Shane Kellogg’s Latest Super Stock Pulling Truck

Shane Kellogg has been a fixture on the pulling circuit for many years: He’s earned a state championship and six national championships in his famous Super Stock Dodge named Gotta Have It. Even at the young age of thirty-four, the Kenton, Ohio, farmer is considered a veteran in the diesel truck-pulling world. To say that Kellogg and Gotta Have It were extremely successful would be an understatement; he took home event wins on a regular basis and was a contender to pull the sled farther than anyone else on any given night. He regularly competes in the highly competitive Lucas Oil Pro Pulling League and the National Tractor Pulling Association series with his truck.

“Even at the young age of thirty-four, the Kenton, Ohio, farmer is considered a veteran in the diesel truck-pulling world.”

After winning the Ohio State Puller’s Association Championship in 2011, the NTPA Championship in 2010, 2012 and 2013, the PPL Championship for three consecutive years in 2011, 2012 and 2013 and while leading the points category in 2014, an offer came in to purchase the Gotta Have It chassis. Rather than being complacent and continuing with his existing truck, Kellogg chose to sell the chassis and build a new truck to challenge himself and his team to climb to the top and trump his competition once again. Thus the idea for TRUMP was born.

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With the body lifted, the glory of the 3,000-horsepower, Haisley-built triple turbo Cummins engine and the amazing craftsmanship of the Sandridge Customs chassis can clearly be seen.

Kind of like staring down a double barrel shotgun, looking at the parallel Columbus Diesel Supply Pro-Stock series twins on this engine can be intimidating.

Then you see it from the side and realize that there are three big Columbus Diesel turbos, and you know this monster makes some serious power.

Shane Kellogg hopes his truck trumps the field and is not ashamed to show it. The aluminum tanks behind the weight box hold oil for the turbos, water for the injection system, diesel fuel and engine oil from left to right.

The New Rig

After selling Gotta Have It, Kellogg turned to the crew at Sandridge Customs to begin the build on a new Super Stock pulling truck right away. Starting from scratch with a stack of metal tubing and plans to top the overwhelming success of the previous truck, the Sandridge team, led by Nate and Jacob Boes, went to work designing and fabricating Kellogg’s new truck from the ground up in mid-April 2014. In just three-and-a-half short months, TRUMP rolled out of the Bloomdale shop ready to tackle the dirt and drag the sled along for a ride. In September 2014, he collected his first win with TRUMP at an NTPA event and has gone on to record three more victories as of early June 2015.

“TRUMP’s power comes from a reliable source: The Cummins engine is the very same engine that powered Gotta Have It!”

The 2013 Ram 2500 body is a molded fiberglass set from GTS Fiberglass and Design in Troy, Missouri, that was sent over to Danny Taylor of Taylor’s Automotive Art and Design in Louisville, Kentucky, for a unique look. Kellogg told us he dropped off the body with the simple instruction to “Make it look good.” Then, with full creativity in design and color selection, Taylor went to work on the body, slathering it with the multitude of colors and the wild layout seen here. You’d be hard pressed to find a truck on the pulling circuit—or anywhere else for that matter—that stands out more than TRUMP. For a little more bling, he used a Lamborghini-style door hinge for the single door on the driver’s side of the body. The bed is capped with a soft tonneau cover to give the truck a finished look.

To make sure the fuel supply is able to keep up with the air provided by the compound triple turbo system, Kellogg went with a Columbus Diesel Billet High Performance pump. You can also see the custom-bent stainless steel fuel lines that go over the ZZ Custom Fabrication/Haisley Machine intake manifold.

Peaking under the front of the truck, you can see the belt-driven water pump used to circulate ice water through the air-to-water intercooler, also seen here.

Power from the Cummins engine is channeled through an MRP 4-disc clutch housed within ProBell bellhousing. To make it possible to back the truck up to the sled, Kellogg relies on an SCS Gearbox reverser connected directly to the bell housing. You can also see the array of pedals he uses for the truck to control left and right independent front braking as well as the clutch and reverser.

The crew at Sandridge Customs built a massive hitch to connect to the sled and load the chassis as Kellogg drags it.

