEAL, TO HELP WITH THIS ENGINE. JERROD KNOWS THE DMAX LIKE THE BACK OF HIS HAND, AND IS KEY TO KEEPING THE HIGH PERFORMANCE ENGINE DIVISION AT FLEECE PERFORMANCE ENGINE RUNNING TO FULL PULL!

ANY ENGINE WILL SHOW YOU ITS FAILURE POINTS WHEN YOU START ADDING POWER, AND THE DURAMAX IS NO DIFFERENT. WE'VE GOT THREE OF THE MOST COMMON FAILURE POINTS IN THAT ENGINE LAID OUT RIGHT HERE, AND IT ALL STARTS WITH THE PISTONS.

(BRAYDEN)>> THIS IS A FACTORY DURAMAX PISTON HERE. NOTICE THE BOWL DESIGN IS CALLED A REINTERIM BOWL. IT WAS DESIGNED PRIMARILY FOR EMISSIONS, NOT FOR MAKING HORSEPOWER. WHAT HAPPENS IS THE CYLINDER PRESSURE WANTS TO NOT ONLY PUSH DOWN ON THE PISTON TO MAKE HORSEPOWER, BUT ALSO WANTS TO SPREAD. IT GETS TRAPPED UNDER THAT LIP, AND YOU ULTIMATELY END UP WITH A FAILURE LIKE THIS. IT'S KINDA AN EXTREME EXAMPLE BUT IT CAN HAPPEN SOME OF THE HIGHER END PROGRAMMERS. WHAT WE'RE GONNA DO IS REPLACE IT WITH THIS PISTON FROM SOCAL DIESEL. WE REMOVE THAT LIP. WE'RE GONNA LOSE A LITTLE COMPRESSION BUT IT WON'T HURT OUR ULTIMATE HORSEPOWER GOAL. I'VE COATED THE CROWN AND THE SKIRT WITH TEFLON COATING. IT SHOULD HELP US MAKE A LITTLE MORE HORSEPOWER.

(IAN)>> NOW ON THOSE PISTONS WE'RE GONNA MOUNT SOME NEW CONNECTING RODS, AND A CONNECTING ROD FAILURE IN A DIESEL ENGINE IS NOT THAT MUCH DIFFERENT THAN A GAS ENGINE. YOU'LL SEE THEY'LL OFTEN BREAK OR BEND LIKE THIS STOCKER RIGHT HERE. NOW THE BEST WAY TO KEEP THAT FROM HAPPENING IS TO UPGRADE THE RODS. WE'RE GONNA INSTALL A SET OF CARILLO RODS. NOW THESE ARE A CHROMOLY HBEAM STYLE ROD. NOT ONLY ARE THEY LIGHTER THAN THE FACTORY RODS, THEY'RE ALSO A LOT STRONGER BECAUSE OF THE MATERIALS THEY'RE MADE OUT OF AS WELL AS THE DESIGN. WHAT WE'LL DO IS WE'LL MOUNT THEM UP ON THE PISTONS AND HAVE THEM FULLY BALANCED SO THE ROTATING ASSEMBLY WORKS AS ONE.

(BRAYDEN)>> ANOTHER COMMON FAILURE POINT IN THE DURAMAX IS WITH THE FACTORY CAM SHAFT. IT USES A PIN TO LOCATE THE CAM GEAR, WHICH WE FIND SHEARED OFTEN TIMES. WE'RE GONNA REPLACE IT WITH THIS UNIT FROM SOCAL DIESEL, WHICH USES A KEYWAY HERE TO KEEP EVERYTHING IN TIME. WE'RE GONNA ALSO KEY THE CRANK SHAFT WHEN WE GET IT OUT OF THE MOTOR.

(IAN)>> NOW THIS IS A SIGNIFICANT INVESTMENT OF MONEY WHEN YOU'RE BUILDING A PULLING TRUCK MOTOR. HOW MUCH WOULD DOING THESE UPGRADES JUST TO A DURAMAX, HOW MUCH IS IT GONNA COST YOU?

