It's hard to imagine, but there was a time when 1,000-1,500hp diesel sled pullers didn't exist, and it wasn't long ago. In the summer of 2001, Billy Zimmer, a die-hard Ford fan, began pulling this F-250 in area events near his hometown of Jacksonville, Illinois.

2008 was a great year for Diesel Power. Diesels are the new muscle cars, and their fan base is growing. Sure, diesel still has its original backers like the trucking and agriculture industries, but even environmentalists have done an about-face for diesels and are scrambling aboard.

The RG32M military patrol vehicle combines cutting-edge diesel technology with reliable drivetrain components in a rugged, proven package. It is built in South Africa by BAE Systems, and has served in various roles across the globe. From the extreme cold in Sweden, to the sweltering heat in the Middle East, this vehicle has gone through monitored tests and real-world trials. The RG32M is a clean-sheet design, and is one of more than 380 variants of the RG32. The highlight of the RG32M for us here at Diesel Power, is of course, the turbodiesel engine.

How many of you out there used to own a diesel truck, and wish you still did? Maybe your pickup was stolen, or you needed the money and were forced to sell. Maybe it was in an accident, and your biggest fear was that your diesel truck would never be the same? Jason Gonzales made the best of a bad situation after a Ford Taurus pulled out in front of his '02 Super Duty earlier this year. Fortunately no one was injured, but the Taurus was completely destroyed. Thanks to the aftermarket front bumper, Jason's truck faired better, but still sustained heavy damage, including a bent frame.

To mainstream America the diesel engine is often misunderstood. For one thing, diesels aren't built for the present-obsessed. Instead they're prepared for what's on the horizon and answer a confident "yes" to the question; will it last? Take Donald Riepe's Nissan diesel-powered International Scout for example.

It's in the nature of the diesel enthusiast world for truck owners to try their hand in everything these days. Chad Remakel of Empire Diesel Performance epitomizes today's model diesel exhibitionist. He knows all too well that anyone who buys a diesel pickup, and is willing to put a little work into it, can have a 300-foot sled puller or a 12-second screamer in no time. And he will do anything to be competitive in the sports that have spawned out of the new-age diesel culture.

Believe it or not, this is the seventh six-wheel-drive Ford that Chuck Chaplinski has built. He first concocted the fully functional tandem-axle setup 25 years ago and fitted it to an '83 F-350. With this first prototype he learned that the second rear-axle angle positioning had to be just right, the roller bearings on the output shaft of the transfer case needed to be replaced with tapered ones, and the transmission's Spicer yokes needed to be tempered steel. After fine-tuning that first truck, subsequent Fords were fitted with the same basic cab-back setup. Essentially, the back half of the '08 Super Duty's chassis you see here is more than a quarter of a century old.

Actually, it's sort of a joke, because Ramchargers never came with diesels, but that didn't stop Harvey Grant from installing one in this '87 Dodge. You may not have heard of Harvey, but you've probably heard of his company, J&H Performance. J&H has helped build many powerful diesel trucks, from 2006 Diesel Power Challenge winner Nick D'Amico's Chevy (engine, transmission, and exhaust work), to 2008 Diesel Power Challenge winner Chris Werner's Dodge, which got its transmission built at J&H. With this impressive resume, there was still one thing missing-an awesome shop truck.

Do you remember your first diesel experience? For Jesse Gulas, it was a 6.2L Chevy that his family used to travel to rodeos around New Mexico. In addition to being slow and loud, the truck left the family stranded in Las Cruces, New Mexico, when one of the heads decided to part ways with the block. This might have been enough to scar some people for life, but the Gulas family headed straight to the Dodge dealer and bought a brand-new '90 dualie with a Cummins. The Gulas family never looked back.

If it ain't broke, don't fix it. That was the initial thought process fueling father and son duo Chris and Wes Kusilek's amateur sled pulling dream two years ago. But when rearend and transmission problems surfaced on their stock Duramax, the idea of building an all-out, bulletproof sled puller became their new dream.As quickly as the idea came to them, they soon found themselves knee-deep in a wild project that has since placed them in some of the most competitive pulling classes at sanctioned events throughout the Midwest.

There aren't many people who like smoke as much as Albuquerque's Max Moya. Not only does he have a heavily fueled 12-valve Dodge, he is also a full-time firefighter. But Max was burning tires long before he was running into burning buildings. He has owned the '95 Dodge 2500 shown here for more than ten years and has put more than 160,000 miles on the truck.

Living in Florida can just about make an entrepreneur out of anyone. If you're not in the midst of hurricane season, you're usually preparing for it or cleaning up after it. Needless to say, there is always work to be done.

Ironically, International's Future Tactical Truck System (FTTS) has more in common with a Toyota Prius than an H2. This radical vehicle relies more on its three-phase brushless permanent magnet electric motor than its mid-mounted 3.0L MWM turbodiesel. Thanks to electricity, this concept vehicle features a silent mode when stealth is required, and can also power all the necessary military hardware without tugging a separate generator. International literally lived up to its name when it teamed up with various firms worldwide in order to put this vehicle together. For example, the engine was designed by MWM (Brazil), and design/engineering expertise can be credited to Ricardo (U.K.).

One of the quickest and most interesting rides out there in the world of diesel drag racing is Chad Riley's '30 Dodge roadster. In drag racing, weight is a very important factor that many diesel enthusiasts have yet to embrace. Consider that we have plenty of vehicles generating more than 600 hp in our magazine, yet few can run low 9s in the quarter-mile at more than 140 mph like Chad's can. What makes his engine on wheels special? It weighs a mere 2,920 pounds with a driver. At that weight, it doesn't take much power to go fast.

