Heath Diesel, Inc.

Why Order By Phone Only?

admin — Mon, 19 Mar 2012 20:42:11 +0000

Why are some products, from PROMs and PCMs to mirrors, only available via phone orders?

For PROMs, PCMs and Max E Tork’s, there are important codes we need in order to provide the proper programming. In addition, we want to talk with you to learn how you use your truck and what specific improvements you’re trying to achieve. Your answers can also affect how we program the device.

500hp 6.5L Diesel Race Engine

admin — Mon, 05 Dec 2011 21:57:06 +0000

500hp 6.5L Diesel Race Engine

Revenge Of The GM IDI

From the June, 2010 issue of Diesel Power
By Bill Heath, Jason Thompson
Photography by Bill Heath

In the January ’09 issue of Diesel Power we showed you Heath Diesel’s 6.5L-powered Chevy pickup (This 6.5L Chevy Runs 153 mph), which could outrun most Corvettes. The article highlighted the truck’s Bonneville land speed racing buildup, but there was so much reader interest in the motor, Bill Heath agreed to let us publish his GM indirect-injection (IDI) engine building secrets. While these modifications may not be for everyone (or every truck), they should help readers looking to narrow the gap between ’82 to ’99 GM diesels and ’01 to ’11 Duramax trucks.

The single-most important performance improvement featured in this engine is the custom tube-style headers and non-wastegated Garrett turbochargers. The headers were built of heavy-wall, drawn-over-mandrel (DOM), 1.625-inch o.d. 1.45-inch i.d tubing. The four tubes were routed into a simple, four-tube collector, which mounts the turbocharger. The turbochargers were custom-engineered by BD Diesel Performance’s John Todd. These turbos were designed to operate at high efficiency with an output of 30 psi boost at maximum engine speed. That boost falls to 22 psi at the shift recovery rpm.

A Near-Stock Combination

Heath Diesel’s land speed race engine wasn’t stock by any means, but it did use a lot of factory engine components. Heath’s buildup began with a Scat Enterprises cast-steel 6.5L crankshaft bolted into the block with a Heath Diesel main stud kit.

Based on Heath Diesel’s experience, the 6.2L piston design is thought to be superior to that of the 6.5L piston. The 6.2L part is heavier, features a more robust wristpin boss, a heavier crown, and a lower placement of the rings. These are differences that play a role in the more extreme applications such as land speed racing.

Engine Block

Heath Diesel cleaned the 6.2L block using a three-step process that included hot tanking, sandblasting, and acid etching. Then engine block filler was poured into the coolant passages with the main bearing caps torqued in place. Heath added the filler until it was 5/8 inch below the engine’s deck surface. This improved the structure, while still allowing the necessary coolant circulation between the block and the cylinder heads. As soon as the first side was poured, Heath Diesel worked fast to install a cylinder head with a used gasket and the fasteners used in the final assembly. When the first side of the engine had firmed up, Heath Diesel rotated the block and filled the other side. The engine was then allowed to sit for more than 60 days to allow the block filler to fully cure.

Bill Heath started with a clean 6.2L block for his Bonneville land speed racer.

Machine Work and Rotating Assembly

The block was delivered to Joe’s Grinding in Yakima, Washington, for the necessary machine work. Owner Rich Eims thoroughly examined the block and checked the main bearing housing bores and alignment. He also made sure the decks were square and parallel to the crankshaft centerline. The block was bored and honed with the main bearing caps in place and a BJH deck plate was installed with a used head gasket torqued in place. Mahle recommended that its 6.2L pistons (PN 027481) were fitted to the individual cylinders with a skirt clearance of 0.0025 inch. Because Heath’s engine operates at higher combustion temperatures and engine speeds, it was decided the clearance should be set at 0.0033 inch. To help achieve this finished clearance, Tech Line PowerKote DFL-1 coating was applied to the piston skirts to help fill in the irregularities of the cylinder walls.

Bored Not Honed

Heath Diesel believes reconditioning the connecting rods is critical when building a quality 6.2L or 6.5L. After checking for any cracks, the rods were outfitted with new bolts and properly resized on both ends. An important part of this process was to ensure the proper finishing and accurate sizing of the wristpin bushing bore. After fitting each connecting rod with a new wristpin, the pin bushings were finish-sized to the correct internal dimension and the bore centerline was made perfectly parallel.

