Popular Posts HCCI Engines Offer a Promising Jump in ICE Technology 702 Big Block Chevy Boat Engine ProCharged 7.3L Ford Godzilla Engine Moroso Ultra 40 Sleeved Ignition Wire Sets with 135 Degree Spark Plug Boots for GM LS Sin City Diesel's Compound Turbo 6.7L Cummins Engine Connect with us advertise with us

HCCI Engines Offer a Promising Jump in ICE Technology

702 Big Block Chevy Boat Engine

ProCharged 7.3L Ford Godzilla Engine

Moroso Ultra 40 Sleeved Ignition Wire Sets with 135 Degree Spark Plug Boots for GM LS

Sin City Diesel's Compound Turbo 6.7L Cummins Engine

Popular Posts HCCI Engines Offer a Promising Jump in ICE Technology 702 Big Block Chevy Boat Engine ProCharged 7.3L Ford Godzilla Engine Moroso Ultra 40 Sleeved Ignition Wire Sets with 135 Degree Spark Plug Boots for GM LS Sin City Diesel's Compound Turbo 6.7L Cummins Engine Connect with us advertise with us

HCCI Engines Offer a Promising Jump in ICE Technology

702 Big Block Chevy Boat Engine

ProCharged 7.3L Ford Godzilla Engine

Moroso Ultra 40 Sleeved Ignition Wire Sets with 135 Degree Spark Plug Boots for GM LS

Sin City Diesel's Compound Turbo 6.7L Cummins Engine

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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding

Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!

Whether you’re a professional engine builder, machinist or manufacturer, or an automotive enthusiast who likes engines, racing and fast vehicles, Engine Builder offers content aimed at you. Our print magazine offers in-depth tech features on everything you need to know about engine building and its different markets, while our newsletter options keep you up-to-date on the latest news and products, tech info and personalities in the industry. But, you only get all of that if you subscribe. Subscribe now to receive Engine Builder magazine in print and/or digital each month, and our Engine Builder newsletter, Engine of the Week newsletter or Diesel of the Week newsletter directly in your inbox each week. You’ll be covered in horsepower in no time!

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Looking for a badass street/strip truck, a customer recently chose LinCo Diesel Performance to do the engine, transmission and truck work. The result was this 6.7L Cummins build that goes a few steps beyond what LDP regularly churns out. Find out what went into the build.

Diesel of the Week is presented by

We love seeing the power of social media in action. Earlier this year, we posted and shared info on a diesel engine build from LinCo Diesel Performance in a Diesel of the Week article. The shop also shared the posts about it on social media and YouTube. Within two days, a guy from the Chicago area called the shop saying he had seen the engine build on social media and wanted a price on a similar engine build for himself.

A couple days later, LinCo Diesel received a deposit from the customer and that turned into a much bigger engine build, as well as some custom transmission and truck work too. According to LinCo Diesel Performance owner Jeff McCord, the build turned into a $60,000 project. Not bad for a few social media posts!

McCord started LinCo Diesel Performance (LDP) in 2015 after deciding to get out of the heavy equipment business. He was in need of a new shop name that would let people know diesel work was being done there.

“Ever since we started the shop we’ve done diesel performance, but people didn’t realize it,” McCord says. “That’s why we started the performance business was for the name. We always did it, it just wasn’t as well known.”

That secret didn’t stay quiet for long, and today the shop focuses primarily on Duramax and Cummins engine work for all kinds of applications, as well as transmission work and some parts manufacturing.

“What we’re most known for is Duramax work,” McCord says. “However, our experience and preference is to work on Duramax and Cummins. We work on common rail mostly, but we have roots in 12-valve stuff too. We also manufacture a lot of parts for 12-valve trucks.”

Manufacturing parts, doing complete transmission work and keeping all engine and machine work in-house is easy since LinCo Diesel Performance also has LDP Machine, a full engine machine shop, under the same umbrella.

In fact, McCord just finished building a new facility for the Troy, MO-based LinCo Diesel Performance that is 15,600 sq.-ft. The machine shop is also in a brand new 8,600 sq.-ft. space right next door on the same property.

“We have about 25,000 sq.-ft. total on 6.5 acres, so we have plenty of room to expand more,” he says.”

Thanks to a growing social media presence, a new facility and top-notch diesel work for numerous applications, LinCo Diesel won the business of this latest customer looking to build a serious 6.7L Cummins for his 2014 crew cab short bed Dodge Ram.

“The engine is a 6.7L Cummins build, which featured a 6.7L block bored .020˝ over with a factory 6.7L crank,” McCord says. “We ended up doing some major upgrades to the block such as Wagler billet mains, which are extra-long 14mm main studs, and we used their steel girdle. We also did Haisley/ARP L19 14mm head studs.

