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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Growing up as a gearhead, Dustin Harrison was obsessed with making everything he touched faster, better and louder. Naturally, he was drawn to diesel engine work and opened Apex Diesel Performance so he could build awesome engines like this Super Stock 6.7L Cummins. Find out what went into building this sled pulling beast!
Diesel of the Week is presented by
With a dad who owned a repair shop, Dustin Harrison grew up as a gearhead, and would try to make everything faster, better and louder, as most gearheads do. When the diesel aftermarket first started to surge in the late-‘90s and early 2000s, Harrison was just getting his driver’s license. His first truck? It was a diesel, and his passion for diesel trucks and engines blossomed from there.
“I had the automotive background and I applied that to the diesel side, and because there weren’t a lot of shops doing diesel performance at that point, we started working on a lot of diesels,” Harrison says. “I opened Apex Diesel Performance five years ago in 2014.”
Apex Diesel Performance has four full-time employees operating out of an 8,700 sq.-ft. facility in Atlantic, PA. The Apex shop is strictly dedicated to diesel engine work and machining, and also has a Land & Sea dyno.
Apex Diesel has plenty of in-house capabilities, but the guys at the shop can also make a 10-minute drive down the road where they utilize a local CNC shop for one-off pieces too.
“We do high performance sled pulling and drag racing turbo work,” Harrison says. “On the engine side, we mainly do Cummins engines – 12 valve, 24 valve and common rail, with the 5.9L and 6.7L being the most common builds. We do a few Powerstroke builds, but we’re close to 100% Cummins engines. With the workload and volume of stuff that we have, it’s easier keeping machines set up for the inline six engines and the inline six heads.”
Apex Diesel Performance’s latest and greatest build the shop recently finished is a big, single charger, Super Stock 6.7L Cummins engine.
The sled pulling engine build started with a 6.7L Cummins factory block and the shop added a one-inch deck plate and ductile iron Power Bore cylinder sleeves.
“We use [Power Bore] strictly for all of our 6.7s, even if we don’t use a deck plate,” he says. “A 6.7 bore is 4.210˝, and we’ll actually sleeve it back to a 4.125˝ bore. The sleeves work pretty well and we haven’t had any failures or cracks. The factory machines the block and we clearance the bottom of the liners and the inside of the block a little bit for the longer rods and the rotating assembly with the smaller bore size. If we don’t, we get into a little bit of clearancing issues there.”
The shop uses a factory crankshaft as well, which is a 4.880˝ stroke and is extremely strong and a good design right out of the box, according to Harrison. The shop also opts to use the ‘old school,’ 12-valve cylinder head, which is a Hamilton Cam’s aftermarket casting.
“We make our own bottom end girdle too – a 14 millimeter, one-piece, bottom end girdle,” he says. “It’s the same thing with the top – a 14 millimeter ARP 625 head stud. They hold up pretty good and we don’t usually have any firing or head gasket trouble out of them, which for the boost and the cylinder pressure we run is pretty impressive. This set up makes about 120 pounds of pressure on just a single charger.
“We also make our own billet rods, which are custom, one-inch longer, triple-beam rods. These are similar to the H-beams, but we add a third beam in the center of the connecting rod. We modify the block for roller cam bearings and we modify the lifter bores to accept a roller lifter instead of the factory flat tappet style. We run a Crower keyed lifter and a bronze bushing in the lifter bores.”
For this build, Apex runs tool steel wrist pins and tool steel, solid pushrods due to the cylinder pressure and the spring pressure of the engine.
“We’re running into a little bit of deflection and clearance issues in the cylinder head because with the really high lift, high duration camshafts we run, you can only clearance the head so far, so you can’t get a real big pushrod in them,” Harrison says. “So we stay with a smaller, tool steel, Top Fuel dragster, pushrod and stay with a smaller diameter. We get those from Manton.”
The 6.7 Cummins also gets equipped with Arias forged pistons, a Fluidampr, a billet roller rocker system for better valvetrain geometry, Clevite coated bearings, a 17mm Hypermax Sigma pump, Sheid Diesel injectors, and a wet sump, R&R external, three-stage oiling system.
To cap off the build, Apex has a 4.5˝ ball bearing, billet center section HX82 turbocharger on the 6.7.
“On the dyno, the 6.7L Cummins made just over 2,800 horsepower,” Harrison says. “We’re about one to one horsepower and torque.”
The Diesel of the Week eNewsletter 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 [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”
Content for engine professionals and enthusiasts