 It's controlled by a simple...  It's controlled by a simple cable release on the rear bumper. The safety cable is hidden inside the cover where the handle to lower the spare tire goes in. |  In motorsports, the pioneers...  In motorsports, the pioneers are the guys that break parts first. Cannon's engine development has no doubt been costly, but it has led to the creation of a number of upgrades-including these new connecting rods (bottom). |  The special SFI-rated flexplate...  The special SFI-rated flexplate is required in sled-pulling events where the engine can exceed 5,000 rpm. |
"Getting the two to work together is the tricky part," Cannon admits. "Overlapping two turbos is a real science, since they're so finicky. You have to factor together the diameters of the turbine and compressor wheels, the sizes of turbine housings, and the trim or angle on the vanes." Orchestrating all these variables requires a lot of head-scratching and dyno time-along with some simple trial and error.
Feeding the turbos plenty of air is essential as well. An Arc Flow Intake with 3.5-inch ID supplies fresh oxygen, and a custom stainless-steel vertical exhaust system blows the waste gasses skyward. An ATS water injection system keeps the EGT below 1,000 degrees Fahrenheit, even under full load.
On the fuel side of the equation, a dual Bosch CP3 injection pump system maintains a rail pressure of 28,000 psi (versus 17,000 stock) while it pumps out about twice as much fuel. Custom hardware had to be fabricated for the secondary pump. The Stage 5 Injectors can handle four times as much volume, and twin high-flow FASS lift pumps keep the air out of the fuel.
Coordinating the flow of air and fuel is an ATS E-Power Custom Tuning module that controls a number of variables such as ignition timing, pulse width, and injector duration. Interestingly, instead of using large single pulses for each combustion cycle, the injectors fire in a staccato or machine-gun style in order to ensure smaller droplets that burn better.
 Cannon also relocated the...  Cannon also relocated the torsion bars to allow him to install easily adjustable weight jacks for changing the ride height. A slightly nose-down attitude helps, but not too much for the optimum angle on CV joints. |  The factory hitch setup required...  The factory hitch setup required some modifications as well. The custom 5-inch ring fits into a relocated receiver, moved up and forward for better weight transfer and to lift up the sled. |  Safety loops contain the driveshaft...  Safety loops contain the driveshaft and universal joints should they let loose. |
In addition, two CP3 pump controllers are needed to keep the dual fuel pumps working in harmony. Cannon says this ATS unit splits the stock electrical signal and reduces it in order to operate the two pumps.
Absorbing the engine's flood of power is a custom, SFI-approved billet flexplate that mates the engine to the ATS Five Star Viskus Clutch Drive torque converter and Extreme Allison LCT-1000 transmission. This automatic tranny is designed to handle as much as 1,300 hp. Other driveline mods include a Co-Pilot Electronic Transmission Controller and extreme-duty input and output shafts. A deeper aluminum pan holds five additional quarts of fluid.
Crossbolts in the exhaust keep the turbine wheel from exiting the exhaust system if the turbo explodes. That's also why the truck also has vertical stacks-it's not just for looks-they keep any engine debris from flying into the spectator stands. As noted above, a sled puller needs more than just tons of torque. Figuring out the correct geometry of the suspension is critical as well. To give the truck maximum leverage and shift weight to the front wheels, Cannon modified the chassis in several areas.
The custom-designed front suspension allows the CV joints to have proper alignment, so they're straighter with a minimum of side load. Also, the tie rods are in a straight line to put max power to the ground. Traction bars transfer power directly to the center of the frame, and an electronic locker is engaged in the front differential during competition.