Building the Chassis

While Taylor was working his magic on the body, the team at Sandridge Customs was cutting, bending and TIG welding chromoly tubing to form the chassis. The truss work chassis design not only holds the powerful Haisley Machine-built Cummins engine firmly in place, it also secures the beefy Rockwell axles and driveline to get the power to the ground. The narrowed rear Rockwell SQHD axle is mounted to the chassis and features a 6.20 gear ratio with a TRB Machine billet differential. Up front, the Rockwell F-106 axle also uses a TRB differential with 6.20 gears. The front axle is mounted in the chassis with a set of fabricated billet aluminum Sandridge trailing arms and a total of six Penske shocks with two on the front side of the axle and four coil-over models on the rear side.

The Sandridge Customs team built a massive hook mount that is fully adjustable to give Kellogg the weight distribution he desires. They also integrated mounts and an internal frame structure to keep the fiberglass body rigid. The body tilts up from the front to allow Kellogg and his team easy access to the engine and chassis. Kellogg opted to finish the chassis with a great-looking, brushed, stainless steel powder coat finish.

Both the front-and rear-axle assemblies are stuffed with SCS Gearbox axles to put the power to the huge Real Racing Wheels wrapped with Dick Cepek Giant Puller 34X18.0-15 tires up front and Pit Bull Super Puller 34X18.00-15 tires in the rear. To prevent the wheels from spinning in the tires, Kellogg runs multiple rim screws to secure the two together under the low pressures run in competition. Power is sent to the front and rear axles through custom SCS Gearbox driveshafts with U-joint shields and drive shaft retention hoops to help prevent anything from flying out from under the truck if there is a failure. The painted driveshafts link to a SCS transfer case and reverser that link to the Cummins engine through an MRP four-disc clutch system, which allows Kellogg to tune it to the track conditions before each hook. The clutch is contained within a Probell Racing Products bell housing and actuated with a Howe hydraulic pedal system.

A hydraulic steering ram is used to help Kellogg keep TRUMP between the lines as he pilots it down the track. Independently actuated Wilwood disc brakes are used up front to help him maneuver the 7,500-pound truck in the pits and on the track while lining up to hook to the sled. The rear axle does not use brakes, and Kellogg does not touch the brakes during track runs.

Looking under the front of the chassis, you can see the beefy Rockwell F-106 axle with its TRB differential, as well as the Sandridge billet aluminum trailing arms and Penske shocks that allow Kellogg to tune and adjust the front suspension. Note the driveshaft and U-joint shields that are designed to keep things in place should a joint or shaft fail during a pull.

The narrowed rear Rockwell SQHD axle housing is solid mounted to the chassis and features a TRB differential with 6.20 gears to put the power to the dirt. The rear driveshaft is also protected with U-joint shields and retainers like the front.

A SCS Gearbox transfer case is used to split the power between the front and rear axles.

The Legendary Engine

TRUMP’s power comes from a reliable source: The Cummins engine is the very same engine that powered Gotta Have It! The Haisley Machine SuperB Cummins engine features a factory 6.7L crank that was prepped by the pros at Callies Performance Products to withstand the rigors of Super Stock sled pulling. It swings a set of billet steel connecting rods—built to Haisley specifications—and Ross Racing pistons through the bores under a CNC-ported Hamilton Cams 12-valve cylinder head. A billet steel roller camshaft by Haisley actuates an SMT roller-rocker system to control the valves in the Hamilton head. To keep everything well lubricated, they rely on a dry-sump external oiling system with a Peterson Fluid Systems external oil pump mounted low on the driver side of the Cummins engine. ARP studs and fasteners are used throughout the engine to keep everything together.

Spent exhaust gasses are expelled through a Steed Speed manifold, into a spacer and then the turbine of a Columbus Diesel Supply Pro-Stock series turbo. From there the exhaust charge drives an additional pair of Columbus Diesel Pro-Stock turbos in a parallel twin configuration. Output from the twins is merged into a single stack that fires plumes of smoke through the hood of the truck.

