Before I was here at Diesel Army, I noticed that at our office we used to have Dyno Days with different trucks. We’ve had a Power Stroke Dyno Day, Duramax Dyno Day, and of course, a Cummins Dyno Day. It’s been a long time since we’ve done that and I think we need to capitalize. Thanks to our friends over at Greg’s Tuning Operation in Sikeston, Missouri, we have his brand new DynoJet dyno ready to rock and roll for every truck in attendance.
The trucks that decided to attend have been shined up and brought down here to hopefully make the power their owners anticipated. We have a very wide range of trucks here when it comes to power and torque. On one end of the spectrum, we have a virtually bone-stock Ford F-250, with a 7.3-liter Power Stroke engine. On the other end, we have a fire breathing Cummins with a bed full of nitrous ready to go. This works great because it offers a wide variety of results for different trucks and configurations.
It’s mid-January in Missouri and the weather can be unpredictable. For instance, Thursday, the day before this shindig, it was nearly 60-degrees and perfect. Of course, the day we want to do this, it’s 129-degrees below. (Exaggeration for effects) As we all arrived, it was literally sleeting and spitting snow down and it just didn’t start off good.
What’s the big deal? The dyno is inside and you can go in there. Well, you’re right about that except the fumes of the event aren’t really something you should inhale for five or six hours but there we were. Anyway, we push through, we got the trucks ready, and see what we could make of this less than stellar day.
Truck #1 Landon Hinkebein-1997 Ford F-250 7.3-Liter Power Stroke-Stock Turbo
This was the first time for Hinkebein on a dyno and he’s really sunk some money into this truck hoping to get it to perform better. With a good set of injectors, custom tuning, and exhaust, he should be on his way. Only time will tell on whether or not this all paid off.
Truck #2 Blake Mayfield-1999 Dodge Ram 2500 5.9-Liter 24-Valve Cummins-Stock Turbo
Mayfield has really turned this truck into just a fun daily driven machine. Before today’s event, he’s said that he’s more of a Duramax guy but this is just something fun. So, for those of who are looking for similar setups like this, at least we can hopefully give you an idea of what this setup is capable of.
Truck #3 Cody Mayfield-2001 Dodge Ram 2500- 5.9-Liter 24-Valve Cummins-Compound Turbo
S & B Cold Air Intake, HX30/40 Hybrid / B2/S475 compound turbo kit, FASS 165 lift pump, Scheid Diesel Lightning VP44, Drilled Crossover Tubes, F1 Diesel Mach 7 240-horsepower injectors, fully balanced rotating assembly, block stiffener, Helix 2 camshaft, fire ringed, 5-inch exhaust, South Bend 3600 dual-disc clutch, Smarty / Edge Products Comp Box.
Cody Mayfield, a twin of the aforementioned Blake, has a similar truck but polar opposites when it comes to build strength. Cody has something that is quite a bit different. This Ram truck has been overhauled under 50,000-miles ago and set up for longevity with a full balance and fire ring job. With these large injectors and a stout driveline to boot, this truck should be impressive on the rollers.
Truck #4 Austin Gribler-2014 Ford F-350- 6.7-Liter Power Stroke
From what I can tell, Gribler is passionate about diesel trucks and really has an interest in pushing his truck further in the upcoming days. From what I’ve gathered, this dyno session is going to be to get some data and figure out where he and his truck stand at this point. These 6.7-liter engines have serious potential so I’m looking forward to seeing what it does here.
Truck #5 Quentin Miller-2006 Dodge Ram 2500- 5.9-Liter 24-Valve Cummins
Stainless Diesel Exhaust Manifold, S488/96/1.32 turbocharger, 250-percent Exergy Performance injectors, Dual PPE CP3 injection pumps, ARP head studs, valve springs, pushrods, D & J Precision Machine connecting rods, 12-MM main studs, and girdle, and a FASS 260 lift pump.
Miller’s truck, even after just seeing it on the trailer, looks mean. You can tell by its widened, angry stance that it’s going to really impress. With a single 88-MM turbo and a set of 250-percent over injectors, this truck should really lay down a number. Also, with a bed full of nitrous bottles, we may even get to see some flame action.
