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It’s officially the offseason—and that means it’s time for engine builders to go to work. For Scheid Diesel’s Kent Crowder, winter brings high performance engine R&D and lots of dyno time. First up, it’s the billet-aluminum bullet out of Scheid’s second-gen Dodge Ram, the Super Stock/Pro Stock Cummins puller campaigned by the Ingrams. The bottom end of this battle-hardened power plant hasn’t been cracked open in more than four years and has made countless hooks at more than 3,000 hp. After it’s date with the dyno (for a solid before/after comparison), it’ll either be cracked open for a simple refresh, fitted with prototype or proprietary parts, or used as a guinea pig for whatever new, cutting-edge fuel, air, and hard-part combinations Scheid wants to test.
Source: https://www.scheiddiesel.com/
It didn’t take long for race programs to spring to life following the announcement of the colossal, $100,000 payout for next year’s Seventy 2 Fast race in Indianapolis. At New Performance Automotive, a stock bottom end (and factory head) 5.9L common-rail Cummins is being pushed to its vertical limits on the engine dyno. How serious have things become? Enough that blowby increases with every subsequent pull and the head gasket is weeping. But despite the damage being done to the 5.9L test mule, 1,397 hp has been squeezed through the VS Racing 72mm charger. At 6,000 pounds, that kind of power should be good for bottom 6’s in the 1/8-mile…
Source: https://newperformanceauto.com/
From engine dynos to the chassis dyno, we end up in Florida, where Hardway Performance customer, Nick Eklund, just set a new all-time record on the company’s Dynojet. On fuel, Nick’s third-gen Cummins cleared an impressive 1,638 hp and then laid down 1,710 hp with a small jet and little nitrous in the mix. But that was just the icing on the cake. While in Hardway’s care, the truck went from a factory ECM to a MoTeC stand-alone ECU, along with an ECU Master PMU-16 and ADU7 display, and a 15-button keypad for the truck’s SOTF switch, ignition, bottle heater, and launch control, among other things. If you’ve got time, tune in to the Hardway Performance channel, as there is some good tech talk regarding high-end compressor wheels and why they make the kind of boost they do at high horsepower.
Source: https://www.youtube.com/watch?v=a0kwmClsKUU
Ford’s NASCAR presence is shrinking again, and 2026 will mark a major low point: only one Mustang team will compete in the O’Reilly Auto Parts Series. That lone effort comes from SPS Racing, and they’ll carry the entire Blue Oval banner next season. This drop isn’t sudden. Ford’s support in the former Xfinity Series has historically been lighter than Chevy and Toyota, who built deeper multi-team pipelines and stronger technical alliances. Over the past few years, that gap widened fast. The Haas Factory Team exited, several Ford-backed programs shut down, and others defected to Chevy, for what appears to be in search of better data sharing and larger engineering pools. The upside: SPS wants to become a landing spot for Cup drivers seeking extra road-course reps, giving Ford at least one strategic stronghold to build from.
Source: https://fordauthority.com/2025/11/there-will-be-one-nascar-ford-team-in-this-series-next-year/
The Equality State seems to be leading the way on ending the environmental overreach of the federal government. This time, Unique Performance’s Levi Krech has had his felony delete case dismissed by Wyoming’s top federal prosecutor, U.S. Attorney Darin Smith. Krech was facing up to seven years in prison for deleting diesel trucks after having been charged for conspiracy to violate the Clean Air Act and tampering with an emissions monitoring device by the U.S. District Court of Wyoming. Much of Krech’s work, work which led to him being investigated as early as 2021, included removing failed DEF (diesel exhaust fluid) equipment from oilfield trucks in order to make them operable again.
Source: https://cowboystatedaily.com/2025/11/26/wyoming-federal-prosecutor-drops-diesel-delete-case/
By now you’ve heard the news from Ford’s CEO, Jim Farley:” We are in trouble in our country. We are not talking about this enough.” The statement came in reference to the fact that the auto giant has 5,000 current job openings for mechanics—with potential earnings of up to $120,000 per year—that it can’t fill. But why aren’t these jobs being snatched up by ambitious young wrenchers? No, not because no one wants to work. And no, it’s not because that isn’t enough money. Many believe it’s because proper education doesn’t exist, and nothing is in place to prepare incoming techs and mechanics for the kinds of complex, highly involved problems they’ll run into on a modern vehicle. Are younger generations incapable of learning the complicated systems on the vehicles of today? Is a generation of killed-off and dying vocational education systems to blame? Is the “go to college” advice to blame? Have current techs failed to teach the younger generation, on-the-job, in order to bring them up to speed and prepare them for the future? Talk about a can of worms…
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