Large volumes of air are drawn into the pair of Columbus twins through a pair of guillotine-style shut down valves before entering the two compressor housings. Once it is compressed in the first stage, the intake charge is channeled over to the input of the single Columbus turbo mounted to the exhaust manifold. To help regulate boost levels, a single Precision Turbo blow-off valve is used between stages. After another round of compression, the intake charge is routed through a Precision Turbo air-to-water intercooler before reaching the ZZ Custom Fabrication Haisley Machine intake manifold. The log-style manifold features individual runners that feed air into the cylinder head.

To keep up with all the air that the compound triple turbo system can make requires a lot of fuel volume. Kellogg and the team at Haisley Machine once again turned to Columbus Diesel Supply to handle the fuel side of the engine. The single mechanical Billet Sigma High Performance Pump from Columbus delivers plenty of fuel through custom-bent stainless steel high-pressure fuel lines to a set of six Columbus Diesel high flow fuel injectors. The engine combination makes around 3,000 horsepower to keep TRUMP at the front of the pack. To monitor the engine and chassis, Kellogg relies on a TS Performance Ipro data logger system and monitor. Kurtis Rieckly handled the electrical system wiring for the truck.

What’s Next

Kellogg has been working on getting the new truck dialed in to consistently finish toward the front of the pack. With everything this truck has going for it—a stout engine and driveline, a well-built chassis, amazing attention to detail and a multi-time championship winning driver—it won’t be long before Kellogg adds another national championship to his résumé. DW

[divider]SPECIFICATIONS[/divider]

Vehicle Weight: 7,500 lbs.

Body: 2013 Ram 2500 body molded by GTS Fiberglass & Design

Chassis Modifications:

Rockwell SQHD axle (6.20 gear ratio with a TRB Machine billet differential)
Rockwell F-106 axle (TRB differential with 6.20 gears)
Fully adjustable hook mount
Custom SCS Gearbox: transfer case and reverser
MRP four-disc clutch system
Independently actuated Wilwood disc brakes

Tires:

Dick Cepek Giant Puller 34X18.0-15 tires up front
Pit Bull Super Puller 34X18.00-15 tires in the rear

Engine:

Haisley Machine SuperB 5.9L 12V Cummins engine prepped by Callies Performance Products
Hamilton Cams 12-valve cylinder head
Haisley billet steel connecting rods
Ross Racing pistons
Billet steel roller camshaft/SMT roller rocker system
Steed Speed manifold
ZZ Custom Fabrication Haisley Machine intake manifold
Billet Sigma High Performance Injection Pump by Columbus Diesel Supply
TS Performance Ipro Data Logger
Haisly Built Tipple Turbo System

The weight bias on Kellogg’s truck puts the vast majority of the 7,500 pounds on the front tires, as shown when he lifts the rear tires off the ground to reposition the truck during our photo shoot.

The display for the TS Ipro data logger system and switch panel is easily within reach as well.

Kellogg’s control center allows him to focus on dragging the sled down the track with minimal distractions. Belted into the aluminum seat, he can easily reach the billet aluminum hand throttle, as well as the gear shift, fuel kill, emergency fuel shut off and emergency air shut off leavers as needed.

FREQUENTLY ASKED QUESTIONS

What are Super Stock diesel trucks, and what makes them extreme in motorsports?

The World of Super Stock Diesel Trucks: What Makes Them Stand Out?

Super Stock diesel trucks represent the pinnacle of diesel motorsports, pushing the boundaries of engineering and performance. These behemoths, often seen in truck pulling competitions, are a testament to extreme power and durability.

Unmatched Power

At their core, Super Stock trucks are all about sheer strength. They boast Frankenstein-like fuel systems and can generate an astounding 3,000 horsepower. Such immense power is necessary to tackle the rigorous demands of pulling heavy loads over short distances, a true test of brute force and engineering prowess.

Turbocharged Blasts

One standout feature of these trucks is their turbocharging capabilities, with some models reaching up to 150 psi of boost. This incredible boost level allows the trucks to unleash massive amounts of power quickly, ensuring they don’t just participate in competitions—they dominate them.

