2008 Ford F-250 - Double Duty

Tired of seeing high-powered trucks that can do it all? Neither are we. And that’s exactly what we found in Kurt Aufdenkamp’s ’08 F-250. The Chapin, Illinois, resident’s Super Duty pulls double duty on a regular basis: towing equipment around the family farm, and serving as his daily-driven hot rod.

Because the 6.4L Power Stroke’s short-block has proven capable of handling 1,000 rwhp, the bottom end of Kurt Aufdenkamp’s ’08 F-250 was left unmodified. Top end hard part changes included stiffer valvesprings, chromoly pushrods, and H-11 head studs from Elite Diesel (ordered through Rudy’s Diesel Performance). The factory injector bodies were fitted with eight-hole, 110hp nozzles that measure 50 percent larger than stock.

Because the 6.4L Power Stroke’s short-block has proven capable of handling 1,000 rwhp, the

It all started four years ago, when Kurt was in the market to unload his 7.3L Power Stroke for a newer truck. “I wanted to stay in a Ford but didn’t want the HEUI system,” he told us. “When I found out the 6.4L was a common-rail, I knew it’d be better than the 6.0L.” The truck’s first major modifications included 60hp nozzles and Industrial Injection’s Dragon Fire high-pressure fuel pump. Both of those changes began pushing the stock 5R110 automatic over the edge.

Feeding air to the heavily fueled V-8 is a set of Elite’s Stage 2 High Power compound turbos. The setup utilizes the factory-based variable-geometry turbo as the high-pressure unit, albeit with an upgraded compressor housing, larger compressor wheel (62mm), and larger turbine wheel (65mm). A Precision turbo serves as the low-pressure charger and features a ceramic ball bearing center cartridge for quick response and durability, a 76mm billet-aluminum compressor wheel, and a 75mm turbine wheel. Both turbos combine to make as much as 65 psi of boost on the street.

Feeding air to the heavily fueled V-8 is a set of Elite’s Stage 2 High Power compound turb

Most recently, Kurt had the Power Stroke experts at Flynn’s Shop in Alexander, Illinois, turn his Ford into a real fire breather. The 60hp nozzles were replaced with 110hp units from Elite Diesel, and the modified high-pressure fuel pump was ditched in favor of a dual pump setup (also from Elite). Increasing flow from the injection pumps to the injectors are Elite’s ported fuel rails, and one of its Stage 2 low-pressure fuel systems gets diesel from the tank to both injection pumps in a reliable fashion.

A TiAL blow-off valve keeps the turbos safe when abruptly getting out of the throttle. It’s tied into the boost reading the computer sees and the accelerator. Once 30 psi of boost is made or 75 percent pedal position is used, the blow-off valve will open after letting off the accelerator. A wastegate is also used, and once drive pressure is 10 psi higher than boost, it routes that pressure from the high-pressure turbo to the low-pressure one.

A TiAL blow-off valve keeps the turbos safe when abruptly getting out of the throttle. It’

Sitting in place of the factory sequential turbochargers is Elite Diesel’s High Power compound setup. The combination includes a modified factory high-pressure unit fitted with a 62mm compressor wheel and a 76mm, low-pressure, ball-bearing charger from Precision Turbo and Engine. An up-pipe-mounted wastegate routes excess drive pressure from the high-pressure turbo into the low-pressure unit in order to keep the smaller charger from overspeeding. Compressed intake air gets cooled off thanks to a massive, Spearco intercooler, and exhaust gases make their escape through a 4-inch downpipe and exhaust system, which culminates in a 7-inch tip.

Along the A-pillar, Kurt keeps an eye on fuel supply pressure, transmission temp, and EGT. The gauges below the steering wheel keep him up to speed on air-ride pressure, as well as boost.

Along the A-pillar, Kurt keeps an eye on fuel supply pressure, transmission temp, and EGT.

With the 6.4L Power Stroke not lacking any bottom end strength, only the top end was modified to handle the extra fuel and boost. To avoid valve float, a set of Elite Diesel’s valvesprings, providing a much higher seat pressure, were employed. Adding chromoly pushrods ruled out another weak link in the 6.4L’s stock valvetrain. Keeping the heads clamped to the block is a set of H-11 head studs.

A 6-inch air-ride lift from airbagit.com paved the way for running larger tires. Kurt opted to run 325/60R20 BFGoodrich KM2 Mud-Terrains, which were mounted on 20x10-inch Raceline wheels.

A 6-inch air-ride lift from airbagit.com paved the way for running larger tires. Kurt opte

After experiencing a couple transmission failures behind the potent 6.4L in the past, Kurt settled on a Stage 5 TorqShift from Elite Diesel. The top-of-the-line slushbox is stuffed with extra clutches, billet input and intermediate shafts, a billet overdrive planetary, and a billet reverse hub. A Sun Coast Heavy-Duty torque converter sends power through the built automatic. Spot-on engine and transmission tuning, courtesy of Gearhead Automotive Performance, keeps the truck powerful yet reliable.

Despite having 6 inches of lift, 36-inch-tall tires, and an 8,700-pound curb weight, the truck is extremely light on its feet. Thanks to the larger injector nozzles and moderately sized turbos, spoolup is instant, and there’s enough top end power to click off a low 12-second quarter-mile. Thanks to the overbuilt powertrain, Kurt can also work the truck like it’s stock. Whether it’s hooked to a trailer or blowing the doors off anything and everything on the street, this 800hp Ford can handle any job.