When the electronically controlled, first-generation Bosch common-rail fuel system debuted on the ’03 5.9L Cummins, it was the best of all worlds. Not only did higher injection pressures and quicker injection rates combine for a 305hp/555 lb-ft package right out of the box, but it also enabled huge performance gains to be had with the addition of a programmer (as much as 230rwhp). Similar to the 5.9L mills that preceded it, the ’03-’07 common-rail Cummins’ internals can easily withstand 700 to 800rwhp (1,600 lb-ft of torque) before any bottom end reinforcement is necessary. However, as with every heavy-duty Ram graced with the almighty inline-six, Chrysler’s automatic transmission—the 48RE in this case—has little chance of surviving added power for very long.

From entry-level mods aimed at keeping the 48RE alive to max effort components for larger budgets and bigger power goals, the following recipes will keep your rig reliable while also allowing you to experience perma-grin. Similar to the ’94-’98 P-pumped 12-valve (especially the ’98 Rams that came with the 215hp P-pump and opening rear doors), the ’03-’07 Cummins has a special place in the hearts and minds of thousands of diesel enthusiasts. These engines were void of exhaust gas recirculation or variable geometry turbocharging (and as such were ultra-reliable). The trucks they resided in held up much better than ’89-’02 models and—unlike the VP44-equipped ’98.5-’02 power plants—became the first real challenger to mechanical injection in competition settings.

If you’re driving an ’07.5-newer Ram HD, stay tuned. We’ll show you several budget-friendly ways to add reliable performance to your 6.7L Cummins.

Things to Keep in Mind:

1. Beyond simple bolt-ons—and due to the common-rail injection system—these trucks can be fairly expensive to upgrade.
2. Like all Cummins-powered Dodge Rams, automatic transmission versions will need to be upgraded from the get-go if plans for big power are on the table.
3. The average life span of common-rail injectors is approximately 200,000 miles, so if you just bought a high-miler, don’t be surprised if they need to be replaced.
4. Owners of manual transmission trucks can save themselves a lot of money by not having to build up the 48RE automatic, but a reputable dual disc clutch should be installed at higher power levels.
5. Each budget assumes you’re starting new, with a bone-stock truck.
6. Most of the items listed in these budgets is stuff that you and a buddy (or novice mechanic) could install in a weekend. As such, the labor to have these parts installed has purposely been excluded.

$1,200 Budget (360–380rwhp)

Smarty Jr. Programmer: $495

The Smarty Jr. from MADS Electronics is one of the most proven, entry-level programmers in the aftermarket for the ’03-’07 5.9L Cummins. It comes with three power settings: +40rwhp, +70rwhp and +100rwhp. You can start with a harder-hitting programmer than this, but be prepared for the possibility of transmission damage to occur in an automatic, or the clutch to slip in a manual.

Auto Meter EGT, Boost and Transmission Temp Gauges with Pillar Pod: $420

With added fueling and boost in the mix thanks to the Smarty Jr, make sure you pick up a pyrometer to read exhaust gas temperature and a boost gauge (that registers at least 35 psi) to keep tabs on the turbo. As a general rule of thumb, don’t spend a lot of time above 1,400 degrees on the pyro or allow the turbo to see more than 35 psi of boost for extended intervals. With increased torque trying to make its way through the 48RE automatic, you will also want to keep an eye on transmission temp.

4-Inch Exhaust System: $230-$260

Aluminized, turbo-back 4-inch exhaust systems from both Diamond Eye Performance and Silverline are very affordable for the ’03-’07 Dodges. Like all aluminized exhaust systems, they won’t last as long as their stainless steel counterparts, but you can still expect to get five to six years of use out of them if you live in the rust belt.

$3,300–$3,700 Budget (450–530rwhp)

Smarty MM3 Tuning (’03-‘05) or EFI Live Tuning (’06-‘07): $765-$1,145

Due to their different communication systems (namely SCI on’03-’05 trucks vs. CAN-bus on ’06-’07 trucks), EFI Live tuning isn’t available for all ’03-’07 Rams. However, for ’03-’05 trucks, MM3 tuning is the next best thing. Regardless, either tuning software provides for ECM calibrations to be custom-tailored to your specific truck, enabling the most bang-for-your-buck in terms of performance, fuel economy, reliability and drivability.

Upgraded Valvebody: $499

Because the factory 48RE automatic is on the verge of what it can handle at roughly 300rwhp, it pays to address one of the weakest links before sending even more power through it. This Towing/HD valvebody from RevMax Performance Converters provides full line pressure in all forward gears, increased converter lockup apply pressure and shortens shifts (less slippage) which results in cooler, more efficient transmission operation.

Upgraded Torque Converter or Clutch: $800

For an affordable, proven torque converter, Goerend Transmission builds a single disc unit capable of handling 500-550rwhp (1,000-1,100 lb-ft of torque). At this price point, this converter is pretty tough to beat. If your truck is equipped with the NV5600 or G56 manual transmission, you will want to install an upgraded clutch at this time. South Bend offers various clutch options in the $800 price range.

Aftermarket Fuel Supply System: $599

The factory lift pump was nothing to write home about on these trucks, so we would replace it with a stronger, aftermarket unit that mounts along the frame rail (versus the one on the engine or in the tank from the factory). For improved filtration and better performance at an affordable price, a complete, 100 gph AirDog system would get our vote.

• Auto Meter EGT, Boost and Transmission Temp Gauges with Pillar Pod (Mentioned Above): $420
• 4-Inch Exhaust System (Mentioned Above): $230-$260

$14,900–15,300 Budget (650–675rwhp)

Firepunk Diesel Stage 1 Competition Transmission: $6,200      

There might be cheaper alternatives to obtaining a built transmission, but if it’s our money, we’re spending it with a company that’s proven time and again that its automatics can handle big power and remain reliable. Firepunk Diesel is one such brand. Its Stage 1 Competition 48RE comes with a triple disc torque converter, billet input and output shafts, a high-pressure valvebody and is rated for 800rwhp.

PPE Dual Fueler Kit: $2,000

In order to make more power, larger injectors are needed. However, the factory Bosch CP3 injection pump doesn’t have the capacity to support an injector much larger than stock. Therefore, a modified CP3 (often referred to as a “stroker” pump) or a second injection pump is required. Being that the price of a typical stroker CP3 (10mm) matches the cost of Pacific Performance Engineering’s dual fueler kit ($2,000), for us it’s a no-brainer to go duals. With two CP3s working together (one is supplied with this kit), the workload of producing injection pressure is shared. In addition to being easier on the pumps themselves, two stock displacement CP3s can support well north of 1,000rwhp—meaning this is likely the last injection pump upgrade you’ll ever have to make.

100HP Injectors: $2,460

While a lot of budget builds entail adding a set of larger nozzles to old injectors, we would never take a gamble on such a vital (and expensive) component. It pays to buy a balanced set of injectors from a reputable company. With the right turbo, these injectors (available through Exergy Performance) can take an ’03-’07 Dodge beyond the 650rwhp mark. In addition, they’re a great injector for trucks that tow.

Aftermarket Fuel Supply System: $739

To safely support 600rwhp or more, we would upgrade from the 100 gph AirDog system to a 165 gph AirDog II.

Stealth 64 Turbo: $1,350

Based on the factory Holset HE351CW, Calibrated Power Solutions’ Stealth 64 is a great daily driver or towing turbo capable of quick spool up and top-end flow that’s sufficient enough to support north of 700rwhp. It features a billet 63.5mm (inducer) compressor wheel, a modified compressor housing and a 10-blade, 65mm (exducer) turbine wheel. The best part? It bolts directly in place of the stocker. No exhaust manifold or downpipe replacement is necessary.

ARP Head Studs: $415

At this point, boost will be checking in around the 50 psi mark (if not higher), so it’s time to be proactive and make sure a blown head gasket doesn’t wreck your fun. Speaking of the cylinder head, this is also a good time to begin thinking about stiffer valve springs.

Cold Air Intake: $299

With a higher flowing turbo feeding the engine, we would throw a quality aftermarket cold air intake from S&B Filters on the truck at this time. These systems ease serviceability, match or exceed the factory filtration standards and offer an oiled, reusable air filter option.

• Smarty MM3 Tuning (’03-‘05) or EFI Live Tuning (’06-‘07) (Mentioned Above): $765-$1,145
• Auto Meter EGT, Boost and Transmission Temp Gauges with Pillar Pod (Mentioned Above): $420
• 4-Inch Exhaust System (Mentioned Above): $230-$260

$17,300–$17,700 Budget (700–750rwhp)

100-Percent Over Injectors: $3,500

Often referred to as 200hp units, these injectors are equipped with nozzles that measure 100-percent larger than stock. Available through Exergy Performance, they’re a little big for a 700 to 750rwhp application, but it’s always better to go with a larger injector over a smaller one. This is because fueling (namely duration) can always be pulled via custom tuning. Then, if you need to utilize more of the larger injector’s capacity later on, a simple tuning change can bring more fueling into the equation.

Second-Gen Turbo Kit with S467.7: $3,000

These turbo systems are all the rage now. They allow a more efficient exhaust manifold (the style used on the ’94-’02 5.9L Cummins) and a higher-flowing (T4 vs. T3 stock) turbocharger to be utilized. When combined with the proven BorgWarner S467.7 turbo, this system can facilitate impressive top-end power, along with providing adequate spool up. Fleece Performance Engineering, Stainless Diesel and Industrial Injection all offer quality second-gen-style turbo systems.

• Firepunk Diesel Stage 1 Competition Transmission (Mentioned Above): $6,200
• PPE Dual Fueler Kit (Mentioned Above): $2,000
• Aftermarket Fuel Supply System (Mentioned Above): $739
• ARP Head Studs (Mentioned Above): $415
• Smarty MM3 Tuning (’03-‘05) or EFI Live Tuning (’06-‘07) (Mentioned Above): $765-$1,145
• Auto Meter EGT, Boost and Transmission Temp Gauges with Pillar Pod (Mentioned Above): $420
• 4-Inch Exhaust System (Mentioned Above): $230-$260

Upgrading a different engine? Check out all our budget diesel mods articles!