Engineering Excellence

But power isn’t the only factor at play. These trucks are fitted with massive, heavy-duty axles designed to withstand extreme stress. Their transmissions are bulletproof, literally built to handle the punishing demands of pulling events without faltering.

Precision with Technology

Modern technology also plays a crucial role. State-of-the-art data logger systems are installed to meticulously track performance metrics. This data aids in optimizing and fine-tuning every run, ensuring consistency and reliability—even under the most extreme conditions.

In summary, Super Stock diesel trucks are a fascinating blend of raw power, cutting-edge technology, and indestructible engineering. They not only perform but exceed the highest expectations, making them a cornerstone of diesel motorsports and a spectacle to behold.

How has technology from tractor pulling influenced Super Stock diesel truck innovations?

How Has Tractor Pulling Technology Transformed Super Stock Diesel Trucks?

The Super Stock diesel truck class owes much of its groundbreaking innovation to the advances made in tractor pulling technology. Here’s how these high-powered trucks have benefited:

Cutting-Edge Injection Systems: The precise and efficient fuel injection systems originally developed for tractor pullers have been adapted for use in Super Stock trucks. This technology ensures optimal fuel delivery, enhancing power output and efficiency.
Advancements in Engine Parts: Innovations in the hard parts of tractors, such as reinforced pistons and durable crankshafts, have trickled down to trucks. These enhancements contribute to greater durability and performance under the intense demands of truck pulls.
Turbocharger Innovations: Tractor pulling has led the way in turbocharger development, introducing advancements that allow for increased boosts without sacrificing reliability. These turbochargers are now a staple in Super Stock trucks, delivering unparalleled power and performance.

The Result: Power and Reliability

The relentless research and development in tractor technology have had a cascading effect on Super Stock trucks. By adopting these technologies, trucks are now achieving unprecedented power levels while maintaining reliability. This cross-pollination of innovations ensures that as trucks get stronger, they can also handle the pressure, pushing the boundaries of performance further than ever before.

Why do Super Stock diesel trucks prefer 12-valve cylinder heads over 24-valve ones?

Why Super Stock Diesel Trucks Favor 12-Valve Cylinder Heads

In the world of Super Stock diesel trucks, the choice between 12-valve and 24-valve cylinder heads is crucial. Many competitors opt for 12-valve heads, and here’s why:

Superior Customization: The 12-valve cylinder heads allow for extensive customization. They’re designed with thicker decks and ports, providing a robust foundation for CNC porting. This customization potential is vital for racers looking to maximize airflow and engine performance.
Enhanced Airflow: After a thorough porting process, 12-valve heads can achieve significantly better airflow than their 24-valve counterparts. While a stock head might offer around 150 cubic feet per minute (cfm), a heavily modified 12-valve head can more than double this, reaching between 310 to 340 cfm. This increase in airflow can substantially boost engine performance on the track.
Optimal Valve Sizing: By fitting larger valves, these heads can optimize the flow dynamics even further. Larger valves enable the engine to breathe more efficiently, which is crucial for high-performance applications found in competitive diesel truck racing.
Versatility and Rich Tuning Potential: The design of the 12-valve head allows engine builders to fine-tune their systems to achieve specific performance goals. This tuning flexibility makes these heads a favorite among those who seek to dominate the race track.

Ultimately, the preference for 12-valve cylinder heads in Super Stock diesel trucks boils down to their unmatched capacity for modification and performance enhancement. When every second counts, these heads provide the critical edge needed to secure victory.

Why is driver skill crucial in the success of Super Stock diesel trucks?

Operating a Super Stock diesel truck with 3,000 horsepower is no simple task. While the raw power is impressive, managing such force is the real challenge. This is where the skill of the driver becomes indispensable.

The Art of Power Management

Successfully harnessing the power of these trucks is not about just flooring the pedal. It’s about timing. Understanding precisely when to apply power can make or break a race. If a driver accelerates too quickly, the tires can lose grip, leading to a loss of control. On the flip side, delaying acceleration might mean not reaching top speed, costing precious time.

