Four-count 'em, four-heavy-duty clamps keep the intake hoses from splitting, and there's an emergency cutoff plate to shut down the airflow, plus two emergency fuel shutoffs. To keep the fuel flow on pace with the massive increase in airflow, he uses a P7100 injection pump with 13mm plungers, stainless steel high-pressure fuel lines, and dual-feed injectors with an extra passage. With these modifications, the fuel flow goes from a stock delivery of 140 cc per 1,000 strokes to 700 cc. "That's a pretty substantial increase in fuel," he says. No kidding.
Fuel quality is also key for a high-performance pickup, and Scheid has his own custom mix to maintain consistency, lubricity, and cetane levels. He uses about 2 percent biodiesel, along with other additives. Keeping the exhaust gas temperature (EGT) from going through the roof is also critical, so Scheid added a water-injection system with eight different nozzles in the intake. This setup is monitored by a Corsa Data Acquisition box that keeps an eye on boost pressure (both intake and exhaust), engine rpm, oil pressure, engine temperature, and output shaft speed.
Installing the water injection was a bit tricky because Scheid employs a gear pump for extra volume and pressure instead of a 12-volt electrical unit. This required removing the steering pump and coming up with a different hydraulic unit for the brakes. When the engine reaches about 70 psi of boost, the water starts spraying, keeping the EGT to a max of around 1,300 to 1,400 degrees F.
Just firing up a racing engine is also a challenge. The low compression ratio puts a strain on the starter motor, so Dale has to squirt some ether into the intake to wake up this beast and then switches over to diesel fuel. Scheid notes that with the custom injection system, it's easy to overfuel the engine on startup, but using ether avoids that problem. When that engine does get going, stand back, because the output is mind-blowing, with about 1,300 hp at 3,200 rpm, and-get this-a whopping 2,000 lb-ft of torque.