This week’s Ride of the Week comes to us from veteran gearhead and star of the new Discovery Channel series “Shifting Gears,” Aaron Kaufman. Starting its life as a long-forgotten 1971 International Scout 800 Comanche, Aaron and his crew transformed this rig into a race-legal Ultra4 car. What’s a more fitting test than to bring this Scout to King of the Hammers for its official debut and maiden voyage? Watch the video above to learn more about Aaron’s Scout and what makes it one of the most unique Ultra4 cars we’ve ever seen.

Stay tuned, as we'll be bringing you an in-depth feature on the Scout later this week. If you want to see more unique rides, check out all our other Rides of the Week!

Throughout our years of building Jeeps and trucks, we’ve learned that one critical system all too often gets overlooked—the brakes. While the street side of the automotive hobby has plenty of performance braking options, the truck side is often left with fewer choices. The ones that are available are typically extremely expensive or frontend only. Thankfully, there’s an excellent, and extremely affordable, braking upgrade for JK owners looking to get better stopping power from their 2007 to 2017 Jeep Wrangler.

It’s called the ProGrip system and it’s from Dynatrac. Yes, this is the same Dynatrac that revolutionized the axle industry with its legendary ProRock 60 differential. While Dynatrac has offered an assortment of JK-specific axle upgrades for years, its ProGrip system specifically targets the JK’s braking system. What makes its kit stand out from others is that you don’t have to break into your Jeeps hydraulic system. This means you can avoid the complicated and expensive master cylinder upgrade that’s required with other JK big brake upgrades.

In fact, you won’t have to bleed a single brake line since you’ll be retaining the stock calipers. Yes. You read that correctly. It’s a big brake kit that doesn’t require you to change calipers. So, how exactly does it work? Well, we’ve put together the video above to walk you through the ProGrip kit on our 2013 Jeep Wrangler Unlimited Rubicon. To offer even more insight, we’re breaking down the details of the system in the article below.

Dynatrac’s ProGrip system is designed to work with all 2007 to 2017 Jeep Wranglers. Included with the kit are front and rear rotors, caliper brackets and new pads. While it’s possible to just purchase the front, we would highly recommend getting the entire kit as it was engineered to work as a four-wheel system.

Bigger Is Better

The key ingredient to the Dynatrac ProGrip system is the larger rotor. Up front, it moves from the stock 11.9-inch diameter rotor to one that’s 13.5 inches. A larger rotor not only equates to more surface area for the pads to clamp to, but more importantly, it increases leverage. To ensure the rotors stay cool and spinning true, Dynatrac uses a pillar-style venting system.

Dynatrac tested a variety of brake pad materials before landing on the right one. The goal was to find the ideal friction material to properly balance braking performance and longevity.

Installing the ProGrips

Given the increased rotor diameter, new caliper brackets are used to secure the stock calipers in place. A common issue when installing a larger caliper is that the JK’s stock brake master cylinder typically can’t keep up with the larger fluid demand. Keeping the stock calipers allowed us to retain a factory pedal feel, which now takes less input to be effective thanks to the larger rotors.

The Dynatrac ProGrip system is designed as a four-wheel braking upgrade. This helps keep braking events even, thus lessening the nose-dive effect. The Dynatrac rear rotors measure an impressive 14.25 inches and are designed to accommodate the stock parking brake.

Dynatrac states this system is will work with most 17-inch wheels and can be used with the stock 17-inch wheels when paired with a wheel spacer. The company even has a template that you can print out from its website to ensure your wheel set will clear without any issues. We’re running a 17x9 Jesse Spade wheel from Rugged Ridge, which worked fine.

How They Performed

With a 4:1 low range and 5.13 differential gears, the brake upgrade makes the Jeep easier to control on the trail. In higher speed off-road sections, we found the brakes to be exponentially more effective over stock in the dirt.

On-road is really where you’re going to be thankful that you purchased the ProGrip system. Dynatrac states you’ll notice a 30-percent improvement over stock at a variety of braking speeds. We think that’s true and then some. While 30 percent might not sound like night-and-day, it can equate to a few car lengths of stopping distance. This could save your hide in more ways than one.

Our Verdict

Our JK isn’t overrun with a lot of heavy aftermarket accessories, but the 37-inch-tall Nitto Ridge Grapplers run true to size, making for one healthy contact pattern. We’ve pushed the system pretty hard so far and haven’t experienced any quirkiness from the ABS system. Overall, for ease of install and real-world performance, we couldn’t be happier. While we wouldn’t consider $1,000 dirt cheap, it is money well spent if you’ve equipped your Jeep with oversized treads and gear.  

Thinking of buying a used JK? Be sure to read this buyers’ guide.

It’s not every day you see a video about a Corolla vs. a Ferrari around a road course track. But this is no ordinary Toyota. Driving Line’s Driver Battles brings you another round of head-to-head action, this time pitting a 20-valve swapped Toyota AE86 GT-S against a Ferrari 348 GTS. Pound-for-pound, you’d think the Ferrari has this race in the bag, but the final results may come as a surprise. Check out the video above, and don’t forget to leave us a comment about what other rival vehicles you’d like to see go toe-to-toe around a track.

Want to see more racing action? Check out the first episode!

Taking on a full-blown restoration project is a daunting task in itself, but buying an old, broken down car or truck and turning it into a performance-driven machine, ready to take on the harshest terrain on the continent, is a real labor of love. Jeremy Benson, a Washington state native, was in the market for restoring a classic Dodge Power Wagon when he found a green 1951 as part of an estate sale not far from his home. Upon bringing the truck home and looking closely at the task in front of him, it became evident that this particular specimen was too far gone to be candidate for a full restoration.

Building the Race Tractor

However, that wasn’t a good enough reason for Jeremy to give up on this Power Wagon. Although most of the drivetrain wasn’t salvageable, and the interior could not be replaced, the cab was preserved in perfect patina. Jeremy was able to sell the original drivetrain and other valuable parts from the truck, leaving room for other possibilities. As luck would have it, he had a donor engine ready to built up and use on the Power Wagon, the vehicle that became known as the “RaceTractor.”

The powerplant that Jeremy had laying around just happened to be a first-gen 12-valve Cummins. Although a stout engine from the factory, Jeremy upgraded several parts to gain performance and longevity. He opted for a new VE injection pump turned up for more power, an HE351CW turbocharger, upgraded 50hp injectors and new head studs to hold everything together. Behind the Cummins is a perfectly paired NV4500 5-speed manual transmission and Atlas 2-speed transfer case.

Moving farther down the driveline, Jeremy is using a Ford high-pinion kingpin Dana 60 front axle, complete with PSC hydraulic steering, an Artec truss and RCV chromoly axle shafts. The rear is completed with a GM Corporate 14-bolt rear axle, also trussed for strength. These commonly used 1-ton axles are the perfect setup for the type of truck Jeremy was building.

Made for Off-Road

It was only when the drivetrain parts were laid out in front of him that Jeremy finally saw the end-result of this build in his mind. His passion for off-roading and love for The Hammers influenced this build to be modeled after an Ultra4 race car. Admittedly, Jeremy claims there are certain aspects to the RaceTractor that are not Ultra4 race legal, but racing this truck was never his intention. Regardless, Jeremy got to work building a custom tube chassis for the Power Wagon cab, setting it up for an Ultra4-inspired suspension system.

The RaceTractor rides on a front 4-link suspension system, custom built to fit the tube chassis, complete with Fox coilovers, bypass shocks, and hydraulic bump stops. The rear is a similar setup, with the exception of a lower trailing arm setup to allow for more suspension travel, also on Fox coilovers, bypasses and bumps.

No Ultra4-inspired rig is complete without a set of meaty 40s under it. Jeremy went for a set of Nitto 40x13.50R17 Trail Grapplers, wrapped around a set of Trail Ready beadlock wheels. His choice of tire comes directly from his love of The Hammers and the Trail Grappler's proven record as the tire of choice when it comes to battling the brutal rock trails of the King of the Hammers course. With that said, the RaceTractor will spend most of its time in the Pacific Northwest, where jagged rocks and canyons are replaced with muddy logging roads and mountainous terrain. Jeremy is excited to see how the tires perform in a whole new element, but says he can already tell they will do very well back home.

Driving up a Mountain and to the Market

Aside from stomping around The Hammers, Jeremy drives the RaceTractor around his hometown, and his wife even picks the kids up from school with it once in a while. Although Jeremy does not plan to race the Ultra4 series with this build, he has entered it in motorsports contests in the past. Just last year, the RaceTractor was entered in the NORRA Mexican 1000 rally in Baja and took third place against other Ultra4 cars. While it’s stood the test of torture through The Hammers, Baja and soon the Pacific Northwest, we can’t wait to see where else this resto-mod on steroids shows up to drop more jaws.

Check out the gallery below for more photos of the RaceTractor out on the Johnson Valley lakebed, and some other awesome rides we've featured!

Choosing the first modification you do to your car is never easy. Whether you are looking to increase horsepower, improve handling or alter the look of your car, your choice will depend on your specific model, your budget and your overall goals. There is really no one size fits all answer.

The decision gets even more difficult if the car in question happens to be a your daily driver. Unlike a weekend toy or purpose-built track car, you have to be much more selective and make sure whatever modifications you make are still going to be livable through the daily commute, road trips or any other situation we put our everyday cars through.

I thought about this question when it came time to start modifying my 2017 Volkswagen Golf GTI. After my experience owning and modifying various different types of cars, the decision wasn’t too hard. It had to be the suspension—namely an adjustable coilover kit.

Why We Chose Coilovers

Not only can high quality suspension parts have a huge impact on handling, they can greatly improve a car’s aesthetics. There aren’t many other parts that will change the personality of your car more. So with this in mind we got in touch with the folks at ST Suspensions and selected a set of XTA coilovers along with an ST rear sway bar.

One of the best things about a coilover setup like the XTAs is that they allow adjustment of both the ride height and the dampers themselves, which makes them perfect for a car that sees daily use as well as the occasional track event.

Engineered and built by KW in Germany, the XTAs represent one of the best bang for the buck coilover kits available. The build quality is excellent and not only do they allow for ride height and damper adjustment, they also include top mounts with adjustable camber.

