Popular Posts Derek Rose’s Triple-Turbo 6.7L Cummins Engine A No Prep Kings Twin-Turbo 540 cid Big Block Chevy Engine 509 cid Twin-Turbo W Series Big Block Chevy Engine Dirty Hooker Diesel's Turbocharged 460 cid Billet Aluminum Duramax Engine 3,000-HP LLY Duramax Engine Connect with us advertise with us
Derek Rose’s Triple-Turbo 6.7L Cummins Engine
A No Prep Kings Twin-Turbo 540 cid Big Block Chevy Engine
509 cid Twin-Turbo W Series Big Block Chevy Engine
Dirty Hooker Diesel's Turbocharged 460 cid Billet Aluminum Duramax Engine
Popular Posts Derek Rose’s Triple-Turbo 6.7L Cummins Engine A No Prep Kings Twin-Turbo 540 cid Big Block Chevy Engine 509 cid Twin-Turbo W Series Big Block Chevy Engine Dirty Hooker Diesel's Turbocharged 460 cid Billet Aluminum Duramax Engine 3,000-HP LLY Duramax Engine Connect with us advertise with us
Derek Rose’s Triple-Turbo 6.7L Cummins Engine
A No Prep Kings Twin-Turbo 540 cid Big Block Chevy Engine
509 cid Twin-Turbo W Series Big Block Chevy Engine
Dirty Hooker Diesel's Turbocharged 460 cid Billet Aluminum Duramax Engine
There's nothing more satisfying than a good turbo system...
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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding
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Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!
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One of the biggest and baddest engine builds Capital Diesel Performance has ever done is a compound turbo 6.5L Cummins, which features a 6.7L block and a 5.9L crankshaft. Find out what went into the build!
Diesel of the Week is presented by
When Ken Bruner got his first vehicle – his dad’s old work truck – he found an instant love for all things diesel related. It didn’t hurt that Ken’s dad, a fabricator and a Baja racer, also instilled the values of the automotive industry in Ken at a young age. From there, Ken would make diesel work his passion.
“It kind of spiraled out of control,” Ken Bruner says. “Of course, you start with the tuner and then the intake and exhaust and it just got crazier and crazier until one day I like tried to make my own twin-turbo kit. Once I made one, my buddies wanted some and so I started making more of them.”
Ken went to college for mechanical engineering, and as a side gig while in school, he started Capital Diesel Performance making compound turbocharger kits. Capital Diesel Performance officially became a shop in 2012 and is located in Windsor, CA.
“It’s mainly myself, my wife and my brother – it’s a family thing,” he says. “We have three to five employees depending on how busy we are. We’re looking to build a 3,000 sq.-ft. shop in the next year. Capital Diesel Performance is a specialty shop. It’s a performance shop, so I don’t do oil changes or repairs or anything like that. If someone wants a 1,000-horsepower build or something really nice and custom made and designed, those are the projects I take on.”
Capital Diesel Performance does work on Duramax, but Cummins is the real bread and butter of the shop. Capital Diesel also does a lot of its own machining in-house, but outsources its CNC work.
One of the biggest and baddest engine builds the shop has ever done is a 6.5L Cummins, which is in Ken’s own 2006 Dodge Ram 2500.
“When I got the 2006 truck, I ran a smaller set of compound turbos – a 363 over a 475, but set up 75% over injectors and ran low 11 seconds [in the quarter mile],” he says. “One season, I decided I was going to build the engine and I pulled the engine out and just started to go to town on it. The truck was down for maybe two or three years while I got piece by piece and part by part made. That truck is built top to bottom by me. I write the tunes. I built the transmission. I did all the drivetrain components. Every tab, bracket and tube has been notched, cut and designed by me. The engine was built in-house as well.”
The 6.5L Cummins started with a 6.7L Hamilton solid block that got sleeved and bored .020˝ over to a 4.230˝ bore and paired with a 5.9L crankshaft with a 4.720˝ stroke.
“It comes out to a 6.5L,” Bruner says. “The rods are Carrillo rods. The pistons are Diamond pistons. They’re 15:1 compression with Total Seal gapless rings. The head was machined in-house and features Haisley Machine 14mm ARP L19 head studs and fire rings. The springs are Hamilton 110 springs. The valvetrain components are Manton. Manton made the trunnions, the rocker stud kit and the pushrods. It’s also got a Hamilton 207/220 camshaft.”
To give the 6.5L enough air, Capital Diesel Performance utilized a compound turbo setup, which included a BorgWarner S476/87/1.0 and a Borg Warner S591/111/1.15 with a Turbosmart 45mm Wastegate, Banks intercooler, Banks side draft intake manifold and a Steed Speed exhaust manifold.
“The injectors are 300% over injectors from Dynomite Diesel Performance,” he says. “We used dual Fleece Performance 10mm stroker pumps, a Waterman lift pump, an Exergy 2400 bar pressure relief valve, and an OEM 6.7L fuel rail.”
For the transmission, Bruner used a DPC torque triple disk converter (2400 stall), a TCS aermet input shaft, a TCS intermediate and output shaft, a Sonnax servo, Red Alto clutches, and an HTS valve body, which is controlled by the ECM via a Greys Performance transmission harness.
In addition to the engine and transmission work, Capital Diesel Performance also tackled work involving the roll cage and tuning too.
“It’s a UCC-style truck, so the truck is meant to hit the dyno hard, go to the drag strip and run low-9 or 8-second quarter miles, and then do a full pull,” Bruner says. “We’re working on the sled pull hitch right now. We just did the four-link suspension for drag racing over the off season, so it’s supposed to do everything.
“It makes about 1,100 horsepower on fuel only with the wastegates at lower boost. We’re shooting for 1,500 horsepower – that should get us into the 8-second territory in the quarter mile. We just got a 600-horsepower nitrous kit ordered this last off season, so we’re hoping to have that in before Truck Mania in Sacramento, CA in October. That event has a dyno competition, sled pulling and drag racing.”
Now that the 6.5L Cummins is all set up in the Dodge Ram 2500, Bruner says the truck really rips! We have no doubt that it does and here’s to wishing Ken and Capital Diesel Performance good luck at Truck Mania this fall.
Diesel of the Week is sponsored by AMSOIL.
If you have an engine you would like to highlight in this series, please email Engine Builder magazine’s Editor, Greg Jones at gjone[email protected]
Diesel of the Week: Single-Turbo 5.9L Cummins Engine
Diesel of the Week: Justin Zeigler’s UCC Record-Setting 6.7L Cummins Engine
Diesel of the Week: 900-HP Turbocharged 6.0L Powerstroke Engine
Diesel of the Week: Mario Monette’s 4,000-HP Compound-Turbo C15 Engine “The Beast”
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