Diesel World Mag

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Maybe it’s better highway fuel efficiency and the giant increase in torque offered by a diesel engine. In reality, it’s probably an attempt at meeting ever-increasing CAFÉ (corporate average fuel economy) numbers. Either way, these smaller V-6 and four-cylinder engines will be sticking around. But back in the day, it was Cummins that developed their own small diesel engine market with the 3.9L 4BT.

One of the most overlooked diesel trucks on the market is the standard cab, long-bed pickup. Most are relegated to fleet duty and live a boring life racking up miles and miles of work. Every once in a while, a diesel enthusiast will get ahold of one of these overlooked gems and work their magic on it. The end result is usually one quick “sleeper” diesel that will leave a Mustang or a Corvette owner scratching their head.

The element of surprise is a beautiful thing, and for those of us in the diesel world it can be fairly easy to catch a late-model Mustang or Camaro off guard. Even though many auto enthusiasts have heard about what modern diesel pickups are capable of, the stronger running trucks they’ve seen have likely been newer, common-rail versions. They don’t expect to see the same thing from Brandon Indiviglio’s 21-year-old, squarebody Ford. In fact, most novice diesel enthusiasts are stunned to learn that his 7.3L Power Stroke is capable of running 12s. That’s fine with him. Indiviglio built his truck this way for that very reason. “I like making a truck no one thinks can be fast,” he told us.

“Dad taught me to pay attention to detail and do things the right way,” West relates, “and to appreciate the lines and character of a vehicle.”

A Show-Ready, Five-Speed ’97 F-250 On ’05 Axles In a world where easy horsepower, fancy paint, and the latest and greatest trucks tend to dominate the landscape, it’s rare that we come across a show-ready OBS Ford. Luckily, there are people like Tyler Williams left in the world—a true connoisseur of the diesels of old. Tyler doesn’t pump money and resources into his ’97 F-250 because he’s stuck driving an older truck, he does it because he wants to. In fact, Tyler has a show-winning ’18 F-450 Super Duty, a 12-valve Cummins sled-puller, a slew of diesel-propelled work trucks, and even a Duramax-powered ’69 C10 in his stable, but he prefers his OBS over all of them. The reason behind why he feels this way is both sentimental and simple: “I grew up in a truck just like this.”

Older diesel SUVs are definitely a sought after and desirable breed, but what kind of SUV should one buy? Excursions have plenty of room but often come with the troublesome 6.0L powerplant; Jeeps aren’t fullsize, and older Blazers and Suburbans can only be bought with tired old 6.2L or 6.5L engines. But what about a lightweight, short wheelbase Blazer with a Cummins? Doesn’t sound too bad, does it? As it turns out, lightweight, short wheelbase Blazers can’t be purchased with a diesel (sorry) but that didn’t stop California resident Steve Mc Connachie from building his own. It started when Mc Connachie acquired a ‘95 Dodge that was in bad shape, with more than 286,000 miles on it. Although many parts of the truck were shot, the driveline still looked good, so Mc Connachie decided to turn his Cummins-Blazer dream into reality.

The sharp, clean lines of this 2009 Dodge are quick to catch the eye, as is the smooth, seemingly wet red paint. From the word go, this truck looks the part of something that should be capable of a neck-snapping sixty-foot and a blazing-fast quarter mile time. The owner, Evan Rusk, is quick to show that it has more than enough under the hood to back up its sinister exterior. When he started to modify the truck nearly four years ago, we’re not sure he had the extensive build in mind that the truck now sports, but we’re glad it turned out that way. The truck has slowly evolved over the years, getting faster as the modification list got longer.

Ferdinand Porsche (1875-1951) had his hands into just about everything with an engine. By the time he started his own engineering firm in 1931, Dr. Porsche had acquired a great deal of motor vehicle engineering experience. His interest in tractors predated WWI, but he didn’t work on a serious design until 1934, when three prototypes were produced. By that time, Porsche had gained some prominence while developing the Volkswagen automobile; it was so well accepted that the project yielded an additional charge from the Reich: the Volksschlepper, or the people’s tractor. The Schlepper was project number 111 with the Porsche firm, and some of the other project numbers with which you might be familiar are 356, 911, 914, 924, 944 and 928.

In the days of small farms and small tractors, small diesel crawlers also had a following in the ag world. The crawler gained the most favor on larger acreages out West and on the soft ground of the fertile Central Valley of California. One of the first new designs to come after the Holt/Best merger was the Caterpillar 10 of 1928, a compact crawler delivering 18.1 PTO hp from a 143 ci gas engine. A small diesel crawler didn’t come from Cat until 1938 in the form of the D2.

Next, he decided what he wanted to build from the remains. He isn’t a purist or collector, so a return to stock was not the goal. A restomod wasn’t high on the list either. Like many of us, Josh is better on the technical side than the bodywork side and both these trucks had serious issues cosmetically. That left a Rat Rod build. The new Rat Rod phenomenon allows us all a legitimate “out” on having to devote a small fortune to bodywork on a truck that’s pretty far gone cosmetically. Even with the lower expectations for a Rat build, with old Binders being so notorious for rust, he needed every halfway decent body panel he could find and that meant combining the parts into one truck. The remaining unused original parts went to a needy collector.

What were you driving in high school? Was it a muscle car, one of the classics, or a lifted truck? Maybe it was something you built with your own two hands. In an age where a lot of teens are shying away from car culture and many diesel enthusiasts are writing checks to have their trucks built by someone else, 17-year-old Jack Burris is the exact opposite. After obtaining a two-wheel drive ’77 F-250 at the age of 14, he began making the truck his own. With the help of his father, Steve, he would learn the tricks of the auto body trade, how to fabricate the parts that couldn’t be bought, and eventually experience the satisfaction that comes with turning an automotive dream into reality.

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SUBSCRI

“Everyone was doing the Sierra and full-size trucks,” says owner Keith Kroll, founder of Offroad LED Bars (aka OLB) in San Antonio, Texas. He chose to build a Canyon because he “wanted to prove that a four-cylinder mid-size truck could look amazing, tow most loads, and still get 35 miles per gallon.”

If you’re raised on a farm, you’ll likely grow up to be a farmer. It’s just what you do. And if you farm in America’s Heartland, chances are pretty good you’ll take an interest in truck and tractor pulling. Things were no different for west-central Illinois native Nathan Beard. In his neck of the woods, the 8,500-pound Work Stock diesel truck class is all the rage. It consists of former work trucks, farm trucks, and daily drivers that have been transformed into highly modified versions of their former selves. Because of class rules, they’re over-fueled and under-turbo’d, yet many of the trucks in this field have no problem making 800 hp or better.