So after one autocross event and one track day on the car in stock form, I got together with a couple friends on a recent Saturday to finally install the parts that had been so patiently waiting in my garage.

After researching the installation procedure, it was recommended that I purchase a set of inexpensive "triple square" sockets and a strut spreader tool that would make the process easier. With the new tools and parts in hand, we got to work.

Installing the Suspension

In terms of difficulty, the install procedure was pretty smooth. With so much information available online these days, DIY installs like this have become that much easier to do in your garage. However I'd certainly recommend an extra set of hands or two while doing the install.

As with most modern front-wheel drive cars, the front coilovers were the most time consuming part of the install, particularly on a new car that's never been taken apart before. Once the factory struts were clear of the spindle, the XTAs went right in without issue.

After the fronts were in, we moved to the rears, which were less time consuming. Once the lower control arm is loose, you simply remove and replace the OEM springs with the XTA springs and collars, along with unbolting the factory shocks and replacing them with the adjustable dampers.

When it comes to the Mk7 platform, one of the most recommended modifications is a larger rear sway bar, so while we were installing the ST coilovers it was a no-brainer to fit one of their rear sway bars as well.

The ST rear sway bar measures 25mm in diameter compared to 20mm for the stock rear bar. On a front-drive car like the GTI, a larger rear bar can make a world of difference when it comes to improving turn in, balancing the handling and overall making the car more lively. Removing and replacing the rear sway bar didn't take long at all, and combined with the low price it's easy to see why it's such a popular upgrade for this platform. For the money and time and invested, it's a very worthwhile modification.

With the coilovers fitted and the rear sway bar installed it was time to put the wheels back on to see how she looked. For the time being we just left all of the settings as they were out of the box.

The Results

As you can see, the difference in ride height is quite dramatic. If you are looking for a coilover setup that can give you a very aggressive ride height without ruining ride quality, the XTAs certainly deliver.

I took the car for a a test drive and immediately found that body roll was greatly reduced, the car felt much more planted and even at moderate speeds the car was much more neutral thanks to the rear sway bar. I'll have to wait until the next autocross or track day to really feel the the difference—but I can tell it's going to be huge.

As for the ride quality, it's definitely firmer than before and there's a bit less isolation from road imperfections. However, I didn't find them to be overly harsh or bouncy by many means—and they can still be set softer if desired.

That's the great thing about a high quality coilover. If you find the ride height to be too low or the dampers to be too stiff, you can simply use the included tools to adjust things to your preferences. That's why coilovers like the XTAs are such an easy upgrade to recommend for a daily driver. Combined with a larger sway bar, these modifications have completely changed the GTI's personality without hurting drivability.

If you'd like to see a little more on the install process, my friend put together a little video that chronicles our day in the garage.

I couldn't be more happy with the ST XTA coilover and rear sway bar upgrade, but now I have problem. After driving my GTI stock for the better part of the year, modification fever has set in—and I'm really looking forward to complimenting the new suspension setup with with a wheel and tire upgrade. Stay tuned for more adventures with our do-it-all hatchback.

Want to know how the car performed before these upgrades? Check out how it did on the autocross course!

The new Supra is here! Kind of. After months and months of speculation and a teaser image released a few weeks ago, Toyota took the wraps off the next generation Supra at the Geneva Motor Show (with a couple asterisks attached).

Rather than the production version, Toyota chose to debut the car in the form of a “GR Racing Concept”, wearing the livery of the brand’s ever expanding Gazoo Racing division.

While there was no substantial info released about the production version, the concept gives us our best glimpse yet at what the new Supra should look like. Not surprisingly, the car shares a lot with the popular FT-1 concept from a few years ago.

Unfortunately, there was no official info about the Supra’s powertrain. All we know is that it will share its engine and chassis platform with the upcoming BMW Z4, including turbocharged four or six cylinder engines. The racing concept features composite panels, plastic windows and BBS center lock wheels, though Toyota says the suspension uses factory components.  

The cockpit is also done in full race spec with a roll cage and stripped down dash setup. It looks quite cool, but it’s also hard to gleam much about the production version of the car from the competition version.

We still don’t know when we will see the production version, or when the car might go on sale, but based on the buzz around the internet we already know the new Supra is one of the most talked about sports cars in many years.

Now we wait for more and continue to speculate about how much power the production version will have and how much it will cost. There are so many things to wonder about the revived Toyota sports car icon. What do you think? Will the new car be worthy of the Supra name?

If you liked the article, subscribe to our newsletter to have more sent straight to your inbox!

Building on what common-rail injection made possible on the 5.9L Cummins, the 6.7L version is (arguably) better in every possible way. First and foremost, thanks to the added displacement of the 6.7L Cummins, ’07.5 and newer Rams can turn out huge torque numbers and spool larger turbochargers. In fact, with the stock injectors still in the mix you can run an S400 framed turbo without any ill side-effects (lag, heat or surging). Second, the fuel rail, fuel rail feed lines, injector lines and crossover tubes are all larger on the 6.7L. Finally, the 6.7L mill’s injection system produces more pressure than what was observed on the 5.9L.

But, while the 6.7L Cummins benefits from injection system improvements and an obvious displacement advantage over the 5.9L, the old “weak transmission” drumbeat continues with the ’07.5-present Rams. The 68RFE six-speed Chrysler automatic is rarely up to the task of harnessing increased horsepower and torque. Luckily, aftermarket tuning of the transmission control module (TCM) is available, which helps prolong the life of a stock 68RFE, considerably. However, for those looking to make big power with the 6.7L Cummins, there is no getting around the fact that you’ll have to spend big bucks on a transmission solution. Whether you choose to build the 68RFE ($8,000), convert to a built 48RE ($11,000) or swap in a six-speed manual ($6,000), you’re looking at an expensive proposition.

All transmission woes aside, the 6.7L Cummins is the current platform of choice in diesel motorsports. From truck pulling to drag racing to dyno competitions, the 6.7L dominates the performance landscape. Below, we’ll get started with the mods that the stock 68RFE will let you get away with, followed by a sound 550 to 600rwhp recipe and an all-out, 700rwhp parts combination.

Things to Keep in Mind:

1. Beyond simple bolt-ons—and due to the common-rail injection system—these trucks can be fairly expensive to upgrade.
2. Like all Cummins-powered Dodge Rams, automatic transmission versions will need to be upgraded from the get-go if plans for big power are on the table.
3. The average life span of common-rail injectors is approximately 200,000 miles, so if you just bought a high-miler, don’t be surprised if they need to be replaced.
4. More than 80 percent of all heavy-duty Ram trucks sold are equipped with automatic transmissions. As such, all budgets have been configured with an assumption that your truck is equipped with the 68RFE automatic.
5. Owners of manual transmission trucks can save themselves a lot of money by not having to build up the 68RFE automatic, but a reputable dual disc clutch should be installed at higher power levels.
6. Each budget assumes you’re starting new, with a bone-stock truck.
7. Most of the items listed in these budgets are things that you and a buddy (or novice mechanic) could install in a weekend. As such, the labor to have these parts installed has purposely been excluded.
8. Due to slight changes in third and fourth generation Ram trucks, pricing on parts and tuning can vary. Typically, model years are broken down into three sections: ’07.5-’09, ’10-’12 and ’13-’17.

$2,100–$2,300 Budget (450–500rwhp)

EFI Live with TCM Tuning: $989-$1,200

For utmost reliability, drivability and performance, there is no substitute for EFI Live tuning. EFI Live-based programming from a reputable tuner can yield as much as 175 extra horsepower at the wheels. Thanks to many aftermarket companies also offering TCM tuning (which adds roughly $250 to $300 to the cost of ECM tuning), the 68RFE automatic transmission can be kept alive in the 500rwhp, 1,000 lb-ft range.

Edge Insight CTS2: $680

The Insight CTS2 from Edge Products is the most popular product in the industry for monitoring your truck’s powertrain. Its 5-inch color touch screen allows you to view as many as nine parameters at once. To keep an eye on boost and EGT you will have to install the optional EGT and boost sensor kits (included in the price shown above). We will note that you can save a couple hundred bucks by installing a set of boost, transmission temp and pyrometer analog gauges along the A-pillar.

5-Inch Exhaust System: $420

A 5-inch diameter, turbo-back exhaust system will allow the 6.7L Cummins to breathe a bit better and will also help cool EGT. A basic, aluminized system void of a muffler or exhaust tip can be had for a little more than $400, while a bare-bones stainless steel version can be had for approximately $530.

$19,500–$19,800 Budget (650–700rwhp)

60-Percent Over Injectors: $3,300

Also known as a 120hp injector, these units are equipped with 60-percent over nozzles. While a set of smaller (50hp) injectors can get a 6.7L Cummins into the 650rwhp range, it takes max effort tuning to get there, which means added power comes at the expense of the engine seeing more heat. By using a larger injector to get to this power point, the tuning can be left conservative and the engine will see a lot less stress.

PPE Dual Fueler Kit: $2,000

After adding larger injectors, the factory Bosch CP3 injection pump won’t have the capacity to adequately support them. Therefore, a modified CP3 (often referred to as a “stroker” pump) or a second injection pump is required. Being that the price of a typical stroker CP3 (10mm) matches the cost of Pacific Performance Engineering’s dual fueler kit ($2,000), for us it’s a no-brainer to go with dual pumps. With two CP3s working together (one is supplied with this kit), the workload of producing injection pressure is shared. In addition to being easier on the pumps themselves, two stock displacement CP3s can support well north of 1,000rwhp—meaning this is likely the last injection pump upgrade you’ll ever have to make.

Aftermarket Fuel Supply System: $739

With a second CP3 feeding the injectors and larger injectors in the engine, a low-pressure fuel supply system that can keep up is mandatory. An AirDog II system with a 165 gph flow rating will have no problem maintaining 15-17 psi worth of supply pressure for the CP3s and is known to support as much as 800rwhp.

