If you are reading this, then odds are you like to modify your stuff. Whether that is adding a few “bolt-ons” or completely fabricating parts for your rig, it doesn’t really matter. Personalizing is what we do and who we are.

Pliska bought a roller but he has basically replaced every tube and built the truck for scratch. While tearing it down, he found multiple issues that are quite scary.

For many of us, there have been times where we ask or someone else asks us why not just buy something already done. It usually boils down to one of two things. Cost or we want it to be our own. If you have ever thought about building a drag truck, then you have probably thought about buying a roller or starting from scratch.

Drag vehicles are deceptively simple. The least amount of parts that will work are used to keep the vehicle as light as possible. When putting together one, you have your rolling chassis, powertrain and a few odds and ends. If you are going to provide your own powertrain, then really you just need a rolling chassis.

A rolling chassis is just a bunch of tubing welded together in a very specific way to create a certified frame and then some suspension. For years, a few of us here at the office have thought about building a drag truck. We have the skills, but not the money to buy a full roller. Well, after reading Michael Pliska’s blog over the course of the past few months, we can honestly say, we see the merit in buying a roller.

Pliska even documents the challenges he has trying to learn the CAD software to create a model of the truck.

His progress and struggles are very well documented and we can totally see ourselves in the same position. So much so, that we recommend grabbing a cold one and wasting a hour or so going through every page of the blog. (Click here for the initial blog, second page)

Pliska isn’t someone who is building his first rig to go racing. He has been racing for a very long time and knows the “ins and outs” of drag racing. He has countless hours behind the wheel and under the hood working on these vehicles and knew exactly what he was in for. So to read his experiences and struggles provides a lot of insight into what it takes to build a full roller. With that said, we had to reach out to Pliska and find out more info.

Diesel Army: How much more do you have on the chassis and what major obstacles do you see ahead of you in completing it (chassis)?

Michael Pliska: I’m working on the double frame rails on the chassis, to be followed by the firewall (which will include some built in “scattershield” features), then the rear frame section.

DA: I see that you have Garrett chargers, Industrial Injection is doing the twin CP3’s and injectors. It appears that ATP is doing all of your tuning. What cam are you planning on running? Have you thought about using the alternate firing order cam to reduce the likely hood of a broken crank?

Pliska: The truck will debut with a stock long block, single turbo (GT4202R) combination, based on a prior 700 hp tow rig combination of Rob Coddens (ATP). Once the truck is on the track with that combo I will start working on the built engine.

Still planning on Industrial Injection twin CP3s for the built version but will stick with a single CP3 initially. ATP will be doing the tuning.

Cam will likely come from Hamilton Cams, have not selected any specifics yet but will consider alternate firing order. I plan to research the effectiveness before selecting one.

If you dig custom work, then you really need to read this.

DA: What cylinder heads are you using?

Pliska: Still have not selected cylinder heads, but have been impressed by the numbers from Passenger Diesel in British Columbia as a relative newcomer. I have talked to them about doing heads for the built engine.

DA: On the transmission, I believe I saw that you are running a ProGlide transmission. What lead you to use a two speed transmission and not a Bruno/Lenco four or five speed setup?

Pliska: Trans is a 2-speed Powerglide but with lockup. This was mainly chosen for durability, based on the initial success in Mike Woods’ dragster (which now belongs to Hamilton Cams). As more power was applied to these they did find some weak links (particularly in the RPM Motorsports triple-turbo Nova). Hughes has updated my trans (and I have loaned it to RPM in the meantime as a spare until my truck is done). I had previously considered using a modified Liberty 5-speed, but after discussions with Craig Liberty it appeared that it would take a custom unit to survive the torque of a compound turbo diesel. The Bruno-Lenco would have been my next choice (based on the early success in the DirtyMax), but it seemed to be difficult to get a converter that would perform consistently and survive. Since then they seem to have gotten a handle on those converters, so that remains a viable alternative.

DA: Do you have an eta on completion? Will we see passes this year?

Pliska: I definitely plan to get it out this season, but won’t make the season opener in Bakersfield.

DA: Do you have any sponsors that you would like to thank?

Pliska: My primary sponsor is ISSPRO, with some help on the chassis components from Chassisworks. Still hoping to get some component sponsorship for the remaining components.

DA: Anything else you would like to say?

Pliska: I’ve had a lot of helpful advice from Dan Soran Race Cars, Duane Merritt Race Cars and Lon Damon from Lincoln Electric.

If you want to read the whole blog, here is a link to the first section and here is one to the second section.

As with many builds that take place over a long period of time, Pliska relocated the project to another shop. Lucky for Pliska, management at Isspro was happy to let him bring it there to work on.