(BRAYDEN)>> YOU'RE LOOKING AROUND $6,000 TO $7,000 DOLLARS WITH JUST THE COMPONENTS.

(IAN)>> BUT THAT'S WHERE YOU NEED TO PUT YOUR MONEY RIGHT, ON A PULLING TRUCK ENGINE?

(BRAYDEN)>> IF YOU WANT TO WIN!

(ANNOUNCER)>> UP NEXT, BACK FROM THE MACHINE SHOP, THE DIESEL COMES TOGETHER. AND IN THE DYNO ROOM, HOW MUCH BOOST IS TOO MUCH BOOST?

(IAN)>> WITH OUR BLOCK BACK FROM THE MACHINE SHOP, FRESHLY CYLINDER HONED, LINE HONED, AND DECKED, WE CAN FINALLY START TO BUILD THIS MONSTER. THE NEW CRANK IS DROPPED INTO THE BLOCK AND TORQUED DOWN USING SOME ARP MAIN STUDS. THE NICE THING ABOUT HAVING A PROFESSIONAL ENGINE BUILDER IN THE SHOP LIKE JERROD IS YOU LEARN COOL LITTLE TIPS AND TRICKS, LIKE THE WAY HE TORQUES THE MAIN STUDS BY TURNING THE ENGINE ON ITS SIDE SO YOU'RE NOT USING YOUR ARMS, YOU'RE USING YOUR LEGS TO TORQUE THEM DOWN. THEN WE'LL INSTALL THE NEW "D" LIFT PISTONS ONTO THE CARILLO RODS, AND ADD THE CLEAVITE PISTON RINGS. RING GAP ALIGNMENT IS CRUCIAL IN A DIESEL ENGINE DUE TO THE CYLINDER PRESSURES IN THE COMBUSTION CHAMBER. A MILDLY BUILT DIESEL ENGINE WHERE THE COMPRESSION IS 17.5 TO ONE COULD SEE 6,000 POUNDS OF PRESSURE ABOVE THE PISTON DURING COMBUSTION. NOW ON OUR DIESEL ENGINE WE'RE GONNA BE CONVERTING IT FROM TWO DIFFERENT MODELS. THE ONE WE PULLED OUT OF THE WRECKED TRUCK WAS AN LB SEVEN AND WE'RE GONNA BE CONVERTING IT OVER TO AN LBZ FOR THREE MAIN REASONS. NUMBER ONE, THE ELECTRONICS PACKAGE ON THE LBZ IS JUST A LITTLE BIT BETTER. NUMBER TWO, WE'RE GONNA GET THE VARIABLE GEOMETRY TURBO CHARGER WITH THAT LBZ. AND MORE IMPORTANTLY, THE INJECTORS ARE GONNA BE EXTERNAL. NOW THE TWO OF THEM ARE EASILY IDENTIFIABLE. IF YOU HAVE EXTERNAL INJECTORS, THEY BASICALLY SIT ON THE ROCKER COVER LIKE THIS AND YOU CAN EASILY SEE THEM ON THE ENGINES IN THE TRUCK. IF YOU HAVE A ROCKER COVER LIKE THIS WHERE THERE'S SMALL PIPES TRAVELING INSIDE PAST THESE ORINGS, THEN YOU HAVE AN LBSEVEN. NOW THE CONVERSION'S NOT THAT HARD. ALL WE REALLY HAVE TO CHANGE IS A RELUCTOR RING ON THE CRANK SHAFT AND THE CYLINDER HEADS IN THE MOTOR. NOW SINCE WE'RE GONNA GO AHEAD AND SWAP THOSE CYLINDER HEADS OVER TO THE LBZ STYLE, WE THOUGHT, WHY NOT UPGRADE THEM AT THE SAME TIME. SO WE CALLED UP SOCAL DIESEL AGAIN AND WE GOT THEIR BRAND NEW CNC PORTED CYLINDER HEADS FOR THE LBZ DURAMAX. NOW THE NICE THING ABOUT THESE IS THE CNC PORTS ON THE EXHAUST AS WELL AS ON THE INTAKE SIDE OF THE ENGINE. THEY'RE ALSO POLISHED TO IMPROVE AIR FLOW. THE VALVES ARE LARGER ON THESE HEADS AND THE SPRING RATE IS A LOT HIGHER. NOW THE REASON THAT YOU UPGRADE THE SPRING RATE ON A DIESEL ENGINE IS A LITTLE BIT DIFFERENT THAN A GAS ENGINE. YOU SEE, YOU BUILD SO MUCH BOOST IN A HIGH PERFORMANCE DIESEL ENGINE, THE TURBO CAN ACTUALLY PUSH THE VALVES OPEN RIGHT WHEN YOU'RE SITTING THERE REVVING UP THE ENGINE. SO BY INCREASING THAT SPRING RATE, WE'LL KEEP THE VALVES CLOSED, LET US BUILD A LOT OF POWER. THE SOCAL DIESEL BILLET CAM PROVIDES MORE LIFT AND VALVE DURATION TO IMPROVE THE AIR FLOW INTO THE MOTOR. THE DMAX IS A SOLID LIFTER ROLLER MOTOR. SO THE STOCK LIFTERS ARE REINSTALLED. THE MAIN BEARING BOLTS AND THE HEAD BOLTS IN THE DURAMAX ARE WHAT'S CALLED TORQUED TO YIELD. NOW THAT MEANS YOU CAN ONLY USE THEM A SINGLE TIME. THEY HAVE TO BE REPLACED DURING ANY REBUILD. FOR JUST A FEW MORE DOLLARS YOU CAN DITCH THOSE AND REPLACE THEM WITH ARP STUDS. THEY'LL GIVE YOU BETTER HOLDING POWER, PLUS YOU CAN REUSE THEM WHENEVER YOU TEAR THE ENGINE DOWN. CONSIDERING THE PRESSURE INSIDE A DIESEL ENGINE, THE LAST PLACE YOU WANT TO SKIMP IS ON THE HEAD GASKETS. WE'RE USING FEL PRO'S MULTILAYERED STEEL GASKETS TO SEAL THE HEAD TO THE BLOCK. NEW PUSH RODS AND BILLET BRIDGES WILL ENSURE THAT THE INCREASED SPRING PRESSURE AND LIFT FROM THE CAM DOES NOT EFFECT THE VALVETRAIN OPERATION.