Mastery of Acceleration Techniques

Competitors typically start by easing their trucks from the start line, only transitioning to full throttle midway down the track. In a thrilling 300-foot race, anticipating the exact moment—often around the 150-foot mark—to accelerate is crucial. This requires a steady hand and a keen sense of timing, leaving little room for mistakes.

Deep Knowledge of the Machine

Finally, the driver must know the intricacies of their truck intimately. This familiarity allows for quick, instinctive adjustments during the race. Each decision counts, and it’s this finely tuned understanding that separates a skilled driver from the rest.

In summary, driver skill isn’t just important in Super Stock diesel truck racing—it’s vital. From power management to machine knowledge, a driver’s expertise can dictate the difference between victory and defeat.

Where can one watch Super Stock diesel trucks compete in events during the summer?

Where to Catch Super Stock Diesel Truck Competitions This Summer

If you’re a fan of Super Stock diesel trucks, this summer brings a range of thrilling events across the United Stateswhere you can witness these powerful machines in action. Here’s your guide to the summer events:

America’s Pull, Illinois
Date: July 15
Kick off your summer by heading to Illinois to enjoy an exhilarating display at America’s Pull.
Rocky Top Diesel Shootout, Crossville, Tennessee
Date: July 29
Experience the roar of diesel engines in the scenic setting of Crossville, Tennessee.
Hillsboro Charity Pull, Hillsboro, Wisconsin
Dates: August 11-12
Attend this charity event in Hillsboro, Wisconsin, for two days of competitive pulling action.
Scheid Diesel Extravaganza, Terre Haute, Indiana
Dates: August 25-26
The Scheid Diesel Extravaganza is not to be missed, offering a rich lineup of truck pulling excitement.
Southern Nationals, Springfield, Tennessee
Date: September 2
Head to Springfield, Tennessee, for the Southern Nationals and experience the thrill firsthand.
Lucas Oil Mega Pull, Waynesburg, Pennsylvania
Date: September 9
Waynesburg, Pennsylvania, hosts this mega event, promising a day packed with high-octane performances.
PPL Nationals, Wheatland, Missouri
Date: September 15
Make your way to Wheatland, Missouri, for the PPL Nationals, where top competitors vie for glory.
Champions Pulling for Children, Jefferson, Ohio
Date: September 30
Support a great cause in Jefferson, Ohio, and watch impressive truck pull feats.
Rudy’s Diesel Truck Jam, Julian, North Carolina
Dates: October 6-7
Wrap up the season in Julian, North Carolina, at Rudy’s Diesel Truck Jam for an unforgettable spectacle.

For detailed information on the full schedule, including additional events and any late changes, visit ProPulling.com. Dive into the heart of diesel truck competition and enjoy the best of summer events designed to captivate and entertain.

What components are essential for building a 3,000 horsepower Super Stock diesel truck?

What is the significance of a tube chassis in the construction of Super Stock trucks?

While Taylor was working his magic on the body, the team at Sandridge Customs was cutting, bending, and TIG welding chromoly tubing to form the chassis. This truss work chassis design not only holds the powerful Haisley Machine-built Cummins engine firmly in place, it also secures the beefy Rockwell axles and driveline to get the power to the ground.

In the realm of Super Stock trucks, the tube chassis plays a pivotal role, offering a competitive edge critical for high-performance racing. With its allowance clearly stated in the rulebook, it’s no surprise that most competitors opt for this innovative framework over traditional stock frames. The tube chassis provides a superior structure that enhances vehicle stability and allows for precise customization.

The narrowed rear Rockwell SQHD axle is mounted to the chassis and features a 6.20 gear ratio with a TRB Machine billet differential. Up front, the Rockwell F-106 axle also uses a TRB differential with 6.20 gears. The front axle is mounted in the chassis with a set of fabricated billet aluminum Sandridge trailing arms and a total of six Penske shocks with two on the front side of the axle and four coil-over models on the rear side.

A key advantage of the tube chassis is its ability to accommodate advanced suspension setups. With no rear suspension needed, adjustable front shocks, such as coil-overs, are commonly used to fine-tune the suspension dynamics. This setup not only enhances handling but is essential for achieving optimal performance on the track.