It is amazing how far the diesel performance industry has progressed in the last few years. Not too long ago, a diesel truck with just a chip, injectors, and a turbo upgrade was considered to have big horsepower. But as the industry has evolved and individuals have pushed for more and more power, diesel engine upgrades have changed a lot too. It used to be almost unheard of for people to upgrade their diesel engine's pistons, rods, and camshafts. These days there seems to be no shortage of diesel enthusiasts with fully built engines, dual injection pumps, and massive turbochargers.

Many of us remember seeing Monster Trucks on TV as we were growing up. Trucks with names like Bigfoot, USA-1, Monster Mash, Rolling Thunder, and Grave Digger were broadcast on television screens across the nation, and images of these big beasts crushing cars were a sight to behold. Dave Radzierez liked monster trucks too, and even messed around a little with them about 20 years ago when they were still running leaf springs. In the next 20 years, Dave would go on to pursue many different things, including owning a modified pulling truck, but in the back of his mind he still remembered the monster trucks.

There is a very simple story behind this monstrous Duramax. Mika Salonen, the builder and owner, was outrun in a race by some European Tupperware sports car and decided that it was time to do something about his stock Chevy. But when your nickname is "The Power King," something means a full-scale race build. Everything that could be done, would be done.

Why didn't Ford build a diesel-powered Bronco? General Motors built thousands of 6.2L- and 6.5L-powered Blazers and Tahoes, while Ford opted to stay out of the 1/2-ton diesel market. Why? Probably because the diesel engines Ford had in its arsenal were extreme-duty heavy-truck engines, the complete opposite of the light-weight motors that GM built at the time. That doesn't mean an enthusiast can't rectify Ford's oversight though.

When life gives you lemons, make lemonade. That's what Jim Harris did when his Peterbilt 18-wheeler rolled on the Hollywood Freeway in Los Angeles. The rig was totaled, so it ended up sitting around taking up space. His son's college truck, a '95 F-150, was also no longer being used. In a flash of inspiration, it became obvious what had to be done with this clutter.

Dodge's Mega Cab is a monstrous hit with pickup owners who haul fullsized friends. Its trade-off-you get comfortable accommodations for six passengers, but you don't get a big bed because the Mega Cab only rolls off the assembly line with a short box.

For one week, Diesel Power had in its possession a turbodiesel 5.0L V-10 packing 553 lb-ft of torque achieved at 2,000 rpm. We eventually discovered a vehicle was attached to this engine. Once that realization set in, the goal was to judge the Volkswagen Touareg 2's capability and quality. The Volkswagen Touareg 2 TDI Twin Turbo has more features built into its side mirrors than most vehicles have all together. Let us set all novelties aside and focus on what matters most-the turbodiesel. The VW has 10 cylinders cast in iron at 90 degrees, the crankshaft is forged steel, and the aluminum heads have two valves per cylinder. Intercooled variable vane Garrett (GT1852V) twin-turbos bring symmetry and 310 hp (underrated) to this tight, dense, clean machine. Bosch handles the fuel delivery with its EDC-16 system, capable of producing 29,700 psi of direct injection. The injector type is named "Pumpe Duse" (German for pump nozzle), which is another name for unit injector. The front of the engine does not have a mechanical fan or external belts. Instead, the accessories are driven inline inside a crankcase on the driver side of the engine.

At first glance you might wonder what a compact car with 19-inch rims, custom paint, and a lowered suspension is doing in Diesel Power. Rest assured that you haven't picked up Import Tuner by mistake. Although you can't hear the clatter through the pages, the Volkswagen shown here represents pure diesel performance. Ben Swain's '01 Golf features a 1.9L TDI engine that came from the factory with 90 hp at 3,750 rpm and 155 lb-ft of torque at 1,900 rpm. You aren't going to pull your fifth-wheel trailer with that meager power, but it will move a 2,800-pound car along with ease. Ben is a shrewd businessman and has owned scores of cars over the years-and he never loses money on them. The Golf was no different; he purchased the vehicle recently for pennies on the dollar after the previous owner modified just about every aspect of the car.

The MTVR is the U.S. Navy's new workhorse, taking over for the old M54 and M939 5-ton 6x6 cargo trucks that have served since the 1940s-for some their retirement was past due. The maker of the MTVR is the Oshkosh Corporation, which is located in Wisconsin and has a reputation for building tough heavy-duty vehicles. Strength comes from the Caterpillar C-12 diesel engine, which creates 425 hp. The MTVR uses a brand-new design with independent front suspension (IFS), an automatic transmission, anti-lock brakes (ABS), and traction control. The all-aluminum cab can be folded down to get into tight spaces, and battened down to protect against rollovers. The MTVR comes in many different variations and is said to be easier to drive than the M939.

Dennis Adams wanted a truck to pull his horse trailer. When we met Dennis at Pro Power Dyno Services in Rio Rancho, New Mexico, his truck put down 766 hp on the Dynojet. Even with the truck firmly mounted on the rollers, the tires were smoking and trying to break loose. Pro Power's Dynojet was only calibrated to measure up to 1,500 lb-ft of torque, a number his '06 Dodge Ram 3500 easily eclipsed without much effort. Surely this truck couldn't be built just to tow a trailer.

Mechanical failures can be costly and time-consuming, but they can also provide an opportunity to rebuild with high performance parts. Chris Stecklein has been through this scenario, making major repairs to his '05 Cummins-powered Dodge more than once, but each time he has rebuilt it better than before. The result is a custom truck with more than double the horsepower and torque it had when it left the factory.