(BRAYDEN)>> THE DURAMAX DIESEL USES GLOW PLUGS TO HELP IT START UP IN COLD CLIMATES. WE'RE GONNA DELETE THESE WITH A BILLET BLOCK OFF. WE'RE NOT USING GLOW PLUGS BECAUSE WE'RE NOT GONNA RUN THIS BUGGY IN THE WINTER. IF WE CAN'T GET IT STARTED, WE'LL JUST USE A LITTLE ETHER. PLUS WITHOUT GLOW PLUGS WE ELIMINATE ANOTHER POINT OF FAILURE.

(ANNOUNCER)>> DURING THE BREAK THE BOYS WILL BUTTON HER UP. THEN IT'S OFF TO THE DYNO ROOM FOR SOME FULL PULLS, STAY TUNED!

(IAN)>> NOW SO FAR TODAY EVERYTHING WE'VE DONE TO OUR DIESEL ENGINE APPLIES TO GAS ENGINES AS WELL. YOU WANT MORE POWER, YOU SIMPLY THROW SOME HARD PARTS AT IT TO GET THAT POWER. BUT WHEN IT COMES TO THE FUEL DELIVERY IN A DIESEL, IT IS ALL DIFFERENT. YOU SEE, THE FUEL COMES FROM THE TANK AT A PRETTY STANDARD PRESSURE, MAYBE SEVEN TO 11 PSI, BUT WHEN IT GETS UP TO THE MOTOR THAT ALL CHANGES RIGHT AT THE INJECTION PUMP. NOW THIS IS THE PUMP THAT MOUNTS IN THE LIFTER VALLEY RIGHT DOWN IN HERE RIGHT BRAYDEN?