Second-Gen Turbo Kit with S400: $3,000

A second-gen style turbo system that incorporates a BorgWarner S400 is the perfect fit for a 6.7L Cummins. Even with stock injectors, the engine can spool an S400 framed charger sufficiently, thanks to its displacement bump over the 5.9L. Kits like these (available from companies such as Fleece Performance Engineering, Stainless Diesel and Industrial Injection) facilitate the use of a more efficient exhaust manifold (the style used on the ’94-’02 5.9L Cummins) and allow a higher-flowing turbo to be utilized (i.e. an S400). When combined with the aforementioned 60-percent over injectors, everything from a S463 to an S472 can provide exceptional drivability throughout the rpm range.

ARP Head Studs: $415

Due to the 6.7L Cummins’ ability to produce higher cylinder pressure (i.e. torque) than its 5.9L predecessor, head studs should be included in any plans for higher horsepower. When venturing beyond this point, an O-ringed or fire-ringed head and Custom Age 625+ studs should be considered to make sure the head doesn’t budge.

Built 68RFE: $8,000

At this power level, cracking open the 68RFE automatic and reinforcing it isn’t a suggestion, it’s a requirement. If you daily drive or tow with your truck, go with a built 68RFE and spot-on TCM tuning. If you want to use your truck as a hot-rod, invest in a 48RE swap. If you don’t mind shifting your own gears, a G56 or NV5600 manual might be your thing. Surprisingly, a built 68RFE is still not as reliable as you would think. While some live at higher power (we’ll note that we’ve always heard good things about the units built by RevMax Converters, shown above), many others don’t seem to—and the parts are expensive when they break. You should always drive sensibly with a 68RFE in the mix (stock or built) and avoid aggressive, boosted four-wheel drive launches.

• EFI Live with TCM Tuning (Mentioned Above): $989-$1,200
• Edge Insight CTS2 (Mentioned Above): $680
• 5-Inch Exhaust System (Mentioned Above): $420

$20,700–$21,000 Budget (700–800rwhp)

100-Percent Over Injectors: $3,900

Based on the same premise as the 60-percent over injectors we recommended in the 650-700rwhp budget, it pays to go with an injector that can exceed your power goal rather than one that barely meets it. Additional fueling from big injectors can always be dialed back via ECM tuning. A set of 100-percent over injectors can be used to make 1,000rwhp (or more) or be fine-tuned to make a street-friendly, daily drivable, yet race-worthy, 700 to 800rwhp (as is the case here).

Second-Gen Turbo Kit with S472 or S475: $3,600

Adding a 72mm or 75mm S400 in conjunction with a second-gen style turbo system can easily produce 700 to 800rwhp, along with being well-mannered and completely drivable on the street. The key at this power level is keeping the built 68RFE alive (manual transmission owners, you’re $6,000 ahead at this point, needing only a dual disc clutch upgrade…namely a DDC3600G from South Bend).

• PPE Dual Fueler Kit (Mentioned Above): $2,000
• Aftermarket Fuel Supply System (Mentioned Above): $739
• ARP Head Studs (Mentioned Above): $415
• Built 68RFE (Mentioned Above): $8,000
• EFI Live with TCM Tuning (Mentioned Above): $989-$1,200
• Edge Insight CTS2 (Mentioned Above): $680
• 5-Inch Exhaust System (Mentioned Above): $420

Upgrading a different engine? Check out all our other budget diesel mods articles!

If we had to pick one car company that’s time and again created more impressive, innovative products and so many dramatic achievements with such humble resources, it would have to be Mazda.

Defying the Odds

Since their very beginnings, they’ve defied the odds, with founder Jujiro Matsuda transforming himself from a fisherman’s son to a captain of industry, and then narrowly surviving (along with his company’s Hiroshima-based headquarters) the infamous atomic bombing of August 6, 1945—Matsuda-san’s 70th birthday.

From those ashes rose a company that served the people of Japan in its darkest hours, helped revolutionize Japanese manufacturing and asserted Japanese automaking as a force to be reckoned with on roads and racetracks alike.

Who can forget 1991, when a resourceful but comparatively underfunded Mazda and its 787B racing prototype usurped European and American giants to become the only Asian carmaker (still to this day) to win the 24 Hours of Le Mans overall? Or the decade leading up to that feat when their rotary-powered no. 71 RX-7 became the winningest car (still to this day) in the history of the 24 Hours of Daytona?

Success and Adversity

Even in this century, little Mazda has toppled giants at the top of professional racing.

From the late 2000s through early 2010s, while Dyson Racing was racking up American Le Mans Series (ALMS) race wins and locking up the 2011 championships with 2.0L, four-cylinder Mazda MZR-powered prototypes (against V8 and V12-powered competitors), SpeedSource Race Engineering was doing much the same in GT-class Grand Am competition with three-rotor Mazda RX-8s, scoring 18 race wins, two 24 Hours of Daytona wins and sweeping the 2010 championships against the usual onslaught of Porsche, BMW, Ferrari and GM rivals.

When Grand-Am announced the creation of the alternative-fueled GX class in 2013, Mazda put their newest SKYACTIV Clean Diesel technology on the line in a trio of brand-new Mazda6 machines against Porsche and Lotus rivals. They earned nine straight victories and yet another season championship sweep.

Mazda has had its share of success and adversity in the marketplace as well, and historically, it correlates to their racing efforts. No one here knew what Mazda or a rotary engine was when the brand entered the American market in 1970, but after the original Mazda Cosmo earned global acclaim and placed fourth in the Nürburgring’s grueling 84-hour Marathon de la Route race, sales more than doubled year-after-year in the early '70s.

After a slump to finish the decade (when the brand took a break from racing), sales more than doubled once again after Mazda’s first 24 Hours at Daytona win in 1979 and continued to grow throughout their winningest IMSA racing years. Mazda’s highest-ever market share coincided with that famed 1991 Le Mans win, and record sales were achieved just three years later, before falling off in the wake of the FIA’s ban on rotary engines for Le Mans racing and Mazda’s withdrawal from contention.

Sales then began to grow again alongside Mazda-backed teams’ aforementioned successes in Grand-Am and ALMS racing, but that growth seemed to slow with the brand’s unsuccessful 2014/2015 SKYACTIV Diesel prototype and 2016/2017 2.0L turbo gasoline prototype efforts in IMSA.

Whether racing drives vehicle sales for Mazda or vice-versa is a topic for debate, but there’s no denying the mutual symbiosis of the two. Today, with Mazda’s road-going vehicles arguably better than they’ve ever been, everyone’s favorite Japanese underdog knows it needs to get back on the podium and into the public eye, because—to re-tool the brand's current marketing platform for our purposes—Racing Matters.

Starting Anew, Again

It’s been over half a decade since Mazda first introduced their SKYACTIV Technology to the world, and while it has absolutely made its mark by elevating the efficiency and performance of their road-going cars, it has yet to see success in Prototype or GT-class racing here or abroad. But if that technology is able to be competitive (as the data shows), they’ve partnered with the right team to make it happen: Joest Racing.

Established in 1978 by German factory Porsche racer Reinhold Joest, the team has accumulated endurance racing wins at Daytona, the Nürburgring, Sebring, Road Atlanta and Le Mans, including 13 24 Hours of Le Mans titles.

They helped propel Porsche and Audi to some of their most consistent and renowned victories, on our shores and internationally. Mazda has partnered with them in the hopes of elevating their effort to top-of-the-class winning results.

Picking up where SpeedSource Race Engineering left off, Mazda Team Joest’s weapons of choice will continue to be two DPI-class, Riley Technologies/Multimatic-produced RT24-P racing prototypes from last year, powered by the same 600+hp, AER-tuned Mazda MZ-2.0T turbo four-cylinder gasoline engines of the past two years.

Each half of that recipe has been modified and re-tuned extensively, and the driver line-up at least for the 2018 Rolex 24 at Daytona included longtime Mazda wheelman Jonathan Bomarito, Tristan Nunes and Spencer Pigot, along with the addition of European aces Harry Tincknell, Oliver Jarvis and Rene Rast.

The 24 Hours of Truth

At the start of this year’s first practice session of the 2018 Rolex 24 at Daytona—the season-opening race to the IMSA WeatherTech SportsCar Championship series—Mazda Team Joest's plan seemed to be working.

Their no. 77 car of Jarvis/Nunz/Rast clocked the fastest lap of the session, navigating the steep banked turns, wide-open straights and tight infield of Daytona International Speedway’s 3.56-mile Sports Car Course in just one minute, 37.428 seconds—faster than the four Cadillac teams that have dominated IMSA and Rolex 24 competition for the past several years and two new challengers each from Acura Team Penske and Tequila Patron Nissan.

It was good for faster than any other car on the track. 

In qualifying, Mazda Team Joest improved on their times, with the no. 55 team of Bomarito/Pigot/Tincknell laying down a solid 1:36.633. But by that time a full eight prototypes had gone faster, including all the Cadillacs and one of the Acuras.

Since all qualified within roughly a half-second of each other, and Mazda’s winning recipe has traditionally been comprised more of fuel efficiency and reliability than flat-out speed, Mazda Team Joest had thus far made very good on its plans for success.    

That would be the end of their success, however. From the drop of the green flag, the amount of bad luck that befell the team was unbelievable. It would have been comical, if not for it being so tragic to see it happen to two multiple championship-winning dynasties who so direly need their partnership to work.

First, the no. 77 car seemed to have some trouble firing in the pits. Then a wheel broke clean off a hub on the no. 55 car. After that, the no. 77 car came into the pits with a gearbox issue, went back out after several minutes and came in again after suffering one of the first tire blowouts that would plague almost every Prototype team throughout the duration of the race. Once that happened, the no. 55 car pitted with what was initially thought to be a data cable issue, went back out on the track, came back in again and then refused to start back up.

It would've been enough over the course of the race for most teams to throw in the towel, and this all happened within the first three hours.

As the first day gave way to night, the problems for Mazda Team Joest persisted. The most common problem was tire blowouts, which on one of the cars was mainly caused by contact with bodywork that was damaged by another vehicle.

We would also learn that what appeared to be gearbox failures were actually related to a software issue involving throttle-position calibration (since the gearbox communicates with that system when downshifting). Short of re-writing the software, only temporary fixes could be applied that each took valuable time to calibrate and upload to the cars.

When the cars ran, they performed great, as did Mazda Team Joest and its drivers. But between their software glitches and the multitude of tire failures suffered by both cars, the team fell farther and farther out of contention as the race wore on.

