Diesel World – October 2019

andit’shardtoeventellhowfartheengineis setback

untilyoulookattheheadlightsofthecar.

Withhismetalworkworkofartasa startingpoint,Randy

neededa dieselenginethatwouldmatchtheclassicstyle

ofhisCuda.Withdecadesofdevelopmentandroots,a

6.7LCumminsdieselwastheperfectplatform.Withthe

nameof“Torc”alreadyselectedforthecar,thediesel

powerplantneededtofititsbilling.That’swhyinsteadof

makinga pedestrian350-ishhorsepower,Randy’s6.7L

makescloserto1,000-1,500withnitrous.Torqueis also

offthechartsandis estimatedtobeinthe2,000-to-3,000

lb-ftrange,dependingonhowsooninthepowerband

Randyhitsthegigglegasbutton.

TheblockandcrankarefactoryCumminspieces,but

that’saboutwhereit ends.Spinningonthecrankare

MAXIMUM ‘TORC’

The fuel side of the engine has been extensively upgraded to support four-digit power,

with a PPE Dual Fueler, Fuelab lift pump, and a set of Industrial Injection race injectors.

The dash and center console feature the same graceful curves as the outside of the car. Speedo, RPM, boost,

EGT, and transmission temperature gauges are from Dakota Digital, while a B&M shifter controls the custom-

built 47RH transmission.

The front core support, firewall, and inner fenders have all been artfully curved around

the diesel engine, following the contours of its natural look rather than fighting against it.

26 OCTOBER I 2019 • DIESEL WORLD http://www.dieselworldmag.com