(BRAYDEN)>> CORRECT.

(IAN)>> NOW WHAT'S THE PURPOSE OF THIS PUMP?

(BRAYDEN)>> IT TAKES LOW PRESSURE FUEL, LIKE YOU SAID FROM THE TANK, AND PRESSURIZES IT ANYWHERE FROM 23,000 TO 30,000 IN THE PERFORMANCE APPLICATIONS.

(IAN)>> NOW THIS PUMP IS KINDA LIKE ON AN OLD MECHANICAL DIESEL, IT'S LIKE A DISTRIBUTOR RIGHT? THAT'S WHAT TIMES THE MOTOR SORTA?

(BRAYDEN)>> NOT ON THIS. THIS IS LIKE A COMMON RAIL LIKE A FUEL INJECTED GASOLINE ENGINE. WE'RE GONNA PRESSURIZE COMMON RAILS AND THEY GO TO EACH INJECTOR, AND YOU'VE GOT A CONSTANT SUPPLY OF THAT HIGH PRESSURE FUEL, AND THE SOLENOIDS FIRE IT OFF, INJECTOR.

(IAN)>> SO WE'RE TALKING ABOUT 30,000 PSI. SO THAT'S A MAJOR PILE OF PRESSURE COMING OUT OF THIS PUMP. NOW WHAT WOULD, JUST SO THE GUYS AT HOME KNOW, WHAT WOULD YOU SEE IN LIKE A COMMON RAIL EFI GAS MOTOR?

(BRAYDEN)>> 70, 100 POUNDS AT THE MOST.

(IAN)>> SO WE'RE TALKING 300 TIMES MORE PRESSURE. AND THE FUEL IS KICKED OFF, IT'S INJECTED RIGHT AT THE POINT OF IGNITION CORRECT?

(BRAYDEN)>> IT'S DIRECT INJECTION, IT'S GOING RIGHT IN THE CYLINDER.

(IAN)>> NOW ON THIS MOTOR WE'RE NOT RUNNING A SINGLE PUMP RIGHT?

(BRAYDEN)>> NOPE, WE'RE GONNA ASK FOR A LITTLE BIT HIGHER VOLUME THAN THIS PUMP CAN DELIVER. SO WE'RE GONNA ADD ANOTHER ONE.

(IAN)>> NOW YOU'VE GOT A KIT FROM ATS DIESEL, WHICH'LL MOUNT THIS PUMP UP WHERE THE SECOND ALTERNATOR WOULD NORMALLY MOUNT. AND WHAT IS THE POINT OF RUNNING TWO PUMPS LIKE THIS?

(BRAYDEN)>> WELL IT'S TWO FOLD. THESE TWO PUMPS IN NORMAL DRIVING HALF THE LOAD. SO IT'S TWICE AS DURABLE, AND PLUS IT'S REDUNDANCY. IF THIS PUMP FAILS FOR WHATEVER REASON, THERE'S CHECK BALLS IN THE SYSTEM. THIS ONE CAN TAKE OVER AND THAT'S SEAMLESS. WHEN WE'RE ASKING FOR A LOT OF POWER, THEN YOU CAN USE BOTH PUMPS TO THEIR FULLEST VOLUME.

(IAN)>> NOW THE REASON WE NEED TO ADD ALL THAT MORE VOLUME IS JUST CAUSE WE'RE DUMPING THAT MUCH MORE FUEL IN?

(BRAYDEN)>> WE'RE PUTTING BIGGER INJECTORS IN AND WE'RE GONNA INCREASE THE PULSE WIDTH, AND WE'RE DUMPING A LOT OF FUEL IN THERE.

(IAN)>> HOW MUCH MORE FUEL ARE WE GONNA PUT INTO THIS ENGINE?

(BRAYDEN)>> WE CAN DELIVER 250 TO 300 PERCENT MORE FUEL. THAT'S A LOT OF FUEL.