Even with all of their problems, they still survived the night.

Discretion, the Better Part of Valor

Having exhausted every resource at their disposal, Mazda Team Joest put up a damn good fight. But late the following morning, they encountered their first impasse when a mechanical exhaust component on the no. 55 car broke free and contacted some surrounding bodywork, sending the back half of the car up in flames around the International Horseshoe (Turn 3), causing irreparable damage.  

Not long after that, it became apparent that the electronic gremlins attacking the no. 77 car were beginning to affect steering and other systems, and the decision was made in the name of driver safety to retire that car as well.

The Many Successes in Failure

In the words of another Japanese automotive captain of industry, “Success represents the 1 percent of your work which results from the 99 percent called failure.”

No, Mazda Team Joest didn’t find the success they were hoping for in their first-ever outing at this year’s 2018 Rolex 24 at Daytona, but they stuck with it long enough to gather some valuable data not only on their own effort, but that of their competition. Drivers and team members honed their processes, mechanical fail points were identified and surely remedied by now and after 24 hours of racing the team is only down one race of 12 scheduled for the season.

The odds may not be in their favor, and their rivals appear stronger than ever. But if there’s one thing history has taught us about Mazda, it’s that those might be the perfect conditions for them to surprise the world once again.  

See more from this grueling race in the gallery below. If you liked the article, subscribe to our newsletter to have more sent straight to your inbox!

We're at it again—finding unique classic muscle cars that we just have to take a minute to admire. This time around it's a 1971 Buick Skylark which, thanks to its proud owner's upgrades and modifications, stands out from the rest.

Owned by Tony Brangoccio, this beautiful Buick didn't just catch our eye with its gorgeous finish. While the Skylark was popular when it was introduced, fewer and fewer show up at car shows in fully restored or resto-mod condition these days. Seeing one in person was a real treat.

Brangoccio, a life-long Skylark fan, purchased his car on January 28, 2011. While this day may not seem important, for Brangoccio, it holds a special distinction. Not only is it the day he got the project car of his dreams, but it's also his daughter's birthday. Sounds to us like a double reason to celebrate!

Six Years of Work

Building the car was a process, taking him six years to complete it. With Brangoccio doing much of the work on the car himself in between work and family priorities, he was unable to devote the time to it that he would have liked. Fortunately, it seems that the long process was well worth it.

Hold the Injection

Brangoccio's Skylark isn't fuel injected! That's right—this pro-touring Buick is a little different thanks to the fact that it maintains a classic carbureted engine, but we're not talking about normal factory specs here. Brangoccio's upgrades to the engine include an Edelbrock high-rise intake, 650cfm carburetor and heads and a Magnaflow-equipped exhaust.

A Classic Through and Through

Wanting to maintain the car's classic look and feel, Brangoccio opted to keep the Buick's OEM interior. You won't find fancy leather-wrapped bucket seats, a custom dash (minus the addition of an AM/FM/CD player) or added billet accessories inside this car. Instead, you'll find a classic bench seat, a standard Buick dashboard with OEM gauges and the charm of a classic muscle car.

Black Rojo

The Skylark's black paint scheme may seem like any other in the industry, but a look at the right angle or in the right light will reveal that's not the case. The paint is actually a custom “Black Rojo” from Art's Autobody & Paint with real red metal flake mixed in. Stunning regardless of the light, this Buick is certainly one fine classic machine! 

Check out the full article down below, and if you liked the article, subscribe to our newsletter to have more sent straight to your inbox!

Ask any real racer…Behind every great race team is a support and pit crew that is equally as talented. This is especially true when it comes to off-road racing, where pit crews must take their operations mobile to remote pits and sometimes, be prepared to chase their team’s race vehicles to provide support. This is no easy task, and requires not only an experienced crew, but also the right tools for the job.

The New Standard

Enter the chase truck. Usually a diesel ¾- or 1-ton truck, capable of transporting tools, fuel, tires, and the crew anywhere the race vehicle may need them, these vehicles are built with the same precision and care as the vehicles they chase. One of the most successful families in off-road racing, the Campbells have a chase truck that sets the new standard for Ultra4 pit crews. Owned by their team’s long-time friend and co-driver Terry Madden, this fourth-gen Cummins has transformed over the years from a simple tow-rig to a workhorse chase truck, logging thousands of miles everywhere from The Hammers to the end of Baja. There's nothing wrong with having a chase truck that just gets the job done, but there’s serious bonus points to be handed out for making it look really, really good. Terry deserves some kudos for making it happen.

Bringing the Goods

Starting with the exterior, and most obvious modifications, the factory bed has been replaced with a Madden’s Chase Trucks utility box, complete with state of the art locking cabinets, fuel can mounts, PowerTank CO2 tank system, a hefty headache rack, mount for three full size race-truck spares, a Lincoln 225 welder and fire extinguisher. Inside the utility box cabinets is every tool needed to tear down and rebuild an entire race car, essential for repairs on the course. Terry’s truck even has an extension for a roof rack, which supports a high-end roof-top tent made by James Baroud, for those times they have to spend the night in the middle of nowhere waiting for their race car to arrive.

Wheels and Suspension

All that equipment comes with lots of added weight, and expecting a Ram 3500 on stock suspension to carry it along uneven desert roads is unrealistic. Terry installed a BDS 4-inch suspension system to keep the loads leveled and provide some extra clearance. Chase trucks have to be ready to endure the same terrain as their race-vehicle counterparts, but still behave well on the open highway. Terry is running on a set of 37-inch Nitto Ridge Grapplers. Not only is the Ridge Grappler a great hybrid tire that boasts off-road and on-road performance in any environment, but it’s also available in heavy duty load ranges for vehicles of this size. The Nittos are tastefully wrapped around a set of Walker Evans wheels, giving the chase truck a classic look with modern performance.

Must-Have Upgrades

Terry’s chase truck comes with a few other must-have items around it for keeping the team in the race. The factory front bumper was ditched for a steel-constructed bumper from Warn Industries, complete with a Zeon 12-S winch, capable of pulling 12,000 pounds with a synthetic rope. Inside the truck is a full chase package from Rugged Radios, ensuring the chase crew is always in contact with the race vehicles. You might think constantly getting in and out of this truck would be a pain, but with Rock-Slide Engineering’s ground-breaking step sliders, that’s simply not the case. These steps not only provide a huge leg-up for entering and exiting the truck, but also act as a rock slider for those tight, boulder-ridden trails.

Form Meeting Function

Most unique vehicles take on a certain theme as they’re put together, and this chase truck is no exception. Terry’s vision of a capable chase truck that looks every bit as intimidating as the race truck he co-drives for is evident in his Ram 3500. Form and function, working together to get the job done. The hard work the Campbell Racing team consistently puts out at the various Ultra4 and Baja races is evident in their numerous wins and podium finishes, but much of their success can be attributed to their pit crew having the right equipment to keep on winning.

Check out more photos of this epic chase truck in the gallery below, and if you liked the article, subscribe to our newsletter to have more like it sent to your inbox!

What a time to be alive. Production cars that do wheelies are sold alongside hydrogen-powered ones that only emit water. The fact is, the auto industry is listening to what the consumers want, but they’re not the only ones with open ears. Mercury Marine, which is best known for manufacturing inboard and outboard marine engines, has its own performance division called Mercury Racing. They just turned up the heat on one of the best-performing automotive crate engine platforms in the world—the GM LS7.

LS7-Modded Insanity

Introducing the Mercury Racing SB4 crate engine. 7.0L and 428 cubic inches of small-block displacement, naturally aspirated to make a staggering 750hp at a screaming 8000 rpm—on pump gas alone. That’s right, read it again. It’s hard to imagine how Mercury was able to pack so much face-melting power into a small-block, but the design is rather ingenious. Using the GM LS7 block, Mercury designed a set of aluminum DOHC (dual overhead cam) cylinder heads, providing four valves per cylinder. By ditching the pushrods and adding two valves to each cylinder, the engineers at Mercury were able to move more air, faster through the LS7 block, resulting in an increase of 245hp over the LS7’s advertised 505hp. Not only did the new DOHC heads increase the power output of the LS7 block, but they also opened up an extra 1000 rpm in the top end.

Mercury is selling this crate engine as a turn-key product, including a fully tuned ECU and wiring harness. It even comes with the front end drive components such as the alternator, AC pump, pulleys, belts and all necessary brackets. There’s also an option to upgrade to a carbon fiber intake manifold cover and have it painted any color you want.

The Size Difference

Now I know what you’re thinking. What’s the catch? Well, if we’re going to be honest, there’s actually several. The allure of the LS platforms has long been their compact size, able to fit into almost any car or truck’s engine bay (sometimes with the help of a Sawzall). DOHC V8 engines are known for being extremely wide and cumbersome to swap when compared to the LS motor (see Coyote swaps). While the Mercury SB4 is 3 inches longer and 2 inches wider than the LS7, it’s about the same height as its GM counterpart. Good news for many who don’t want to buy a taller hood.

Will It Be Reliable?

Beyond physical dimensions, another aspect to consider is reliability and availability of parts. The LS platform is known for being reliable (when built correctly), and easily tuned. Anyone with half a gearhead brain can figure out how to put it in almost anything. Furthermore, not much has changed with the LS platform since the late ‘90s. With nearly endless ways to build one, many parts of the LS engines are interchangeable, and the aftermarket support is still thriving. GM’s LS7 crate engine, although bare-bones, comes with an invaluable sense of confidence for the buyer. The Mercury SB4 debuted at last year’s SEMA Show, and has only been on the market for a few months since then. Although Mercury stands behind their product, offering a limited 12-month warranty with each purchase, only time will tell how reliable this new crate engine really is.