“The rotating assembly features Wagler Street Fighter rods and custom 16.5:1 Mahle Motorsport forged pistons with DLC-coated wrist pins. The block and head are fire ringed. It’s got a Hamilton 226 cfm street 6.7L head with big valves. We took that head and did some CNC exhaust porting and blended the valve throats and the guides as much as we could with the shelf on and picked up 25 cfm per runner on both sides doing that. We also unshrouded the valves, so it gained a lot of low-lift flow and top-end flow.”

While the crankshaft is just a stock 6.7L crank, LDP did things a little differently than most in the Cummins world. According to Jeff, most folks TIG weld the crank gear and cam gears on. However, on this build, LDP keyed the crank.

“I don’t know why nobody ever does that in the Cummins world,” he says. “We do it on the Duramax stuff every day, but you always see everybody TIG welding them on due to shearing the pin. The benefit to keying the crank is if you ever want to remove the crank, it’s much easier. Welding on a crankshaft is also never ideal for heat.

“Keying the crank is just as strong, if not stronger, and you can always double key or triple key them if you’re running three or four CP3 pumps or a big 14mm inline pump and you’re worried about shearing it. We’ve even been talking about having gears EDM broached and double keying cranks. It’s a better way to do it than welding them.”

Some additional components put into this badass build were 110-lb. valve springs, XDP billet valve bridges, Hamilton 12mm pushrods, 1.5˝ tappets and rocker arms with DLC-coated trunnion shafts, a Hamilton 188/220 camshaft, a Fluidampr balancer with drill pin and full power retention kit, an electric water pump, Keating Machine billet bolt-in freeze plugs, and Fleece coolant bypass.

As far as the fuel setup on this 6.7L Cummins, LinCo Diesel used S&S 350% over injectors, an S&S 14mm race CP3 and an S&S SP3000 supply pump. They also opted for an S&S regulated return filter base.

“That posed some challenges because they haven’t done lots of tests as far as in a chassis and with different era trucks, so we had to overnight fittings and we had to make some custom brackets for the ECM and reposition the ECM to allow the pump and fittings to clear,” McCord says.

A unique feature of the build is LDP’s first-ever redesigned dual breather billet valve cover. This is the first engine with those valves covers and they are in production now. It’s a dual breather with both breathers baffled. They have 3/4˝ -12 fittings on them.

“We’re in the process of working on a catch can with an integrated drain to drain back to the crankcase,” he says. “We’ll have a full kit available shortly.”

To really give the build some serious horsepower potential, LDP chose a Stainless Diesel 485/96 5-blade “Godfather” turbo. And, on top of that, the customer requested a spool jet and two stages of nitrous on a progressive controller.

“We’re hoping for at least 1,400-1,500 horsepower on fuel, and 1,700 horsepower on nitrous,” McCord says.

While the customer’s transmission had already been built by another shop, LDP made sure it was up to snuff given the new horsepower levels this 6.7L Cummins would be churning out. And, it’s a good thing they took the time and effort to look at the trans.

“The trans only had a couple thousand miles at 900 horse and it was already looking pretty ragged, so we wound up going back through it and refreshening it,” McCord says. “We pulled it apart and went back through it and upgraded it to a Sonnax 35-spline input shaft. We had a new converter built by Suncoast for 2,600 stall. We went with a billet direct drum, a billet forward drum, a billet band, a billet servo, and some other parts it should have had, but it didn’t. We also went through the valve body to give him a full manual valve body, which will make for a stout trans.

“We also did some fab work such as cleaning up under the hood and getting the wiring hidden and tucked away. We removed everything that we could, and I got a standalone harness from Firepunk Diesel, so the engine wiring is super clean. We also fabricated all the piping in-house and we retrofitted the radiator and intercooler to a third Gen (‘03-’09) aluminum intercooler, so it’s got a normal pressurized cooling system with the radiator cap and no surge tank.”

All said and done, LinCo’s custom work made this 2014 Dodge Ram one badass 6.7L Cummins truck – and that’s just what the customer had wanted.

“The customer wanted a badass street truck and something he can race on the weekends,” he says. “I think he plans to hit several ODSS events. It’ll be a street pounder and a weekend warrior. We even hauled the truck down to Maverick Diesel where Paul and the guys put a cage in it.”

If you ask us, this 6.7L Cummins build was $60,000 very well spent!

Diesel of the Week is sponsored by AMSOIL. If you have an engine you’d like to highlight in this series, please email Engine Builder Editor Greg Jones at [email protected]

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Diesel of the Week:  Compound Turbo 12-Valve 5.9L Cummins