Incorporating specialized fabrication from industry leaders ensures that every component, from the drawbar to the hitch setups, is crafted with precision, making the tube chassis an indispensable asset for any serious competitor aiming to dominate in Super Stock truck competitions.

How is the front suspension typically handled in these trucks?

The front suspension often utilizes adjustable shocks, commonly coil-overs, allowing for precise tuning to enhance the truck’s handling and performance.

What are the benefits of using a tube chassis over a stock frame?

The benefits include improved performance capabilities and customization options, which make tube chassis a preferred choice for most competitors, providing an edge over those using stock frames.

Why is a tube chassis important in competitive truck construction?

A tube chassis is crucial because it offers competitors a significant advantage by allowing for greater customization and performance enhancement compared to stock frames, as permitted by the competition rulebook.

How are engines in Super Stock trucks typically constructed for performance and reliability?

“TRUMP’s power comes from a reliable source: The Cummins engine is the very same engine that powered Gotta Have It! The Haisley Machine SuperB Cummins engine features a factory 6.7L crank that was prepped by the pros at Callies Performance Products to withstand the rigors of Super Stock sled pulling. It swings a set of billet steel connecting rods—built to Haisley specifications—and Ross Racing pistons through the bores under a CNC-ported Hamilton Cams 12-valve cylinder head. A billet steel roller camshaft by Haisley actuates an SMT roller-rocker system to control the valves in the Hamilton head. To keep everything well lubricated, they rely on a dry-sump external oiling system with a Peterson Fluid Systems external oil pump mounted low on the driver side of the Cummins engine. ARP studs and fasteners are used throughout the engine to keep everything together.

To keep up with all the air that the compound triple turbo system can make requires a lot of fuel volume. Kelloggand the team at Haisley Machine once again turned to Columbus Diesel Supply to handle the fuel side of the engine. The single mechanical Billet Sigma High Performance Pump from Columbus delivers plenty of fuel through custom-bent stainless steel high-pressure fuel lines to a set of six Columbus Diesel high flow fuel injectors. The engine combination makes around 3,000 horsepower to keep TRUMP at the front of the pack.

In the realm of Super Stock sled pulling, the Cummins platform is a revered name. Competitors often turn to renowned builders like Haisley Machine or Scheid Diesel to achieve exceptional performance and reliability.

Haisley Machine employs the factory 6.7L B-series block, enhancing it with concrete-filled water jackets and Darton sleeves that extend past the block’s deck surface. To prevent cylinder bore distortion, a deck plate is integrated. Billet-steel connecting rods pair with low compression pistons, typically around 12:1, within the short block builds. Engines sport a displacement between 390 and 400 cubic inches, with a dry sump oiling system ensuring seamless lubrication as they operate from 4,500 to 6,000 rpm.

Scheid Diesel, on the other hand, favors billet-aluminum blocks in its Super Stock builds. These blocks withstand up to 3,000 hp and over 120 psi of boost pressure without the need for a deck plate. Despite the immense power output, these engines showcase remarkable durability, often enduring 40 to 50 hooks each season without a hitch.

The craftsmanship and engineering precision in these engines reflect a balance of cutting-edge technology and relentless pursuit of performance, ensuring that each hook down the track is met with power and reliability.”

Why are massive axles necessary for Super Stock diesel trucks, and how are they modified?

“While Taylor was working his magic on the body, the team at Sandridge Customs was cutting, bending, and TIG welding chromoly tubing to form the chassis. The truss work chassis design not only holds the powerful Haisley Machine-built Cummins engine firmly in place, it also secures the beefy Rockwell axles and driveline to get the power to the ground.

The Need for Massive Axles

Super Stock diesel trucks demand massive axles to handle their incredible horsepower and torque. These vehicles often rely on the Rockwell SQHD rear axle, commonly sourced from semi (Class 8) applications. The sheer weight and durability of these axles make them ideal for such high-performance tasks. However, competitors must also consider the weight limit of 7,500 pounds, aiming to position as much weight as possible towards the front of the truck.

Strategic Modifications

To balance power and efficiency, modifications are made to reduce axle weight without compromising strength. This includes gun-drilled axle shafts, differential housings fabricated from lightweight materials like sheet metal or aluminum, and lighter spindle and hub options.

