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For the first time in 20 years of hosting the Thunder By The River event, a puller swept the 3-hook weekend in Wisner, Nebraska. Skyler Leeper was the driver to do it, behind the wheel of his “Legal Limits” second-gen Cummins—a truck that all but dominated his local Limited Pro Stock diesel truck circuit in 2024. Thursday, Skyler put nine feet on Second Place. Saturday, he wound up out front not once, but twice, in the same day, beating out 12 other hard-running trucks in the process. Skyler’s Dodge packs a common-rail Cummins built by O’Bryant Diesel Service and that benefits from Dynomite Diesel Products’ championship-winning fuel injector program.
Source: https://outlawpulling.com/
If you hadn't seen the potentially exciting news already, the EPA under Administrator Lee Zeldin, announced a major shift regarding low Diesel Exhaust Fluid (DEF) and limp mode. Long story short, it appears that starting with 2027 HD models, diesel-powered trucks, tractors, semis, combines and more, won't immediately go into limp mode when the DEF runs out. Limp mode isn't going away, it'll just be easier to deal with. Heavily extended periods will exist between when the DEF runs out and when limp mode starts. Now it is directed to be a 2027 change; however the EPA has also requested from the manufacturers (not mandated) that older fleets be re-tuned/flashed to allow for the same extensions before limp.
Notice that we mentioned HD, and remember that most of the trucks we drive every day are classified as light-duty. At the moment, this "shift" doesn't appear to apply to us. We've seen all the articles out there and yeah, a lot of them say it's for us all. We ignored that, and looked over the documents themselves. It doesn't mention that light-duty trucks will be a part of this, but very specifically does for heavy-duty. From the looks of it, we light-duty and medium-duty drivers will have to wait for the next round.
The changes listed out:
The annual trip to Acton, Montana for Big Sky Truck Fest took place over the weekend as stop number 3 on the NHRDA’s racing schedule. In the midst of a handful of impressive performances, Power Driven Diesel’s Todd Welch ran a new personal best in the company’s Pro Street Dodge (shown), a blazing 5.17 at 139 mph. In the Sportsman class, Indiana’s Robin Ridgway—who traveled 1,400 miles to compete—got the W in her rock-solid repeatable 7.3L. Other winners included Wade Minter in Pro Mod, Tyler Baker in Pro Street, Myer Stump in Super Street, Mason Dall in Super Diesel, and Bryce Nicolson in 6.70 Index. In the heavy iron categories, Wayne Talkington took home the Hot Rod Semi hardware and Cody Fox took first in Big Rig Bracket.
Source: https://nhrda.com/
It’s an all-in-one event that’s known to attract hundreds of competitors and thousands of spectators. And this time around, the late August blockbuster that is the Scheid Diesel Extravaganza will play host to the final ODSS race of the year. Expect some of the best diesel drag racing you’ve ever seen August 22nd and 23rd at Wagler Motorsports Park—and don’t forget about the SPE-sponsored Friday night radial racing... Of course, the eighth-mile action is only half the story. Top-caliber, Pro Pulling League truck and tractor pulling, the annual chassis dyno competition, and the highly attended show ‘n shine will also serve to attract the masses to Lyons, Indiana this weekend.
Source: https://www.scheiddiesel.com/scheid-diesel-extravaganza.html
It’s official. Tuned ’24 and ’25 L5P Duramax-powered GM HD’s can make more power with stock fuel and air than ‘17-’23 models. Thanks to HP Tuners, All In Truck Performance recently treated its E42 ECM test mule to a 668-rwhp calibration (for reference, ’17-’23 trucks typically max out around 630-rwhp). That’s up from 470 to 480-rwhp un-tuned. This is extremely promising for the late-model L5P platform, and especially for all tune-only truck owners. On the other hand, the 10-speed Allison may be a different story—but then again, a built automatic was always a requirement to run max-effort style tuning in any Duramax-powered truck…
Source: https://www.facebook.com/reel/1402869347468391/?s=single_unit
Finding a spun crank gear is becoming a more widespread issue for 6.7L Power Stroke owners, and Strokers Diesel and Automotive recently took to social media to help get the word out. The crank gear is a press fit from the factory. No provision (such as a keyway) exists to keep it from spinning. On top of that, the spun crank gear problem isn’t just a high-horsepower issue. A seized CP4 high-pressure fuel pump can lead to slippage—and we all know how common CP4 failure is on Ford’s otherwise stout V-8. At Strokers and many other shops across America (us at SPE Motorsport included), any time they have access to the crank gear, it’s TIG-welded in place to permanently rule out the possibility of it ever slipping.
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