For best performance and durability, the pin bushings were bored to dimension-not honed. Heath Diesel is convinced that these pin bushings cannot be successfully honed to size (the accepted automotive practice) because the honing stones will load with the relatively soft material and cause a coarse and deeply scratched load-bearing surface-one that will imbed hone-stone material. These gouges cause point-contact-welding and lubrication breakdown failure between the pin and bushing. The diameter of the bushing is then too large to provide the necessary contact surface area.

GM specifies a pin-to-bushing clearance ranging between 0.0003 inch and 0.0012 inch. Heath insists on a fairly tight fit-up and shoots for a range of 0.0003 inch to 0.0005 inch. This tighter clearance specification provides for the greatest contact surface area between the pin and bushing, resulting in the best possible load bearing surface. With the correct bore-surface finish and clearance at 0.0004 inch, the pin and bushing will support a tremendous load, and because the surface is large, the supporting film of oil will remain intact and will not be so easily squeezed out.

22.5:1 Compression Ratio and Cylinder Head Secrets

The race engine ran a 22.5:1 static compression ratio. In addition, Heath force fed it with 30 psi of boost while spinning at 5,000 rpm. The piston deck clearance (height above the gasket surface) was 0.006 inch. A standard-thickness (0.044 inch compressed) Fel-Pro head gasket was used in conjunction with the 0.006-inch deck clearance to achieve a piston-to-cylinder head squish clearance of about 0.038 inch, minus piston rocking.

Over the years, Heath has determined a specific procedure for fastening the heads onto the block when using head studs. Cleanliness is critical, so both sealing surfaces were wiped using acetone prior to assembly. Before installing Fel-Pro head gaskets on the locating dowels, Heath coated them with Permatex Copper Coat gasket sealer. After the heads were set on the block, each stud was installed after applying Permatex Ultra Grey to the coarse-thread end of the stud. The studs have to be sealed, as they screw into the water jackets. The threads were loaded to their major diameter with sealer-no more, no less.

The next step is adding his Heath Diesel main stud kit in order to strengthen the block.

They were then run into the block and fully seated before being backed off an eighth of a turn. When all of the studs were installed, a little brush was used to coat the threads with ARP’s special lube. Next, on went ARP washers, which are lubed on both surfaces. Then the nuts were run up and down by hand. This last step was intended to distribute the lube onto the threads of both the stud and the nut in order to assure the lowest friction when tightening them up. Next, and per the factory torque sequence, the ARP nuts were torqued to 25 ft-lb. The torque was increased in 10-pound increments till it was at 115 ft-lb. Then the engine was allowed to sit overnight, and each stud was retorqued again to 115 ft-lb.

Factory Intake

Heath left the intake and cylinder head ports untouched because the original intake runner is a pretty decent design in terms of flow and swirl-generating quality. Turbulence during the combustion process helps ensure oxygen reaches the greatest number of fuel particles.

New Cam and Old Timing Drive

In previous engines, Heath used the factory camshaft, but this engine uses a cam designed to enhance power output at 4,000 to 4,500 rpm, where the engine spends the majority of its time.

The cylinder heads were the 6.5L versions (casting number 10137567). They were modified by fitting the ’82 J-series 6.2L intake and exhaust valves. These larger valves measure 1.96 inches and 1.63 inches and require the valve seats to be machined to accept them. The valve bowls and runner passages were untouched.

The Heath Diesel race engine used the stock timing sprockets and chain versus an aftermarket arrangement. According to Heath, these pieces are bulletproof and work great. The specified looseness of the chain is 0.5 inch for new parts and 0.8 inch as the service limit. In 2008, Heath Diesel raced with a timing chain that had been in service for 288,000 miles and had 0.6 inch of free play.

Lubrication System

Heath’s next race engine will be outfitted with a standard-volume original-equipment Melling oil pump, factory pump pickup, and oil pan. The later-model, higher-volume 6.5L oil pump does not work well in this application because it will suck the pan dry and oversupply the engine’s upper regions. In normal pickup truck rpm ranges, it works fine. Heath is also reworking the rocker arms to reduce oil flow into the rocker arm chambers. The factory upper engine oiling is a little too free flowing for the land speed engine.

