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…it’s going to look just as good as it performs. That’s right, 2025 UCC champion, Josh McCormack, builds competition engines for special customers—and this one got a lot of attention on social media last week. With Industrial Injection handling the head and all machine work, McCormack’s steady hand took over for the assembly duties. The 6.4L deck-plate common-rail Cummins benefits from a 208/221 camshaft from No Limit Fabrication and a host of other go-fast goodies, but the color got the most love. It’s called metal cast purple—and getting it to look like this is a process. Think clean block, engine primer, two coats of metal cast base coat, followed by two coats of purple metal cast, and finally two coats of engine clear…
Source: https://www.youtube.com/@horsetorquesdiesel
Things are all over the place when it comes to Seventy 2 Fast race prep. Some trucks are still in pieces, some are waiting on engines, some simply won’t be ready in time, and others are already out of the shop, testing at the track. Rick Fletes and his team from NorCal joined the latter list last week when their Seventy 2 Fast candidate passed the spool test and headed to the local dragstrip. The RF Garage team’s LB7-powered ’02 Silverado crew cab tips the scales at 6,020 pounds (the class minimum is 6,000), packs Exergy fueling, a 4L80E transmission with a D&P torque converter, and benefits from Hot Shot’s Secret fluids throughout. For the Duramax crowd, this will be one truck you want to watch at the $100K race in Indy.
Source: https://www.facebook.com/profile.php?id=100088753015377
The “G Swap.” You knew these conversions were going to become a thing when Ram discontinued the G56 manual option, which naturally forced more buyers into 68RFE-equipped trucks. Well, when the owner of a fourth-gen dually finally had enough of the infamous six-speed auto, he turned to SDK Performance for a G56 swap. A couple days later, the guys at SDK were putting the finishing touches on the conversion, namely shortening the driveshaft to accommodate the added length of the G56. Without question, use of a remote mount shifter is the best part of the swap. A few more test drives and this fourth-gen will be back on the job, running reliably, for years to come.
Source: https://sdkperformance.ca/
According to a newly published patent filing, Ford is exploring a steer-by-wire system that would replace the traditional mechanical steering connection with sensors, actuators, and software. The setup would use a steering wheel actuator to give the driver feedback, while a separate actuator actually controls where the tires point.
The tech could open the door for variable steering ratios (think sport mode steering, tighter ratios), more packaging freedom, and deeper integration with driver-assist systems. The tech isn't fully exclusive, as versions do exist on the road today, mainly in higher performance vehicles as well as the Cyber Truck.
Source: https://fordauthority.com/2026/05/future-ford-vehicles-could-get-steer-by-wire-system/
Whether it’s for the purposes of putting out a PSA or from a near-death experience, JH Diesel & 4x4’s Justin Hildebrand has some great advice for burnout competitors: REMOVE all factory heatshield insulation before you start roasting tires. Turns out, those 2–3-minute tire shredding sessions build a crazy amount of heat, and in JH Diesel’s burnout truck—a 6.0L Power Stroke powered Super Duty—the red-hot turbo lives at the rear of the lifter valley, right next to the insulation and heatshield at the firewall. How many times has this particular 6.0L caught fire? We know of at least two occasions. Hopefully there wont’ be a third.
Source: https://www.facebook.com/jhdiesel4x4
Neal Driedger’s LBZ-powered Silverado is about to be reborn, hard, at All In Truck Performance. Out with the LBZ engine and Allison combo, in with the L5P/48RE… But before the new project takes flight, some high-level parts will be up for grabs. The list includes Exergy 400-percent over LBZ injectors, a pair of Exergy 12mm CP3’s, two sets of SoCal Stage 2 LBZ heads, Carrillo pistons and HD rods, a billet 6.6L SoCal crank, and a six-speed Allison 1000 with all billet internals and a Goerend bolt-together converter. When the above parts (plus a sizeable compound turbo setup) gave the Allison permanent behavioral issues, Neal decided to move on to a completely new combination.
Source: https://www.facebook.com/photo/?fbid=26948773531401163&set=a.116536288384918
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