whatsnew

Injectors:

Jan. 10th 2004: Newly designed Common Rail prototype nozzles are complete!! Dyno, road, and track testing begins in Feb 2004.

May 1st 2004: Lengthy testing continues on the dyno, road and the race track in multiple vehicles. Improvements in mileage and performance is being obtained.

Septemeber 1st 2004: Research is still ongoing. The prototype nozzles are showing major improvemnets in fuel economy. Average increases are in the 4 MPG range. HP improvements using the TST PMCR fueling box is incredible and the EGT reduction is in the 300 degree range. No other modification we have seen can lower EGT as well. More testing will continue for long term durability and more test vehicles are being added to the data set. Expected release is in the winter months of 2004. There will be a total of 4 custom nozzle types to cover the 03-04 and the 04.5 model years depending on modifications and expected upgrades. We will have the ability to taylor the nozzle to the engine upgrades to squeeze out that extra power and still control EGT's.

Fueling Boxes:

May 1st 2004: A new rail pressure and boost control electronic box is out of prototype and being beta tested now. Results are outstanding and the box is for all model years of the Common Rail Cummins. Upgrades to the software code is being done and encryption is being added to protect the design.

July 1st 2004: The durability and tenacity of the box is outstanding. We have run all road testing with the box unmounted rigidly to test the over the road vibration and shock resistance. We have a zero failure rate so far. Many improvements have been made to the electronics package over other brands to avoid failures and add to long term durability.

September 1st 2004: Over the road, dynamometer, and track testing is complete. Software protection is nearly complete. A release of late 2004 is expected. Factory production of boxes has begun.

Injectors: Project Broken Arrow!

June 1st 2004: A totally new, ultra high powered injector is underway. The project started last year, but was back burnered until a suitable test vehicle was ready to run them. Track and dyno work will begin soon. They will be termed the Mach 7 or "Broken Arrows" Expectations are for a 20-30 HP increase over the powerful Mach 6.

August 1st 2004: Testing has begun and the reults are 10-20 HP better than the Mach 6 in limited testing.

September 20th 2004: Testing is showing a solid 20 HP increase over the Mach 6. Smoke levels are no higher than the Mach 6. In some cases the smoke is actually decreased. Some design changes are being added to reach for the most power we can achieve.

Camshafts and Tappets:

May 2004: Raw blank chilled iron camshafts that have never been ground were received from the factory. Grinding of prototypes will begin soon. Rather than start with a stock camshaft and regrinding it we are starting from scratch with a new casting. This enables us to move the opening and closing points of the valves around more than a stock regrind and leaves plenty of hardness in the metal for major durability improvements.

July 2004: Several grinds are being done now. They feature a pump cam lobe for adding the stock 12 valve mechanical pump to the 24 Valve engine for increase lift pump durabilty, a bolt on front gear like the Cummis Marine engines use, and a hardness level better than a stock camshaft. Testing has revealed the stock camshafts are in the 48 Rockwell C range. Some of the regrinds we tested were in the 39-40 Rockwell C range and our new blank castings after grinding are in the 50-51 Rockwell range. This will give the camshaft a lifetime of service better than even the factory stock camshaft will.

August/September 2004: Many grinds are complete and the engine testing begins in Oct.

August 2004: A new and once top secret tappet project began last year but was not revealed to the public until now. This tappet was in response to the 8620 steel billet cams we were beginning to work on for serious drag racing and the higher RPM ranges of operation. The tappet is constructed of ceramic and is designed to run in conditions like no other. High lift and high spring rates will never wear the cam or the tappet out. 8620 steel billet cams if surface hardened correctly will certainly wear the stock tappets out in a hurry. This tappet is the ultimate solution.