Popular Posts Could Engine Oil Soon Contain No Oil? Turbocharged 396 cid LSX Engine Steve Morris' 'All the Freedom' 555 cid Big Block Chevy Engine 632 Big Block Chevy Nitrous Engine Compound Turbo 6.0L Powerstroke-Swapped R35 GT-R Connect with us advertise with us
Could Engine Oil Soon Contain No Oil?
Steve Morris' 'All the Freedom' 555 cid Big Block Chevy Engine
632 Big Block Chevy Nitrous Engine
Compound Turbo 6.0L Powerstroke-Swapped R35 GT-R
Popular Posts Could Engine Oil Soon Contain No Oil? Turbocharged 396 cid LSX Engine Steve Morris' 'All the Freedom' 555 cid Big Block Chevy Engine 632 Big Block Chevy Nitrous Engine Compound Turbo 6.0L Powerstroke-Swapped R35 GT-R Connect with us advertise with us
Could Engine Oil Soon Contain No Oil?
Steve Morris' 'All the Freedom' 555 cid Big Block Chevy Engine
632 Big Block Chevy Nitrous Engine
Compound Turbo 6.0L Powerstroke-Swapped R35 GT-R
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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
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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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Johnny Gilbert of Stainless Diesel has a brand-new setup this year to help him compete with the gas Pro Mod guys. He’s been dialing in a Pro Mod diesel Corvette featuring a Wagler Competition-built, all-billet, 6.7L Cummins engine. With 3,500 hp on hand, Gilbert is looking at 3.80s in the eighth! Check it out!
Diesel of the Week is presented by
To people outside of the competition drag racing world, it may look like racers just build a fast car and then race it down the track for a few seconds. I’ll be the first one to admit that before I dove headfirst into the industry, I wasn’t aware of the intricacies of the sport and the insane amount of science, engineering, planning and prep that goes into a proper drag race build – all for a few seconds of barreling down the track.
A proper chassis, tires and transmission are all pieces of the pie, but the blueprint for a competitive race car (or truck) ultimately starts with the engine – and the goals you want it to achieve. While there are a few viable choices as a base, the 6.7L Cummins is certainly a standout in terms of raw horsepower capability and reliability in the diesel landscape. Diesel motorsports have progressed far enough over the past 20 years that some builders out there have all but perfected the art of building a good Cummins engine. Johnny Gilbert of Stainless Diesel recently worked with Jeremy Wagler and Wagler Competition to do just that.
Stainless Diesel is a family-owned business specializing in single and twin-turbo piping kits, billet 5-blade turbo upgrade compressor wheels, and personalized complete turbochargers. Outside of supplying shops with cutting-edge products and manufacturers their own Stainless exhaust manifold, owner Johnny Gilbert and his team of racers, pullers and chassis builders have made a name for themselves in the motorsports community.
Most notably, Gilbert holds the record for the fastest diesel pro-street truck with his common-rail Cummins. In 2020, he set the eighth-mile record with a time of 4.92-seconds at 155.7 mph. Thanks to a single-turbo 2,300 hp engine and tons of time in the garage spent tweaking and tuning their setup, the team still holds the record today.
We caught up with Gilbert at the Ultimate Callout Challenge this year, but he wasn’t campaigning his usual Dodge. Instead, he brought a more recent project that the team has been working on over the course of the last year or so: a diesel-powered Pro Mod Corvette.
As you could have guessed, Gilbert opted to drop in an all-billet 6.7L Cummins under the hood of the ‘vette. A fairly new setup on the engine carried the team to a new personal best time at UCC in the 4.50-range.
The beast of an engine is designed for around 3,000 horsepower, and Gilbert says that with the fuel quantity and capability of the engine, it may be able to reach the 3,200-3,500 horsepower range at some point in the near future. For now, in the early stages of getting used to the new setup, it sits right around the 2,000-horsepower mark.
“Jeremy Wagler from Wagler Competition products engineered the whole thing top to bottom for us,” Gilbert says. “It’s a 6.7L Cummins crankshaft with 4.250″ bore pistons, a roller camshaft, Manton rockers, two S&S CP3 12mm fuel pumps and 600% injectors.”
The crank was balanced and nitrided by Shaftech, improving its bending strength during cycling and allowing for less fatigue over time. Likewise, the piston tops and skirts were both coated to reduce friction. Rounding out the rotating assembly are Wagler’s heavy-duty connecting rods.
To save some extra weight, Gilbert decided to completely bypass running an intercooler.
“We’re running what we call a nitrous cannon,” he says. “It injects a tremendous amount of nitrous to bring the fuel curve on the leaner side. We were 30:1 on our last pass and our gas brothers, they’re like 12:1 on a pass like that.
“We have full nitrous pressure, so 900 lbs. or so. We like to start around 950 in the burnout box and that’ll peel off 20 or 30 lbs., then we’re on the line and its around that 900 mark.”
For the air setup, Gilbert runs a single 98mm GTX based unit that the team builds at the Stainless shop. It has a fairly unique exhaust housing that’s divided to help it spool quicker, unlike gas cars which typically have open or non-divided exhaust.
When Gilbert’s out making a pass, quite a bit of boost is being produced. The engine has two Turbosmart wastegates, which typically get opened at around 90 lbs. of boost.
“It continues to make boost, but we control the turbo shaft speed a little bit by doing that,” Gilbert notes. “Right now, it’s in the 150 lb. boost range and the turbo shaft speed is still in the safe zone for us right at around 100,000. We try to stay away from that 120,000 rpm range because that’s the danger zone.”
Gilbert’s diesel ‘vette is already shaping up to be a powerhouse build, but he still has lofty goals on the horizon. One of them is getting closer to that 3,000-horsepower mark. The other, to eventually be able to compete with the gas-powered Pro Mod guys.
“I think we need to really get down in that 3.80-second at 200+ mph range to be in the pack with those guys, but we can do it.”
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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