(IAN)>> NOW TO GO WITH ALL THAT EXTRA FUEL WE'RE GONNA NEED MORE AIR, AND THE EASIEST WAY TO DO THAT IS TO UPGRADE YOUR TURBOCHARGER SETUP. AND ON A TYPICAL DURAMAX, THIS IS WHAT YOU'D BE INSTALLING UNDERNEATH THE HOOD. IT STARTS RIGHT AT THE ENGINE WITH SOME NEW EXHAUST MANIFOLDS. NOW THIS SET IS FROM ATS DIESEL, AND YOU CAN SEE IT WHEN YOU COMPARE THEM TO A STOCKER, THERE IS ALMOST NO RESTRICTIONS CAST INTO THEM. THAT'LL DELIVER THE EXHAUST A LOT EASIER UP TO THE BACK OF THE TURBOCHARGER. NOW THIS IS A FLEECE PERFORMANCE CHEETAH TURBO CHARGER, AND BASICALLY REPLACES THE STOCK UNIT IN YOUR TRUCK AND WILL DOUBLE THE PSI DELIVERED TO YOUR ENGINES. BUT WE WANT MORE THAN THAT, WE WANT MORE POWER. SO WE'RE GONNA GO WITH TWO TURBOS IN WHAT'S CALLED A COMPOUND TURBO SETUP. WE'LL HAVE ONE LARGE TURBOCHARGER. THE AIR WILL TRAVEL THROUGH AND BE DELIVERED DOWN TO THE SMALLER TURBOCHARGER. WHAT THAT GETS US THE BEST OF BOLT WORLDS. WE'LL HAVE THAT QUICK THROTTLE RESPONSE BECAUSE WE HAVE THE SMALL CHARGER, BUT WE'LL BE ABLE TO GET THOSE MONSTER BOOST NUMBERS BECAUSE BACKING IT UP WE HAVE A LARGER TURBOCHARGER. THE NICE THING IS, BECAUSE THIS SMALLER UNIT IS A VARIABLE GEOMETRY TURBOCHARGER, WE'LL BE ABLE TO CONTROL ALL THE BOOST WITH THE ENGINE'S ECU AND WE WON'T NEED ANY WASTE GATES. NOW I'M SURE A LOT OF YOU GUYS ARE WONDERING, HOW COME YOU CAN DO THIS WITH DIESEL ENGINES, JUST ADD HUGE BOOST NUMBERS. IN THIS CASE 85 PSI AND NOT HAVE ANY PROBLEMS. IN A GAS ENGINE YOU'D HAVE DETONATION AND POSSIBLE PART FAILURE. WELL A DIESEL ENGINE IS DIRECT INJECTED. THE FUEL IS NOT ADDED TO THE ENGINE UNTIL THE POINT OF COMBUSTION. SO YOU CAN KEEP ADDING BOOST ALL DAY LONG AND YOU'LL JUST GET MORE POWER.

(ANNOUNCER)>>> SO JUST WHAT KIND OF NUMBERS WILL OUR DMAX RECORD? STAY TUNED TO FIND OUT WHEN XTREME 4X4 CONTINUES!

(IAN)>> WITH OUR ENGINE COMPLETELY ASSEMBLED AND READY TO ROCK, IT'S TIME TO SEE WHAT KIND OF NUMBERS THIS MONSTER WILL BE PUTTING DOWN AT THE FLYWHEEL, AND FOR THAT IT'S TIME FOR A FIELD TRIP DOWN TO THE HORSEPOWER SHOP AND THEIR DTS ENGINE DYNO.

(MIKE)>> SO THIS IS IT, HUH, THE BEAST?

(IAN)>> THIS IS IT MIKE, WHAT DO YOU THINK BABY?

(MIKE)>> THAT IS PRETTY WICKED LOOKING. I LOVE WHERE THE TURBOS MOUNT AT.

(BRAYDEN)>> IF ONE WON'T DO IT, TWO WILL.

(IAN)>> YOU EVER PUT A DIESEL ON OUR ENGINE DYNO BEFORE?

(MIKE)>> FIRST ONE.