Truck #6 Jeremiah Lintner-2008 Ford F-250-6.4-Liter Power Stroke
59/72 compound turbochargers, ARP head studs, aftermarket up-pipes and air intake, No-Limit Diesel intercooler plumbing, FASS 150 lift pump, custom tuning, and a set of 30-percent over fuel injectors.
Lintner’s F-250 was certainly decked out in accessories but it was also sharply dressed under the engine bay. There aren’t really a ton of these trucks out there that are making the kind of power this one should make so it’s nice to see these platforms still advancing. With two turbos and a good fuel system, this truck should make for a fun street truck.
Truck #7 Cody Schlosser-2006 Dodge Ram 2500-5.9-Liter 24-Valve Cummins
Industrial Injection Silver Bullet 66, 100-percent over injectors, 12-MM Exergy CP3 pump, FASS 165 lift pump, and a built transmission.
Schlosser’s ’06 Ram has been quite the performer over the last year. Schlosser has taken a liking in the world of sled pulling and big bertha here has been the test subject. Schlosser has put some good hard parts on this truck and really looking for 800-horsepower. He’s got the recipe to do it, but there is only one way to find out if he has enough.
Well, let’s just say some people left happier than others. There wasn’t any real disappointment but it seemed like a few of these trucks knew they were being depended on and they let us down in some way. Cody Schlosser’s ’06 Ram blew out tires on the way to the event causing him to be late, Cody Mayfields ’01 24-Valve was throwing a camshaft position code causing the truck to die, and more.
For starters, it was Blake Mayfield’s old 24-valve truck. While it may not look like a show rig, it still pumped out 390 horsepower and 856 lb-ft of torque. For a 21-year old truck that really hasn’t got that much money in it, that’s an impressive number. 390 horsepower is just enough to melt the tires off on a weekend in front of your best friends.
“I was mostly happy with the results on the dyno. I was really hoping to see 425 horsepower out of this truck but the torque converter was slipping pretty bad,” said Mayfield. “Since it was slipping, I’m sure we are leaving quite a bit on the table but we’ll get it fixed and try again later on.” He explained that this is merely a work truck and he doesn’t really have any wild plans for it in the future.
He may get a wild hair and throw on an upgraded turbo, head studs and try for that 500-horsepower mark but at the end of the day, he said he’s a Duramax guy and would still rather have a Duramax toy.
Mr. Hinkebein was up next and he and Blake had somewhat of a grudge on who was going to make more power and we were about to find out who did. Unfortunately, Hinkebein was running into issues with the torque converter as well. At times, it wouldn’t lock up and it was making for a less than stellar performance on the dyno.
Hinkebein was struggling to load the truck as needed and it didn’t make the power he wanted and as he was unloaded the truck off the dyno, he realized that he left the emergency brake on while dynoing. So, pro-tip, always check your emergency brake. Sorry, Luke.
“Next time, I want to hit the dyno with a lockup controller and try it without the emergency brake on. This way, I can control what gear I’m in and get a more realistic horsepower and torque number,” he said. “I’m looking to support these injectors with an Irate Diesel electronic fuel system, bigger oil pump, turbo, head studs, and valve springs.” In my opinion, I like that the guys are still upgrading these old trucks. I look forward to seeing how that truck turns out in the future.
Cody Mayfield’s big compound turbo Cummins was up next on the rollers but during it’s outside idle time (because it was extremely cold) it was struggling to stay running. This wasn’t a good sign heading into a dyno session where we’re looking for the best performance out of it as possible. After tinkering in the parking lot for a few minutes, Mayfield decided enough was enough and it was ready.
Unfortunately, the dyno didn’t go as planned. “The truck was dying right before I was about to open the throttle up but this camshaft code kept popping up and it actually died completely once while on the rollers,” he said. “I believe this cam sensor was intermittent and the real reason why we didn’t get the numbers we wanted.” Mayfield’s Ram made it just past the 550 horsepower mark.