Price

Of course, we can’t forget to talk about the price. After all, if you’re in the market for a crate engine, chances are you’ll have a budget in mind. In this case, a little comparison puts things into perspective. GM has recently dropped the MSRP on their 505hp 7.0L LS7 crate engine to $14,837, not including the ECU or wiring harness required to run the engine. Ford Performance offers their 435hp 5.0L Coyote crate engine for $7,975 MSRP, again minus the ECU and wiring harness. Mercury Racing prices their SB4 at a cool $32,995, but it does come with the computer and wiring to run it. Worth it? That just depends on how crazy your build will get. A fully dressed LS7 from a performance engine builder can easily surpass $33,000, and good luck getting a warranty on it. Currently, the Mercury Racing SB4 is only available to purchase from one of the most prominent hot rod builders in the nation, the Roadster Shop, in Mundelein, Illinois—a fitting retailer for such a performance-driven piece of engineering.

So there you have it. Is Mercury Racing on the cutting edge of a new trend, one where manufacturers bleed into other industries and improve upon decades-old designs to meet the needs of tomorrow’s consumer? Or is this simply an isolated incident where somebody paid attention and did something the right way to show that it can be done? Is Mercury Racing ahead of its time with the SB4? The answer lies in the future and how the auto industry continues to grow in oddly polarizing tangents, from fully electric powered commuters to the most powerful fossil fuel burners our world has ever seen.

Full Spec List:

• Power: 750HP/559 LB-FT @ 8000 RPM
• Cylinders/Engine Configuration: V-8, 32-Valve Double Overhead Cam (DOHC)
• Valve Actuation: Shaft Mounted, End Pivot Finger Follower With Mechanical Lash Adjustment
• Displacement (CID/L): 428/7.0
• Bore (IN/MM): 4.125/104.775
• Stroke (IN/MM): 4.0/101.60
• Compression Ratio: 11.7:1
• Induction System: Naturally Aspirated with Twin Electronic Throttle Bodies
• Fuel Sysrtem: Sequential Port Fuel Injected (SPFI)
• Fuel Requirements: Unleaded 91 Octane (R + M/2)
• Ignition System: Individual Coil on Plug, With Integrated Drivers
• Charging System: 105 Amp (1481 Watt) Alternator
• Controller: Mercury Racing PCM
• Cooling System: Water Cooled With 160-degree thermostat
• Lubrication System: Wet Sump With Modified Holley 302-1 Pan, GM High Volume Oil Pump
• Oil Requirement: Premium Synthetic 15W-50 for warm weather use
• Oil Capacity With Filter (Quarts): 6.5
• Transmission: Engine is Capable of Operating with Customer Supplied Manual or Automatic Transmission
• Length (IN/MM): 27.1/688
• Width (Across Timing Cover) (IN/MM): 30.27/769
• Width (Across Rear of Heads) (IN/MM): 29.1/740
• Height (IN/MM): 17.1/435
• Weight (LBS/KG): 560/254
• Warranty: 12-Month Limited

Photos courtesy of the Roadster Shop and Mercury Racing

Ready to swap? Read this article before touching a single bolt!

The Rolex Monterey Motorsport Reunion at Laguna Seca was already one of our favorite events of the year, with its great racing and incredible selection of vintage race cars, but this year is going to be even more special. That’s because it was announced that the featured marque for this year’s event is Nissan.

Nissan will be celebrating 50 years of corporate-backed racing this year, and 2018 marks the first time the Rolex Reunion has had an Asian brand as its featured marque.

With the increasing popularity of classic Japanese cars and increasing participation in vintage race events, the timing is right for Nissan’s moment in the spotlight. Not only can one expect lots of privately owned Nissan and Datsun race cars to be at the track, but you can also count on seeing come historic race cars from Nissan’s own collection.

Here’s hoping some of the awesome machinery stored at the Zama DNA Garage in Japan makes its way across the pacific for this special event.

While there’s always plenty of good reasons to check out the reunion, the addition of Nissan as the featured marque should make the 2018 Rolex Monterey Motorsports Reunion a can’t-miss event for Nissan and Datsun enthusiasts or any fan of Japanese racing history. We’ll see you in August!

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At the turn of the century, GM was in dire need of a diesel engine that could compete with the Power Stroke and Cummins offerings of the day. In 2001, the General would release a formidable replacement for the underpowered 6.5L V8 it’d been using since the early 1990s: the 6.6L LB7 Duramax. The 4-valve V8 was the first power plant to introduce aluminum cylinder heads and common-rail injection in the heavy-duty pickup segment, which not only made it the most powerful engine of the Big Three, but also the quietest. It was also available with the legendary Allison Transmission name behind it, in the form of Allison’s commercial-grade, five-speed A1000 automatic.

Soon after its release, the aftermarket set to work finding ways to glean more power out of the state-of-the-art diesel mill, and by the mid 2000s, the LB7 was at the center of the diesel performance explosion that was taking place. Now, nearly two decades after its launch, horsepower gains have been nailed down to a science and it takes very little to double or nearly triple the power output of GM’s first Dmax. On top of that, when pitted against comparable Rams and Super Dutys these trucks are at a considerable advantage at the dragstrip thanks to their efficient power-to-weight ratio (a crew cab, short bed 4x4 weighs less than 7,000 pounds). Whether you’re looking to wake up your old LB7 workhorse or head to the track, we’ll show you the most reliable and affordable way to accomplish your goals below.

Own an ’04.5-’05 LLY Duramax? Stay tuned. Your pathway to power is up next.

Things to Keep in Mind:

1. Beyond simple bolt-ons—and due to the common-rail injection system—these trucks can be fairly expensive to upgrade.
2. Like all Duramax-powered GMs, automatic transmission versions will need to be upgraded early on in the modification process if goals for big power are on the table.
3. The LB7 engine is known for injector failure, especially with higher mileage, so if you just bought a 200,000-mile HD, don’t be surprised if they need to be replaced.
4. At any power level beyond 600rwhp, the LB7’s connecting rods are at risk of bending.
5. Owners of manual transmission trucks can save themselves a lot of money by not having to build up the Allison automatic, but a reputable dual disc clutch should be installed at higher power levels.
6. Each budget assumes you’re starting new, with a bone-stock truck.
7. Most of the items listed in these budgets are things that you and a buddy (or novice mechanic) could install in a weekend (with the exception of the transmission build and EFI Live tuning). As such, the labor to have these parts installed has purposely been excluded.

$1,800 Budget (425–450rwhp)

EFI Live with TCM Tuning: $1,000

For the most refined performance possible, there is no replacement for EFI Live tuning. However, while the common-rail injection system and stock turbocharger can support 500 to 530rwhp with EFI Live tuning in the mix, the stock Allison transmission will have none of it. This is precisely why most aftermarket tuners offer “stock transmission” calibrations, which produce less peak power than “built transmission” tunes.

4-Inch Exhaust System: $260

The same aluminized, 4-inch diameter, downpipe-back exhaust system from Diamond Eye Performance can actually be used on ’01-’10 GM trucks and can be found for $250 to $270. This particular system comes without a muffler or exhaust tip, but the bare bones system does a good job of opening up exhaust flow on the LB7-LMM Duramax mills.

Edge Insight CTS2 Monitor with EGT Starter Kit: $550

Edge Products’ Insight CTS2 monitor is the most popular device for measuring powertrain vitals in the diesel industry. The price listed above includes Edge’s optional EGT probe kit, which is highly recommended with aggressive, performance-oriented tuning.

$9,000 Budget (500–530rwhp)

Built Allison 1000 Transmission: $6,000

Cracking the five-speed Allison 1000 open is a necessity if you need your LB7 to be reliable with added horsepower in the mix. With any performance Allison build, expect a triple disc torque converter, upgraded clutches, frictions, steels, a recalibrated valve body, modified pump and all new bearings and seals. If you plan to drag race or sled pull your truck, you’ll want to look into a billet stator converter and billet shafts. As for ZF-6-equipped trucks, all you’ll need is a clutch upgrade, such as the 650hp rated street dual disc from South Bend ($1,200).

Aftermarket Fuel Supply System: $624

From the factory, none of the ’01-’16 Duramax-powered trucks came equipped with a lift pump. Instead, the CP3 injection pump (a CP4 on ’11-’16 models) relied on a suction valve to pull fuel from the tank. At stock power levels this is fine, but with added power in the mix (specifically tunes that call for increased duration/injector on-time) a lift pump is a very wise supporting modification to add to any Duramax. The all-inclusive, AirDog system pictured flows 150 gph at 8-10 psi and supports up to 800rwhp.

EFI Live with TCM Tuning: $1,100

Now that you’ve built your Allison transmission (or installed a stronger clutch in your six-speed ZF-6), your tuner can turn up the wick on the performance front (i.e. offer you “built transmission” tuning). In addition to cranking things up to 500+rwhp via the ECM (and just as we do with the stock transmission tuning), we would recommend transmission control module (TCM) tuning. Not only does TCM tuning help the transmission live longer with added power, but it helps maximize the overall efficiency of the entire powertrain.

3-Inch Downpipe: $140

Any time the transmission is pulled—in this case to be rebuilt with beefier parts—it’s an opportune time to replace the restrictive factory downpipe with a higher-flowing, 3-inch unit. The 3-inch, mandrel bent version made by ProFab Performance is TIG welded, comes ceramic coated and is one of the more affordable options on the market.

Cold Air Intake: $299

For improved breathing on the intake side—and to make sure you get as close to that 530rwhp number as possible—a high-flow cold air intake system won’t hurt. The high quality systems from S&B Filters ease serviceability, match or exceed the factory filtration standard and offer an oiled air filter option that’s reusable.

• 4-Inch Exhaust System (Mentioned Above): $260
• Edge Insight CTS2 Monitor with EGT Starter Kit (Mentioned Above): $550

$15,000 Budget (600–625rwhp)

Stealth 64 Turbo: $1,500

Nothing screams budget and simplicity quite like the Stealth 64 from DuramaxTuner.com. It’s based on the LB7’s factory IHI charger, which is to say that it’s a direct, drop-in replacement for the stock unit. However, the Stealth 64 makes use of a billet compressor wheel with a 64mm inducer, a machined compressor cover and offers stock-like spool up at low rpm with vastly improved power potential up top.

3-inch Y-Bridge, Intercooler Pipes & Intake Horn: $1,140

Wehrli Custom Fabrication’s Stage 3 Y-Bridge kit, passenger side intercooler pipe, driver side intercooler pipe and high-flow intake horn takes the LB7 engine’s intake tract from 2 3/8 inches (ID) to a full 3 inches. On stock injector trucks, these mods are known to free up an additional 20 to 30rwhp.

