Chunks of steel departed the block just after the truck had been placed under maximum load (courtesy of the iron sled). As in all motorsports, competitors are always sporting setups that live on the ragged edge in order to get into the winner’s circle. Here are 11 fails from the diesel truck world: Despite having a rod leave the block, this picture is a testament to how strong the factory connecting rods are in the 5.9L Cummins 12-valve engine. The component shown above represents what is left of the sliding collar that makes the CAD function possible.

As opposed to the locking hubs you’ll find on solid front axle Fords, GM’s incorporate a center axle disconnect (CAD).

Whoops! How Does the 2020 Chevrolet Silverado LT Trail Boss Compare Against The Ram 1500 Rebel? When this baby goes, it typically explodes (just like this one did). When ’01-present GM owners get serious about truck pulling and making big horsepower, they find the weak link within the AAM 9.25 front axle. With that said, input and output shaft failures aren’t typically as catastrophic as intermediate failures. Such was the case for this sled-pulling Ford F-350 that typically sees a top speed of less than 30 mph. We invite you to get behind the wheel with us, it's certain to be an interesting drive. With no fine atomization going on in-cylinder, the injector acted like a blow torch, dowsing the cylinder in diesel fuel and effectively melting the piston beneath it. 7 Reasons Why Today’s Diesel Pickups Are the Ultimate Tow Rigs, Yes, I would like to receive emails from Nitto Tire and Driving Line, I’d like to receive Driving Line’s twice-monthly eNewsletter, Sign me up for a quarterly digital magazine subscription. Adding insult to injury, the truck’s owner attempted to make it to his destination despite the truck misfiring, stuttering and smoking like a freight train. This wrist pin, complete with the small end of its respective connecting rod, exited the block of a 6.7L Cummins powered Ram at a truck pull. In most cases, running two devices that ramped up timing — oftentimes in conjunction with larger injectors — led to much of the carnage. Needless to say, many enthusiasts have cracked pistons in LBZ and LMM engines over the years. Catastrophic engine, driveline and transmission failures are inevitable when engines designed to churn out 500 to 600 lb-ft of torque are dishing out three to four times that amount.

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Concoctions that maxed out rail pressure and/or extended the fueling duration of the injectors were the norm as well.

Magazine staff “Experts” Mishaps in Moab ... Ken Smith put a 1971 K20 body onto a 2001 Ram chassis to create a truck that pegs the meter for... » Read More. While catastrophic, the two-pound projectile did clear the truck’s high-dollar injection pump on its way out of Dodge. Instead of bending, powdered metal rods are known to crack, oftentimes along the center of the beam.

And with so many folks pushing the limit, the potential for carnage to surface is the one constant you can always count on.

We’ve even seen the differential break free from the axletubes.

An unbalanced driveshaft on a truck built strictly for hooking to the sled can spell disaster on the chassis dyno.

Four Wheeler.

Brought up to highway speed (and with the transmission in Overdrive), all hell broke loose once the load from the dyno hit and the engine began making good boost. 3 injector nozzle cracked in this particular engine. Nine times out of 10, the piston cracks along the center line of the wristpin (as shown above). This rear axle sports a smaller pinion bearing and pinion shaft diameter than what is found on comparable axles (namely the popular Dana 80 or AAM 1150 found under Rams and GM’s). This is a common site when owners of ’01-‘03 7.3L Power Strokes pursue big horsepower (above 450 hp). If the truck owner hadn’t tried to make it that last 20 miles, he might not have needed a complete engine. Traced back to debris being present in the fuel supply system (i.e., lack of maintenance), the No.

Injector issues are not lost on the 6.0L Power Stroke engine (among other things), but this is an extreme case. As in all motorsports, competitors are always sporting setups that live on the ragged edge … 4x4 Fails. Enjoy the videos and music you love, upload original content, and share it all with friends, family, and the world on YouTube. Ejection. Driving Line® Accelerating Automotive Passion™ by providing a fresh angle of what fuels us. Now that custom tuning is available and aftermarket companies and enthusiasts alike are better educated, engines make more horsepower, and do so in a much safer manner.

Most 7.3L engines produced during this time period left the factory with powdered metal connecting rods, as opposed to the forged steel units found in earlier mills (Note: forged rod engines can handle substantially more horsepower). But, as much as we hate to admit it, we’d be remiss if we didn’t tell you that we’ve seen our fair share of carnage along the way. In these versions of GM’s 6.6L V-8 (’06-’10 model years), the cast-aluminum pistons give up the ghost (crack) in the 600 to 650-rwhp range, which isn’t a difficult power level to get to with a Duramax. In a split second, the pinion yoke disintegrated, the driveshaft was turned into an L shape, and the tail housing was ripped off of the E4OD automatic. For those in the truck pulling in-crowd, campaigning a Sterling 10.5 axle (or 10.25 for that matter) is avoided like the plague. Sometimes, unexpected failures occur and wreak all kinds of internal havoc. Further proving our point that anything can happen, this piston came out of a relatively low-mile Cummins (just over 100,000 miles) with nothing more than a mild programmer in the mix.

For those of you that like seeing battered, bruised and broken parts — this one’s for you.

Mega-horsepower sled pullers, 1,000-rwhp street trucks, 10-second quarter-miles... the list of positives goes on and on.

Recognizing that every individual's motoring journey is unique, we seek to give form to both untold as well as celebrated facets of the automotive world. Upon teardown, it was discovered that the rod wasn’t even the cause of failure, the engine had spun a rod bearing.

Needless to say, automatic transmission failures of all kinds run rampant in the diesel pickup world. When the top compression ring worked itself loose from the number two piston inside a 5.9L common-rail Cummins, this was the end result. This type of failure is proof that anything can happen, at any power level, and even in Cummins mills, which are hands down the most reliable and durable power plants you’ll find in the diesel pickup segment. Before custom ECM tuning options existed for the common-rail 5.9L Cummins (’03-‘07), melted pistons were an everyday occurrence in the diesel industry (especially on ’04.5-’07 models). Enjoy the videos and music you love, upload original content, and share it all with friends, family, and the world on YouTube.

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