He’s looking to get this cam sensor deal figured out and retry dynoing in another gear to hopefully hit that 700 horsepower mark where it really should be given the mods. Other than that, it’s going to remain a garage queen and be a tow rig when necessary.
Shortly following the second Mayfield’s attempt at the reality check dyno, it was Austin Gribler’s turn to try it out. His ’14 F-250 with minimal work was still promising to surpass that 400 horsepower mark and maybe even dip into the 500 range. Explaining before the pull, Gribler really had no horsepower expectations. He just wanted to see where he stood.
438 horsepower and 896 lb-ft of torque later, Gribler was pleased. “I feel pretty decent about the dyno results considering the amount of work. I mean, it’s only tuned with exhaust, you know?” said Gribler. “Out of all of the trucks here, it was the most consistent ranging only five-horsepower away each pull and the torque number was within 1 number. It was consistent, to say the least.
Gribler’s truck won’t stay as is more than likely as he’s already expressed his future plans for this truck include compound turbos, lift pump, stroker CP4 pump, and a built transmission. Gribler’s truck is aiming towards a consistent 950 horsepower truck with capabilities to dip into the 1,200 horsepower range.
Speaking of 1,000 horsepower range, up next was Quentin Miller. Miller was thrashing to get this thing ready prior to dyno day and then struggled to keep the nitrous bottles warm on the coldest day of 2020. But, he pushed forward and made the best with what he had.
After three pulls, Miller’s ’06 had the best pull of 1,075.25 horsepower and 1,506 lb-ft of torque. While that is a great number, Quinten really expected more.
“I’m not really super pleased with the numbers that it made but I also can’t be mad because it is just a stock cylinder head and it is the smaller displacement 5.9 engine,” he said. “This is a lot of turbo for a 5.9. I’m looking to get some head work done to this one and get the tuning logged and lined out and we’ll be ready to go back. I know this setup has more in it and we’ll make it happen.”
With only two trucks remaining, Cody Schlosser was up. Schlosser, as if he needed any more stress on dyno day, is still coming off an earlier anxiety attack from when he had a blowout on the way here. Once the dust settled, though, it was dyno time. As mentioned earlier, he was really pushing for that 800 horsepower mark but he really wasn’t sure where it would land.
It landed at 728 horsepower and 1,442 lb-ft of torque. He was having some issues keeping the radiator cap on in later pulls and it was puking a little bit of coolant out but that was the best of his attempts. The truck runs great and is a true contender when it comes to local sled pulling but Schlosser stressed that he has plans for this rig later on.
“The dyno for me was okay. Honestly, I was expecting a little more power but it is what it is,” he said. “I’m going to leave it alone for now due to lack of funds.” We feel you on that one, brother. He continued, “I wouldn’t mind adding a different turbo to the manifold or even just adding a second turbo on there and running a good size set of compounds.”
Jeremiah Lintner was our last attempt at the roller and his expectations were high. After just coming off a dyno session in Terre Haute, Indiana at the Scheid Diesel Extravaganza show, his truck made a pretty steep 600-plus horsepower pull there. Excited about the number, he then pushed forward by adding a larger set of injectors. Assuming the number would climb significantly, it just didn’t.
His ’08 6.4-liter Power Stroke-powered F-250 made multiple runs and were Greg, the shop owner, was struggling to keep this truck locked into a gear. The truck kept wanting to downshift causing a huge, inconsistent spike in torque and not displaying the horsepower number Lintner was really after. Our advice to Lintner was to get a tap shifter from BD Diesel and be able to lock that baby in to gear and get a more accurate reading.
The question remains, though, how did this truck make that power at that big event? Maybe the numbers have been fudged? That’s a mystery you’ll have to dive into yourself. The bottom line, the truck left under its own power and made it home fine. At the end of the day, that’s all that matters.
We cannot thank Greg Adams here at Greg’s Tuning Operation enough for making this happen. Its convenient location allows here in the southern Missouri area to be able to put things like this together. If this is something you want to do with your truck and find out the power and torque it makes, hit up Greg and schedule some dyno time today. For more on diesel performance, stay tuned to Diesel Army. Which was your favorite truck? Let us know in the comments below.