30-Percent Over Injectors: $3,250

A balanced set of injectors equipped with 30-percent larger nozzles can be used to boost an LB7-powered truck into the low 600rwhp zone. The factory CP3 won’t support an all-out effort from these injectors, but well-crafted custom tunes—in conjunction with a higher-flowing turbo—can squeeze every last drop of performance out of it without the need to buy a $2,000 stroker pump or a dual CP3 kit. The 30-percent over injectors are the perfect upgrade for the LB7 owner that doesn’t want to take a chance on bending a connecting rod—or that isn’t quite ready to build an engine.

• Built Allison 1000 Transmission (Mentioned Above): $6,000
• Aftermarket Fuel Supply System (Mentioned Above): $624
• EFI Live with TCM Tuning (Mentioned Above): $1,300*
• *Tuned specifically for the larger injectors and turbo
• 3-Inch Downpipe (Mentioned Above): $140
• Cold Air Intake (Mentioned Above): $299
• 4-Inch Exhaust System (Mentioned Above): $260
• Edge Insight CTS2 Monitor with EGT Starter Kit (Mentioned Above): $550

If you want to see what you can do with a Cummins or Power Stroke, check out the rest of our budget diesel mod breakdowns!

The Mint 400 is much more than just a race. It's a five-day event that takes place in both iconic and remote places around Las Vegas. Beginning in historic Downtown Las Vegas, a two-day race contingency and tech takes place along the iconic Fremont Street experience. Industry companies and race teams line up along the street as racers push their vehicles through the crowds, interacting and taking photos with fans on their way to tech inspection. The Trophy Truck and Class 1 buggy teams attend a qualifying event in the desert, with the qualifying times determining the starting position. But it all led up to Saturday's main event. In it's 50th year, The Mint 400 featured over 400 race team entries, in every class from bone stock VWs to $500,000 Trophy Trucks that have their own helicopters as chase vehicles. Although the range in vehicles and team sizes couldn't be more vast, the camaraderie among those who compete in this race couldn't be closer. With relentless rain, cold temps and a quickly fading sunlight, the unlimited class race went deep into the night.

Flip through the gallery above to see all the action from the Mint 400, and stay tuned for more coverage of "The Great American Off-Road Race!"

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Back in January we got a look at the 2019 Ford Mustang Bullitt, which looks to be one of the most impressive special edition Mustangs in a while, and this week Ford released some new information on the rest of the 2019 Mustang lineup.

After the big refresh for 2018, the 2019 cars don’t see any massive changes, but there have been some notable improvements and options added throughout the line, particularly for enthusiast buyers.

The California Special

It begins with the return of the California Special package for the Mustang GT, which as in the past includes unique styling elements like GT/CS stripes, cosmetic side scoops, a blacked out grille and a front splitter borrowed from the Performance Package. Inside, the car also gets unique GT/CS branded, suede-trimmed seats.

Rev-Matching Upgrades

Aside from the addition of the California Special, there are other upgrades to the Mustang for 2019. While we’ve already seen what the 2018 Mustang GT can do equipped with the 10-speed automatic, six-speed manual GT buyers now get advanced rev-matching to help smooth out gear-changes and improve performance.

Active Exhaust and Vintage Colors

In addition, those opting for the 2019 EcoBoost Mustang will now get to enjoy a driver-controlled active exhaust system like the one that debuted on the GT for 2018. Last but not least, Ford has also added some vintage-inspired colors to the lineup, including “Velocity Blue” and “Need for Green.” We can’t wait to see what they look like.

While none of these updates to the 2019 Mustang are game changers, it’s great to see Ford continuing to improve and update the platform year by year. We look forward to seeing the updated cars on the street and at the race track.

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You asked for it... see the head-to-head racing action from the Ferrari 348 GTS vs. Toyota AE86 GT-S. What will happen when we pit a '92 Ferrari 348 GTS against an '87 Corolla AE86? If you watched the full Driver Battle Episode 2 video, you already know the answer, but now get full-track in-car head-to-head racing action for their timed battle laps.

While some may give the 300hp V-8 of the Ferrari a hands-down win against a 4-cylinder AE86. However, this AE86 has been heavily modified for track along with a swapped AE111 20-valve 4A-GE, upping it a whooping 160 rwhp. On paper it may look like a big difference, but watch the video above to see how these cars match-up against one another on the track, both equipped with Nitto NT01 rubber.

In the end, it's all fun and games. Stay tuned to see full features for both of these cars on Driving Line.

The Geneva Motor Show is always a big deal for auto enthusiasts and fans of high performance cars, and in recent years it’s become the place for Europe’s carmakers to show off their latest hypercars to the world. While there weren’t any brand new hypercar models debuted at this year’s show, Bugatti, Aston Martin and McLaren all brought new, more hardcore versions of their existing projects. Let’s take a look.

Bugatti Chiron Sport

Starting off with Bugatti, we have the Chiron Sport, a more focused performance version of the already ridiculous Chiron and its 8.0L W16 engine. The Chiron Sport doesn’t get any more power than the “standard” version, so buyers will be forced to make do with the same 1,500hp—but there are a number of other changes that set the Sport model apart.

Eighteen kilograms have been trimmed with the use of lightweight materials, and the suspension has been retuned to be 10 percent stiffer than the base Chiron. Other changes include a new torque vectoring system and unique lightweight wheels.

With all of the changes, Bugatti says the Chiron Sport is five seconds quicker than the base car around Italy’s famous Nardo Circuit. Want one in your garage? It’ll set you back just $3.26 million when it arrives at the end of the year.

Aston Martin Valkyrie AMR Pro

Next up is Aston Martin, who showed off a new track-only version of its Valkyrie hypercar, dubbed the Valkyrie AMR Pro. Developed by F1 genius Adrian Newey and a team of engineers, the Valkyrie has been refined and honed to be the ultimate in track performance.

Over 1,100hp has been extracted from the car’s 6.5L NA V12 with energy recovery systems, and it’s aerodynamics have been fine tuned to make over 1,000 kg of downforce while still being able to hit a top speed of 225 mph.

Aston Martin says the AMR Pro should have track performance on par with a LeMans LMP1 machine and a Formula 1 car—which is astounding to think about. Yet when looking at the car, it's also completely believable.

We’d tell you what the price is, but it doesn’t matter as all 25 Valkyrie AMR Pros have already been sold well before the planned 2020 release date. Sorry about that. You might have to settle for something else.

McLaren Senna GTR

Last but not least we have McLaren, who also went in the track-only direction for its Senna GTR Concept, based on the already sold-out Senna hypercar that was announced last year.

As you might imagine, the GTR version of the Senna will be lighter, wider and more aerodynamic than the road going version, and it will also be equipped with wheels specificly for race use.

Full specs on the Senna GTR haven’t been finalized, but McLaren says the GTR will make more power than the road car and it’s race ready aerodynamics will generate over 1,000kg of down force, not unlike the aforementioned Aston Martin Valkyrie AMR Pro.

Following in the footsteps of the F1 GTR and P1 GTR, McLaren says the Senna GTR will be the quickest McLaren outside of an F1 car. Based on the planned specs, there’s little reason to doubt them.

While only 500 examples of the road-going Senna are being built, that seems downright generous compared to the 75 Senna GTRs that will be hand-assembled for customers beginning in 2019. Hopefully you already have the deposit in for yours!

These weren't the only cars to be unveiled a Geneva. Check out our first glimpse at the new Supra!

The Detroit Autorama brings the latest automotive technologies and generous amounts of glamor to the Cobo Center every winter, right around the time when Midwest locals become stir crazy for spring. This year’s show did not disappoint, and it gave us the car fix we needed to make it through until driving season. Everything from traditional hot rods to pro-street builds with heavily polished engines and high-power claims scattered the showroom floor. Hundreds of vehicles were on display, but no one has time to read about every single one. Instead, we narrowed it down to eight of our favorites. 

1. Unapologetic Forced Induction 

This Porsche-red 1969 Camaro SS is one of several cars built by Brad Gary, owner of Blow Mafia, a name that’s known for stacking power-adders. Instead of being partial to superchargers, turbochargers or nitrous injection, Gary embraces all three, and then slathers the systems in chrome.

A 468 cid big-block powers the ‘69 SS. The engine is fed by twin 68mm turbos and a 14-71 supercharger tuned to 14 lbs of boost combined, and an extra 200-shot of Nitrous for an extra kick. The total horsepower is unknown. However, we think that Gary might just be on to something.

2. It’s Not Your Average Engine Swap

Clint Hillock of Sault St. Marie spent two winters building his 1933 Ford pickup from the ground, up. When it came to the engine, he took the unbeaten path away from the LS and small-block Chevy swaps. Instead, he opted for a hot rod powered by a screaming 5.9L Cummins diesel engine. (Oh, the magnificent resounding turbo spool!)

3. Nostalgic Stands for Style

Keith Maclntyre of Binbrooks Speed and Custom built this wild yet traditional 1927 Ford Model T and hasn’t had the heart to let it go. Who could blame him? The nostalgic 303 Olds Rocket V-8 is already admirable, but the six-deuce carburetors mounted on the cross-ram manifold are what complete the iconic hot rod look.

4. It’s All in the Curves

Tony Netzel didn’t want to build a mundane pro-street Camaro or Mustang. He wanted to create something that would stand out in the middle of a sea of show cars. The intricate, sharp lines and graceful curves of this 1961 Plymouth Belvedere caught his eye, and the rest is history. The car’s 440 is driven by twin turbos, which look stunning teamed with a pair of blow-through Holley carbs and two old school long-ram Mopar intake manifolds. Netzel states that the 440 is now a “tame” 496 cid that supports around 700hp.

5. Brought To You by the Letter “B”

This chromed-out 1967 Chevy Nova is powered by the letter “B,” for blown big-block, and Bob Tackett, the lucky owner.

The custom street machine is engulfed in wispy traditional hot rod flames, which brightly contrast with the black base.

