Most of the time people try something new, it doesn’t work so well. It takes lots of time, tuning, and effort to make things right, and even then, there are lots of unforeseen issues. When we told most people about Craig Briggs’ single-turbo Power Stroke, their stammering response was, “Why would he do something like that?” The 6.4L Power Stroke crowd is spoiled with their factory compounds, and moving to a single just seems like, well, a step backward. If that wasn’t enough, Craig has also installed a 4R100 four-speed in place of the factory five speed—again, clearly in the wrong direction for the ’10 Ford F-250.
How about if we told you the truck makes 855 rwhp without nitrous? How about 10-second elapsed times in the quarter-mile for a daily driver? Interested yet? We were, and we talked to Craig about how his simple and “less advanced” parts came together to create such a monster.
Although it looks rather tame, Craig Briggs’ single-turbo 6.4L has put down 855 rwhp on fu
Single-Turbo, Four-Speed Transmission
Craig reasoned that if big singles worked well on Dodges and GMs, they ought to also work well on Fords. With 6.4L of displacement and common-rail injection, the truck could be tuned to spool the big turbo quickly, leading to a very driveable vehicle that could still make good power. After blowing up a couple of 75mm S400-based turbos, a 75mm S400 with a big exhaust housing, a double BatMoWheel (compressor and turbine), and an external wastegate got the nod. The turbo was mounted using Maryland Performance’s single turbo kit and sees a whopping 75 psi of boost at full tilt. To provide the needed fuel to keep up with big airflow, a dual K16 injection pump kit from Rudy’s Diesel was used, along with injectors that flow 100 percent more than stock. A lift pump from AirDog handles getting fuel to the engine, while tuning was performed by Innovative Diesel via custom SCT tuning. The rest of the engine is, well, stock. It has head studs from ARP, but surprisingly few modifications are necessary to make a 6.4L Power Stroke hold together at four-digit power levels.
The transmission is another interesting modification. Since the 5R110 has to release and apply clutches to shift gears while the 4R100 shifts straight through, the earlier transmission actually proved to be much more reliable. With a fast truck, the shifts come quicker than the stock architecture was designed for, so less gears plus a direct shifting approach meant greater reliability at the power levels Craig was making. The 4R100 in Craig’s truck is no stocker, however. It was built by Brian’s Truck Shop with forged 300M shafts, a modified valvebody, and BorgWarner clutches. It runs in the stock line pressure range of 95 to 225 psi and is shifted via a PCS controller that was programmed by Craig. So far, the transmission has been quicker, faster, and more reliable than the 5R110 and was even worth 40 more horsepower on a chassis dyno.
If the 4R100 transmission looks at home behind the 6.4L engine, that’s because it is. Crai
A True Driver
While it may seem that a large, single-turbo truck combined with a four-speed transmission would be unstreetable, Craig says that just isn’t the case. With good tuning, the turbo lights quickly, and with a 3,800-rpm shift point, the truck has a much wider powerband than stock. The wide powerband combined with 3.55 gears means the truck spends a lot of time pulling hard rather than shifting, which further lowers the vehicle’s elapsed times. The numbers don’t lie, and Craig’s truck is one of the most impressive daily drivers we’ve seen in a while. The truck cuts an astounding 1.52-second 60-foot time on its way to a quarter-mile time of 10.86 seconds at 125 mph with no nitrous. Dyno numbers of 855 rwhp on fuel and 1,130 rwhp on nitrous help turn some heads as well. With such a quick and powerful truck, we think Craig Briggs just may have the ultimate in street-driven Fords on his hands.
How about if we told you the truck makes 855 rwhp without nitrous? How about 10-second elapsed times in the quarter-mile for a daily driver? Interested yet?
The 75mm turbocharger from Bullseye Performance was mounted using Maryland Performance Die
A 45mm wastegate is implemented in the single turbo application to ensure the large charge
The double-welded intercooler that handles 75 psi of boost was built by No Limit Fabricati
A well-used Nitrous Express solenoid houses a 0.136-inch jet, which is used for the occasi
Exhaust is handled by a simple 5-inch MBRP exhaust system, which expels into a 7-inch stac
A small PCS controller (arrow) is used to shift from gear to gear, raise or lower line pre
To lower the truck slightly, Craig removed the factory lift blocks and added a set of Cal-
A simple Edge monitor keeps tabs on the truck’s vitals such as boost and exhaust gas tempe
At an outlaw race presented by Rudy’s Diesel, Craig took on some full-tilt race trucks and