(IAN)>> FIRST DIESEL ON THE DYNO.

(MIKE)>> SO WHAT DO YOU GUYS THINK ON POWER?

(BRAYDEN)>> WE'VE DONE, 800, 900 ON THIS SET UP TO THE GROUND. SO 1,000 SHOULDN'T BE A PROBLEM.

(IAN)>> WE'VE GOT A BOX OF DONUTS ON 1,000.

(MIKE)>> WELL THE BIG THING ON THESE IS TORQUE OVER POWER ANYWAY. SO WHAT ARE WE LOOKING AT THERE?

(BRAYDEN)>> WE SHOULD BE CLOSE TO 2,000, DOUBLE.

(MIKE)>> NICE, NICE, I'M EXCITED TO SEE IT MAN. YEAH, THAT THING LOOKS WICKED.

(IAN)>> ALRIGHT WE'VE GOT THE MOTOR ALL HOOKED UP, AND I OWN A DURAMAX, SO I KINDA KNOW WHAT I'M LOOKING AT HERE. WE'VE ALREADY TALKED ABOUT THE INJECTION WITH THE DUAL FUEL AND THE TWIN TURBOS, BUT I DON'T SEE AN INTERCOOLER ON THIS SETUP. SO IS THAT GONNA CAUSE US ANY PROBLEMS?

(BRAYDEN)>> WELL FOR CRAWLING YOU'RE NOT GONNA HAVE ANY AIR OVER THE INTERCOOLER ANYWAYS. SO WE'RE GONNA USE A SNOW PERFORMANCE WATER METHANOL KIT WHICH WILL INJECT WATER, AND METHANOL IF YOU CHOOSE TO USE THAT MIX, AND PICK UP A LITTLE MORE POWER.

(IAN)>> NOW THAT'S GONNA GIVE US MORE POWER, WILL IT ALSO COOL IT DOWN A LITTLE BIT TOO?

(BRAYDEN)>> YEAH, DEFINITELY, THE ATOMIZATION OF THE WATER IS GONNA COOL IT OFF AND ALCOHOL IS DEFINITELY GONNA COOL IT OFF BUT ADD A LITTLE MORE POWER IF WE'VE GOT THE AIR, WHICH WE DEFINITELY HAVE THE AIR.

(IAN)>> NOW WHAT KIND OF TEMPERATURES ARE WE TALKING ABOUT HERE CAUSE WE'RE BASICALLY COMING OUT OF TURBOCHARGERS RIGHT INTO THE INTAKE?

(BRAYDEN)>> INTAKE AIR TEMPERATURES COULD GET AS HIGH AS 400 OR 500 DEGREES DEPENDING ON THE TUNING WITH THIS VGT TURBO. WE'RE GONNA BE INJECTING THAT INTO THE AIR STREAM AND KEEP IT AROUND 100 DEGREES.

(IAN)>> PERFECT, LETS SEE WHAT IT DOES. WE'LL HAVE BRAYDEN START WITH A RELATIVELY MILD TUNE. ( engine revving )

(IAN)>> AND AFTER THE FIRST PULL, THE LBZ LAID DOWN 1,110 POUND FEET OF TORQUE AND JUST UNDER 600 HORSEPOWER. WITH A REFLASH OF THE ECU, BRAYDEN ADJUSTS THE FUEL AND TIMING TABLE AND THE AMOUNT OF BOOST BY CONTROLLING THE VEIN POSITION ON THE TURBOS. WHOO, WELL THAT'S OKAY, THAT'S THE EASY ONE TO FIX. WHEN YOU'RE PUSHING OVER 80 POUNDS OF BOOST, THAT CAN HAPPEN. BUT WITH IT FIXED, LETS ROLL INTO IT ONE MORE TIME. WHEN THE BLACK SMOKE CLEARED, THE FINAL NUMBER, 1,632 POUND FEET OF TORQUE AND 923 HORSEPOWER AT 65 POUNDS OF BOOST, WAY MORE THAN WE WILL EVER NEED.