6. When Two Worlds Collide

This non-biased Ford Model A represents the best of both worlds. Its frame was stretched by 7 inches for an optimal 110-inch wheelbase, which better balances the heavy 461 cid Chevy engine. Mounted atop the big-block is a hefty 8-71 series Weiand blower and Sanderson Zoomie headers. The color-matched valve covers and the ’34 Chevy grill and dash blend the marvelous mash up to perfection.

7. Built for Speed

Forget all of the fluff. The Speed Demon is claimed to be the world’s fastest wheel-driven car with a piston engine. The twin-turbo 6.0L small-block engine setup was chosen because it's compact enough to fit in a narrow chassis that was originally designed for a 4-banger.

Three injectors per cylinder quench its thirst while the machine jets out over 2,000hp. Sure, the engine only runs for a few minutes at a time, but the rush from reaching speeds of over 462 mph is the kind of feeling that no one forgets.

8. And the Winner Is…

The 2018 Detroit Autorama Ridler Award was given to this 1957 Chevy 150 Hardtop, owned by Greg and Judy Hrehovcsik and built by Johnny’s Auto Trim & Rod Shop in Alamosa, Colorado.

Its twin-turbo 515 cid Nelson racing engine is dressed to impress, but it’s not all about the looks. The high-class sleeper is capable of over 1,000hp on pump gas, or up to 1,800 with race gas.

To see some other awesome engines, check out our coverage of the Grand National Roadster Show.

Ever since the first race organized by Norm Johnson in 1967 to promote the Mint Hotel in Las Vegas, Nevada, the Mint 400 has attracted off-road racing enthusiasts from all over the world each year. After a nearly 20-year hiatus from 1989 to 2008, The Mint 400 was resurrected and brought back into the spotlight of off-road racing. While many who attend The Mint 400 describe it as the closest experience to Baja racing as you can get in the United States, those who are brave enough to race this event will tell you it can be equally as treacherous and rewarding at the same time.

It’s for this reason that Ultra4 Racing made The Mint 400 the second race in the Nitto Triple Crown race series. After the marathon that was King of the Hammers, drivers hoping to win the Triple Crown have to prove their strength in desert racing at The Mint and show their finesse on the short course at Crandon.

The 2018 Best in the Desert Mint 400 marks the 50^th year of this race, an anniversary that we are all-too familiar with in desert racing as the Baja 1000 and Baja 500 both celebrated their 50^th years in the 2017/2018 race season. In that time, the Mint has grown from a point-to-point course with a fastest time of 16 hours to a loop race, sometimes featuring a fastest time of under 6 hours.

This year’s race week kicked off with the 4-Wheel Parts Vehicle Parade powered by Odyssey Battery on Wednesday. The parade began at the south end of the Las Vegas Strip and made its way up Las Vegas Boulevard to Fremont Street, where tech and contingency was held over the next two days. The Mint 400 parade is one of two times per year that Las Vegas Boulevard is closed down completely to normal traffic. The parade has stood to bring off-road racing to the masses, putting 150 race vehicles into the public eye.

All the action downtown kicked off on Thursday. Fremont Street was blocked off to vehicle traffic, creating a unique walk-through experience for the public to interact with the race teams and see the vehicles up close, as well as check out some of the biggest vendors in the off-road industry. While race fans checked out the happenings downtown, the competition heated up just 30 minutes north of town at the Apex qualifying course for the Method Race Wheels Time Trials. The Trophy Truck and Class 1 buggies each gave their best lap to determine their starting position at the main event. The first place qualifier, with the fastest time of the day, was Harley Letner, piloting his Class 1 buggy around the qualifying course faster than the deepest field of Trophy Trucks the Mint 400 has ever seen.

Friday was the last day of tech and contingency, giving race fans one last chance to hang out with the race teams as they made their way through Fremont Street to their tech inspections. We caught up with several Ultra4 drivers, all looking to add some points towards the Nitto Triple Crown series by competing in The Mint 400. Loren Healy, who planned to race his newly built 2-seater Ultra4 for the first time, was excited to see what the new car could do. After an issue forced him to race the Red Dragon at King of the Hammers this year, Loren was confident the car was ready for anything the Mint 400 could throw at him.

At the Nitto Tire booth, the young and talented Bailey Cole was getting ready to push his 4454 Ultra4 car into tech inspection. Bailey and his father, Dave Cole, planned to double-team this race, with Dave starting and Bailey finishing. Although this would be their first time splitting driver duties for a race, neither Bailey nor Dave are strangers to long, enduring hours in the hot seat of an Ultra4. Bailey won the title of the King of Britain in last year’s Ultra4 race in Europe. Dave Cole, who took second place in the 4400 class of last year’s SCORE Baja 1000, was determined to conquer the challenge with his son.

Of course, no Ultra4 race is complete without the Campbell Racing family in attendance. Wayland and Bailey both planned to drive this race, with their father, Shannon, only swapping seats with Bailey if needed. When asked what her strategy was for racing the Mint 400, Bailey Campbell fiercely replied with, “To keep my dad out of the car!” It’s evident this competitive family is all about one-upping each other, but their teamwork and ability to rely on each other both during and outside races makes them fierce competitors.

The first green flag was raised at 6:00 a.m. on Saturday morning, 40 miles south of Las Vegas in the town of Primm, just behind the Buffalo Bill’s Resort and Casino. Although The Mint 400 was officially underway, the unlimited class race would not begin until 12:30 p.m. later that day. The morning air smelled like a mixture of race gas and wet creosote bush, as a light rain began to wash over the desert. The pits were busy with the unlimited class teams making last minute adjustments, as the limited and UTV classes buzzed by, lap after lap. It became evident that attrition was a real issue along this course. It seemed every few minutes another team was being towed into the main pit or a radio call for a tow came in from some team stranded out in the Nevada desert. The Mint 400, clearly, was no cakewalk.

At noon, two rows of Trophy Trucks lined up along a fence holding back spectators, with the exception of Harley Letner in his Class 1 buggy leading the pack. As the Trophy Trucks and Class 1 buggies tore off into the desert, the first pair of Ultra4 cars lined up along the start line. Nitto team drivers Marcos Gomez and Jeff Brown were first off the line, followed shortly after by Loren Healy, Wayland Campbell, Bailey Campbell, Casey Currie, JP Gomez, Erik Miller, Mel Wade, Dustin Isenhour and Dave Cole.

Just as the Ultra4s were tearing off the start line, BajaLite driver Mike Jams crossed the finish line in his 3003 car on 35x12.50x17 Nitto Ridge Grapplers and snatched up the first place position in his class. This well-deserved victory came just months after Jams and the Desert Race School team threw in the towel after 600 miles of battling the Baja 1000, due to a faulty transmission.

Each of the three laps of The Mint 400 is 125 miles long, combining wide open lake beds with tighter canyons. While dust is normally the biggest enemy of anyone racing this course, a steady rain kept most of it down on the ground. Good news for teams who were pulling strong through the afternoon, and bad news for those who were broken down waiting for parts or a tow. The rain grew heavier as the afternoon went on and the Ultra4 class drivers made their way into their second lap.

Loren Healy quickly picked off several positions, pushing his way to the front of the Ultra4 pack, his lead growing as the second lap progressed. Just behind Loren was Paul Horschel, piloting the 4419 car, with Casey Currie and Erik Miller not far behind him. Casey was showing his desert racing experience by keeping even unlimited spec Trophy Trucks behind him around lap two. By the end of lap two, Loren still had a commanding lead and headed into the night to begin the final lap. Around that time, Las Vegas local and veteran Trophy Truck class winner, Bryce Menzies, crossed the finish line and officially took first place overall in The Mint 400.

Now completely dark, the course was beginning to take its toll on the various teams still sprawled out along it. Mel Wade’s 4451 Jeep Ultra4 suffered a fire at Pit B, luckily with no injuries and only slightly damaging the car. Bailey Cole suffered mechanical failure that ended their race early. Erik Miller also suffered mechanical issues with his engine and had to pull out of the race early. The remainder of the Ultra4 field was pushing hard to finish the race.

Just a few miles into his final lap, Loren Healy lost his dry sump oil pump drive belt. Luckily, they were able to fix it on the course, but it cost him precious time and his lead position. Paul Horschel had passed him and built a lead of several miles by the time Loren’s car was back on the move. As they made their way around the final lap, Loren noticed an issue with his rear differential. Instead of pushing at 100 percent and risking a breakdown in the middle of the course, where it would take hours in the rain to recover, Loren decided it was best to run at a slower pace and hope to catch Paul.

During that time, the Currie team had pushed through the field to a physical third place. Leaving Jason Scherer behind him, Casey’s younger brother, Cody Currie, piloted the 4402 IFS car around the third lap with ease, passing dozens of broken down vehicles from every class.

Paul Horschel crossed the finish line physically in first place, with an elapsed time of 8 hours and 3 minutes, earning him the first place position for the 4400 class. Just 25 minutes later, Loren Healy crossed the finish line in a physical second place, followed directly by Cody Currie in a physical third place. Official times show that Cody Currie had Loren Healy beat by just 46 seconds on corrected time, placing him officially in second place and Loren in third.

The fans had all gone home, the announcers were done, the TVs were off and the only ones remaining were the crews and families of the teams coming into the finish. As each of the cars rolled up on the wet stage, the rain grew even heavier still. By 10:30 p.m., the 4400 class podium finishers had all came across the stage and headed back to the pits. 2018 King of the Hammers champion Jason Scherer landed a fourth place finish, coming in after the Currie team. Not far behind was Shannon Campbell, who took over Bailey’s seat during the second lap.

As the desert night grew colder and moved to the early hours of Sunday morning, most teams were back in the main pit behind Buffalo Bills. The Mint 400 had proven itself once again as a monumental undertaking, rendering many high-performance race cars useless and shedding the light of victory on only the few who bested its challenges. There’s a reason so many hold this race in the same regard as competitions such as the Baja 1000. It’s downright brutal. But as the sport of off-road racing continues to grow deeper into the mainstream, attracting larger crowds and longer entry lists each year, The Mint 400 will always remain an important artifact in American motorsports.

Enjoyed reading about desert racing? Check out our coverage of the 50th SCORE International Baja 1000!

Photos courtesy of The Mint 400 and Casey Currie Motorsports