Popular Posts Building a 6.0L LS Engine 88mm Turbocharged 383 cid Gen II LT1 Engine August 2022 Shop Solutions 496 cid Big Block Chevy Engine 427 cid Small Block Chevy Engine Connect with us advertise with us
Building a 6.0L LS Engine
88mm Turbocharged 383 cid Gen II LT1 Engine
496 cid Big Block Chevy Engine
427 cid Small Block Chevy Engine
Popular Posts Building a 6.0L LS Engine 88mm Turbocharged 383 cid Gen II LT1 Engine August 2022 Shop Solutions 496 cid Big Block Chevy Engine 427 cid Small Block Chevy Engine Connect with us advertise with us
Building a 6.0L LS Engine
88mm Turbocharged 383 cid Gen II LT1 Engine
496 cid Big Block Chevy Engine
427 cid Small Block Chevy Engine
How can you not love summer? Sure, it gets hot, but it definitely beats the cold, and there’s so much going on to occupy your time. Here at Engine Builder, our team has stayed extremely busy attending racing events, shows, visiting manufacturers and engine shops, as well as our usual content work.
When the timing cover or block has no dowel pins, or the dowel holes do not fit snug on the pins. Take an old damper and hone the center so that it is now a slip fit onto the crank snout. Use it to hold the cover in place while tightening the bolts.
Women in motorsports... need we say more? These nine women do some awesome things in this industry.
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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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Looking to get the shop’s name out in public and compete in the Ultimate Callout Challenge with a true engine building statement, The Diesel Shop pulled out all the stops on this compound turbo 6.4L Cummins build. Find out why it dominated at the 2019 UCC event.
Diesel of the Week is presented by
Mike Wysowski always liked the idea of beating Mustangs, Camaros and Corvettes with a truck that weighed three times as much as those vehicles. That idea intrigued him enough to get into the diesel industry. “I wanted to start building trucks that were faster than normal,” Wysowski says.
At the age of 18, Mike began picking up knowledge and experience anywhere he could. He started working on larger trucks and pickup trucks. He got a job working on garbage trucks and on heavy equipment. Soon, Mike and a buddy, Scott Strong, started toying with the idea of starting their own side gig.
“We opened a shop working almost full time after another full-time job,” Wysowski says. “We started working on stuff on the side after leaving a full-time job as technicians for heavy equipment, trucks, moving vehicles, stuff like that. We would do that job for eight or 10 hours and then go and work on the side for probably eight hours, seven days a week. We were working over 100 hours a week for a good few years.”
About a year into that, an opportunity arose to rent a bigger building that would cost four times the amount they were paying at the time and would require an even bigger commitment.
“If we’re going to do it, this was what we’re going to do,” he says. “That was the right time and that’s what happened. We opened The Diesel Shop in November 2015.”
With a bigger space and more work to get done, Mike and Scott hired their first employee, which Mike says was one of the scariest things he’s ever done.
“We hired one guy and it was probably the hardest thing we had to do because paying one more guy on top of paying ourselves was probably the scariest thing we’ve ever done,” he says. “It ended up turning out all right. We hired this guy named Mike who’s been working with us going on four years now.”
Today, The Diesel Shop, located in Avon, NY, has 10 full-time employees and an 8,000 sq.-ft. facility. Wysowski says he’s been trying to give other employees more responsibility so he can become less hands-on with the business.
“I’ve been trying to mold other people into managing roles and get myself away from the business a little bit more than what it used be because I was going insane pouring my heart and soul into everything, every day, all day,” he says. “I moved away a little bit and got my partner up to speed on managing the business and we kind of just all do the pieces we’re good at to keep the business rolling.”
The Diesel Shop does a wide array of engine work – essentially anything diesel related is fair game.
“We work on just about everything,” he says. “I don’t turn anything down. We originally started working with performance because there was nobody around here in our area doing performance. Then we started doing more heavy equipment, construction equipment, tractors, trailers, and dump trucks. There’s a salt mine down the road from here in Mount Morris. We go 1,200 feet underground and work on their equipment underground. We’ve done work for the Coast Guard on their diesel boats. We work on generators and air compressors. We’re also certified to work on propane-powered vehicles, so we do a lot of school buses as well as fire trucks and ambulances.
