This F-250 Sees Nothing Wrong With Some Drag Racing

Going Racing

The best truck to race is one you already have. This will always be the case and it's something Ross Dunagan knew. Ross saw nothing wrong with a 2006 F-250 taking to the drag strip, even with over 240,000 miles under its belt and a 6.0 liter Power Stroke diesel under its hood. Though 2003-2007 Power Stroke engines have a less than perfect reputation, it's what Ross had so he decided to stick with it unless or until the engine decided to force the issue.

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Building the Beast

Ross knew where he wanted to spend money and it wasn't on his long block. Though of course, a good seal between the block and heads is vital so Ross installed ARP head studs and a set of performance head gaskets, he left everything else stock, including the block, crank, pistons, rods valves, and springs. Then he turned his attention to boost. To save his factory rods and keep cylinder pressures low Ross figured he'd stick to moderate levels of boost and make up the difference by adding nitrous and not being stingy with the revs. He chose a Barder Turbo Service 71mm Stage 4 turbocharger and plumbed it into the stock intake system. The Stage 4 is a variable-geometry turbo, like the factory unit, and features a 360-degree bearing.

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Feeding the Beast

With all the extra air coming in, the next order of business was upgrading the fuel delivery system. Ross went to work swapping his injectors out for Holder’s Diesel Performance 230cc units with 100 percent over nozzles, and installing a regulated return kit from Power Stroke Enginuities. A Thumper II high-pressure oil pump from River City Diesel keeps the turbo spinning smoothly. Ross’ own Flyin’ Diesel Performance shop built a fuel delivery system utilizing a Fuelab lift pump, and dual filters, lines, and filter blocks. The F-250 sports a single stage nitrous system; Ross tweaks the jetting based on elevation and weather conditions on track day.

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Transmitting Torque

All that money saved on the core engine came in handy when it was time to turn to the transmission. Ross felt losing a gear would cut his E.T.s so out came the original equipment 5R110 five-speed automatic and in went an older 4R100 four-speed. The wealth of parts available for the 4-speed came in handy when Ross rebuilt it using stronger input, intermediate, and output shafts. He also installed Raybestos GPZ clutches, a Precision Industries torque converter, and a TransGo shift kit. Computer control by Powertrain Control Solutions oversees the whole operation.

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Supporting Cast

Up front, an oversize transmission cooler helps preserve all that work Ross put in on the transmission and keeps the torque converter performing flawlessly. Outback, he installed mounts to carry two 15 lb nitrous oxide bottles at once, eliminating the time-consuming task of trading bottles between runs. Ross runs in the 11.90 class which allows him to race without a roll cage, so he kept the interior of his Ford mostly stock. Beige leather never goes out of style.

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Hooking Up

Ross left the suspension mostly alone, adding Rancho shocks and Pro Comp steering stabilizers to the front end, and traction bars from Calvert Racing in the back. The springs, axles, driveshafts and transfer cases all remain stock. Ross wanted his F-250 to launch hard so added 14.8 inch-wide M&H drag radials all 'round on light 17x12 Weld wheels, a combo that gives him repeatable 1.6 seconds 60-foot times.

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11s and Beyond

Speaking of times, Ross ran 12s right off the bat, with an initial best quarter-mile time of 12.50 seconds at 109 mph. With a little more nitrous dialed in and a year of experience, he's grabbed a couple of wins and his times are down to a best of 11.36 seconds at 117 mph. And his transmission hasn't let him down once. Neither has his Power Stroke, though Ross can taste 9s and plans on replacing the current engine with a Cummins to get there. Anyone in the market for a fast 6.0 liter with 240,000 miles on it?

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