The narrowed rear Rockwell SQHD axle in this setup features a 6.20 gear ratio with a TRB Machine billet differential. Up front, the Rockwell F-106 axle also uses a TRB differential with 6.20 gears. The front axle is mounted in the chassis with a set of fabricated billet aluminum Sandridge trailing arms and a total of six Penske shocks, with two on the front side of the axle and four coil-over models on the rear side.

By employing these tactical modifications, the axles are not only capable of handling extreme power but also optimized for the competitive edge needed in Super Stock diesel truck events.”

How does a two-stage, triple-turbo arrangement work in these trucks?

How the Two-Stage, Triple-Turbo System Works

In this impressive setup, the two-stage, triple-turbo arrangement involves three turbochargers. Two equally sized turbos function as the atmospheric, or low-pressure units, while the third acts as a high-pressure charger attached directly to the exhaust manifold. This configuration ensures that the two atmospheric turbos are effectively brought to life, maximizing air compression.

To help regulate boost levels, a single Precision Turbo blow-off valve is used between stages. When managing such significant pressures, components like ball bearing center cartridges are crucial. These help the system withstand the immense boost generated, often between 120 to 150 psi. Some setups even incorporate wastegates to alleviate excessive drive pressure, ensuring system durability.

Cooling and Efficiency Measures

After another round of compression, the intake charge is routed through a Precision Turbo air-to-water intercooler before reaching the ZZ Custom Fabrication Haisley Machine intake manifold. The cooling process is vital due to the intense heat generated during compression, and water-to-air intercooling, along with elaborate water injection systems, plays a crucial role in tempering the super-heated air.

The log-style manifold features individual runners that feed air into the cylinder head, ensuring an even distribution of the intake charge. This design, combined with the cooling techniques, enhances the overall efficiency and performance of the engine, allowing these trucks to harness the full potential of their triple-turbo systems.

What cooling techniques are employed to handle the heat generated by compression?

The system often utilizes water-to-air intercooling along with intricate water injection systems to effectively cool the air compressed during the turbocharging process.

What are the typical sizes of the compressor wheel inducers?

The compressor wheel inducers typically range in size from 104 mm to 117 mm, accommodating the high levels of boost generated.

What specific turbo models are commonly used in these setups?

Commonly employed turbo models include those based on the Holset HX82 and HC5A, known for their reliability in high-boost applications.

How is excessive drive pressure managed?

Wastegates are typically used to help release surplus drive pressure, ensuring the system operates efficiently and safely.

How are the turbochargers arranged and what are their roles?

The system features two equally sized turbos that operate as low-pressure chargers and a third turbocharger that is attached to the exhaust manifold to provide high-pressure boost.

What does “two-stage, triple-turbo” mean?

This setup involves three turbochargers. Two of these are identical and function together as a low-pressure unit, while the third turbo is connected to the exhaust manifold and acts as a high-pressure charger.

How is data gathered and analyzed during pulls in diesel truck competitions?

“To monitor the engine and chassis, Kellogg relies on a TS Performance Ipro data logger system and monitor. This advanced system utilizes various channels to keep track of essential parameters during each pull. These include engine RPM, ground speed, and exhaust gas temperature. By capturing boost pressure, drive pressure, and turbocharger shaft speed, the system ensures a comprehensive analysis of the truck’s performance.

Additionally, water injection pressure is monitored to maintain optimal conditions. This data is crucial for making real-time adjustments and post-event analysis. The integration of these sophisticated tools provides a detailed overview, allowing competitors to fine-tune their strategies for future events.”

How is the data presented or displayed?

Data is presented on a specialized monitor, such as a 7-inch display, which works in tandem with a comprehensive data acquisition system to provide real-time insights.

What technology is used for monitoring these parameters?

High-tech data loggers equipped with various analog channels are used to monitor these parameters effectively.

What parameters are monitored?

The system tracks essential parameters such as engine RPM, ground speed, exhaust gas temperature, boost pressure, drive pressure, turbocharger shaft speed, and water injection pressure.