“I would say 85% of everything we do is trucks. We’re big Cummins fans here, but I like all of it. I would say there’s more issues with Powerstrokes and Duramax than Cummins, but there isn’t one that we see more than the other.”
The Diesel Shop does a lot of its work in-house, but its machine work is sent out to TW Automotive and Machine, which is Mike’s uncle’s machine shop.
“I always send everything over to my uncle Tom who has a machine shop,” he says. “We do disassembly and assembly in-house.”
One of The Diesel Shop’s more impressive performance builds was a 6.7L Cummins engine they built for the shop’s race truck. Mike bought a 2006 Dodge Ram four door short bed that had a 5.9L Cummins engine with 300,000 miles on it.
“I bought it from a kid who kept pretty good care of it,” Wysowski says. “It had a manual transmission. It started off as my daily driver. I ended up lifting it six inches, put 37-inch tires on it and we put on compound turbos, injectors, a clutch and some other stuff. I rolled around with that for a while and it started with 450 horse. We did some work and brought it up to about 750 hp and then brought it up to 850 hp and then it was at about 1,000 hp before I turned it into a race truck. I could do a rolling burnout at 75 mph in fifth gear on the highway.”
Once The Diesel Shop decided to turn it into a race truck, they yanked the 5.9L Cummins engine out and Mike purchased a 2014 Cummins 6.7L from a wrecked truck as a core. The goal with this 6.7L Cummins was to make the truck an Ultimate Callout Challenge contender.
“We built it to race locally and get our name out there,” he says. “We also wanted to compete in the Ultimate Callout Challenge, so that’s basically why we built the truck. We tore that engine apart and found that the pistons were broken half, so we took it over to my uncle’s machine shop, TW Automotive and Machine, tore it all the way down and built it all the way up with a deck plate.
“We put a Wagler deck plate on it. We bored and sleeved it. We changed the rod angle by adding a 1˝ deck plate, so we had Wagler’s 1˝ longer rods with Wagler’s 1˝ longer pushrods. We actually changed the size of the bore, so it really isn’t a 6.7L anymore. When we sleeved it, we sleeved with a tighter housing, so we put more meat into the sleeve rather than having the thin walls you would have had with a larger bore. It is technically a 6.4L now.
“We did some serious turbo and injector work using a Garrett compound turbo setup that was built by HSP. We ran a factory crank that was just basically ground and polished, which lasted well with all the power. We also still had coolant running through it, so it wasn’t a solid block.
“We had a ported head on there from D&J Precision. I took them a bare head basically and they ported it and then my uncle finished the machining. My uncle put bronze guides in it, which nobody was doing at the time.
“The engine also had Manley valves in it and a 14mm Gorilla girdle on there. Freedom Racing Engines helped us out with the upper valvetrain assembly, so they gave us some trunnions that were made by Trend and some other stuff. The pistons were Diamond coated pistons and the wrist pins were from Diamond.
“We also had to clearance the bottom of the cylinders for the extra rod size. We had a Hamilton cam and Hamilton lifters. We upgraded to Cummins stock rocker arms that had the steel tappet on the end. Hamilton springs were also in it.”
Wysowski admits, “that was a pretty kick ass set up.” He said it lasted three seasons and probably got about 80 passes out of it at full bore without having to do anything with it.
“For the race truck we use AMSOIL,” he says. “I always religiously ran AMSOIL in my race truck. I’ve been very happy with it. I’ve used it for the whole life of that truck, and it ran three seasons with no hiccups. It had a lot of power and took a lot of abuse. We pulled the injectors out of it and checked the sleeves and there were no issues. It’s still running today and she’s kicking ass.”
The compound turbo 6.4L Cummins ended up cranking out 2,100 horsepower and 3,160 ft.-lbs. of torque. To top it off, The Diesel Shop brought the truck to the 2019 UCC event and won first place in the overall qualifiers in their first appearance.
“We built it to the point where we can compete in that competition by putting in a quick release pulling set up, a drag set up and a dyno set up,” he says. “We also put a little nitrous through it. We didn’t do a lot compared to what the other teams were doing. We did some quick changes and then we won it. We just fed the engine with a lot of fuel and a lot of air, and then we added some nitrous to it and the thing is just killer.”
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 [email protected]
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Diesel of the Week: Derek Rose’s Triple-Turbo 6.7L Cummins Engine
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