What type of injection pumps are used in Super Stock diesel trucks, and why?

“To keep up with all the air that the compound triple turbo system can make requires a lot of fuel volume. Kelloggand the team at Haisley Machine once again turned to Columbus Diesel Supply to handle the fuel side of the engine. The single mechanical Billet Sigma High Performance Pump from Columbus delivers plenty of fuel through custom-bent stainless steel high-pressure fuel lines to a set of six Columbus Diesel high flow fuel injectors.”

In the world of Super Stock diesel trucks, the choice of injection pump is crucial. Most competitors rely on the robust performance of the French-imported Sigma injection pump. This pump is a staple in the class due to its capacity to inject massive quantities of fuel quickly and efficiently.

Diverse Options and Technical Edge

Materials and Construction: The standard choice is the cast-aluminum 16 mm Sigma, but some push the envelope with a full billet aluminum 17 mm plunger version. This choice is often driven by the need for increased durability and performance under extreme conditions.
Timing Configuration: Many of these pumps are configured with over 40 degrees of timing advancement, optimizing the engine’s power output and efficiency.

Seamless Integration

Custom injectors derived from John Deere or International designs, featuring triple-feed bodies, are frequently used. These work in harmony with oversized, stainless steel 0.120-inch diameter injection lines, ensuring that the high-pressure fuel is delivered precisely to the injectors. This meticulous setup showcases the intricate balance between air and fuel, necessary for peak engine performance in competitive settings.

Who is a major player in the supply of these pumps within the market?

Columbus Diesel Supply is a key player, informally dominating this segment of the market with its Sigma and Sigma-based pumps.

What components are used alongside the injection pumps for optimal fuel distribution?

To ensure effective in-cylinder fuel distribution, custom injectors derived from John Deere or International designs with triple-feed bodies are used, along with oversized stainless steel injection lines measuring 0.120 inches in diameter.

What timing configurations are typical for these pumps?

Most injection pumps in this class are configured with significant timing advancements, often exceeding 40 degrees.

What are the material and size variations available for these injection pumps?

Injection pumps typically come in cast-aluminum with a 16 mm size, but some competitors opt for a more advanced billet aluminum version featuring a 17 mm plunger.

What is the predominant brand or type of injection pump used in Super Stock diesel trucks?

The Sigma injection pump, particularly those imported from France, is the predominant choice in the Super Stock class, being a staple on nearly every mechanical engine.

How does a one-speed transmission, or reverser, function in these vehicles?

Power from the Cummins engine is channeled through an MRP 4-disc clutch housed within ProBell bellhousing. This setup is crucial for managing the immense power produced. To make it possible to back the truck up to the sled, Kellogg relies on an SCS Gearbox reverser connected directly to the bell housing.

Understanding the Reverser

A reverser functions as a specialized one-speed transmission. It features only a forward and reverse gear, enabling seamless changes in direction. Inside the robust, blow-proof bellhousing, it’s common to find a four-disc Molinari, Hays, or Crower clutch, which ensures durability and reliability during operation.

You can also see the array of pedals he uses for the truck to control left and right independent front braking as well as the clutch and reverser. This complex system of controls allows for precise maneuvering and handling, essential in competitive settings.

The combination of these elements creates a formidable drivetrain system capable of both powerful forward momentum and strategic reverse movements, essential for performance and versatility on the track.

What advantages does a tilt body provide for Super Stock diesel trucks?

“The body tilts up from the front to allow Kellogg and his team easy access to the engine and chassis.” This hydraulically-operated feature is a game-changer for Super Stock diesel trucks, offering optimum serviceability. By lifting the entire body, mechanics can quickly reach critical components without the hassle of disassembly.

This design isn’t just about convenience; it supports high-performance setups. For example, massive turbo arrangements can be accommodated with ease. The tilt body makes it simpler to manage complex systems, like those involving multiple turbos and specialized chassis configurations.

Additionally, this setup often includes unique driver positions, such as center-drive, allowing for a balanced and efficient control experience. In essence, the tilt body enhances both the maintenance and performance capabilities of these powerful machines, making it an indispensable feature for competitive racing and heavy-duty applications.