Heath Diesel runs its race engine without an oil cooler by making some changes in the bypass valves. In fact, Heath would like to have a far greater oil temperature at the start of the run but is limited to only being able to idle the engine while in the staging lanes. “I would much prefer being able to do our full-throttle pass right at the end of a 30-mile highway drive,” Bill said. Oil temperature at the end of the pass is still not very high, at least not high enough to warrant oil cooling. Heath used a full synthetic 5W-30 oil designed for gasoline applications. “Our oil does not need to be able to deal with soot accumulations, as we don’t drive it more than about 1,000 miles between engine dismantle and inspection,” he explained. The lightweight oil is used to reduce power loss.

Bill Heath uses Tech Line’s PowerKote PKSX during assembly of the engines. This coating is applied to the cylinder walls, piston rings, wristpin bushings, as well as rod and main bearing shells, cam bearings, lifter bores, and rocker arms and shafts prior to assembly.

Fuel Injection System

The limit on power imposed by the 6.5L’s comparatively fuel-stingy Stanadyne DS-4 injection pump is a very real one and Heath knew the only hope was to squeeze every last bit of power from what fuel it does provide. The Heath Diesel IDI engine used the off-the-shelf HO Bosch fuel injectors. These were combined with factory high-pressure lines and a new Stanadyne 5521 injection pump. The only modification to the injection pump was the addition of Tim Outland’s Feed the Beast fuel inlet fittings. Heath runs an AirDog fuel lift pump adjusted to 7 psi of fuel pressure. The higher engine speed substantially changed the amount of fuel necessary, which began to stretch the limits of the regular heavy-duty lift pump.

The 6.5L racer was outfitted with one of Heath Diesel’s PMD Isolator systems as well as the latest version of GM’s electronic filter harness. The truck featured a modified version of the Max E Tork GL4 program. This tune was custom-engineered for this unique application. It was set up to allow the engine to operate at a maximum speed of 5,000 rpm. This differs from the version Heath Diesel offers its customers, which only has a limit of 3,700 rpm. Its injection timing schedule was altered to suit the particular engine speed, and it also data logs engine information. The maximum fuel rate is identical to the regular production program, which exercises the injection pump to its physical limits. The primary limiting factor in this combination is the DS-4 Stanadyne injection pump. However, in consideration of this limit, the team is very satisfied with the power.

Heath is working on a new, cold-air intake system for the racer. In previous outings, it has used a very simple setup comprised of two cone-shaped air filters mounted directly to the turbochargers. These pulled intake air from within the engine compartment. The new setup will provide air at ambient temperature and a beneficial ram-air effect.

Water Injection to the Max

Heath fed a more-than-normal amount of pure water to the engine with a version of the Heath Water-Mist Injection system. During a run across the salt, the engine consumed 0.65 gallons of diesel, and 1.1 gallons of water. The intake air temperature stayed very close to 130 degrees and exhaust gas temperature hovered in the 1,350-to-1,400-degree range.

See It Run: Bonneville 2010

“We will have our pit area set up and the truck inspected in time for opening ceremonies on Saturday morning-August 14th 2010-at the Bonneville Salt Flats in northwestern Utah,” Bill said. “We are joined there each year by a growing number of loyal supporters who, as honorary salt brethren, jump right in to lend a hand and to make these outings successful. Diesel Power readers, you are hereby invited to join in the festivities!”

This 6.5L Chevy Runs 153 MPH

admin — Mon, 05 Dec 2011 21:55:47 +0000

1995 Chevy 1500 – This 6.5L Chevy Runs 153 MPH

The Only Thing Better Than A Race Truck Is A Street-Legal Race Truck

From the January, 2009 issue of Diesel Power
By Bill Heath, Jason Thompson
Photography by Bill Heath

What makes Bill Heath’s land speed race truck so interesting is it’s based on a real production truck. It’s a common ’95 Chevy 1/2-ton, extended cab, short box, two-wheeldrive diesel, with a 4L80E automatic transmission. This particular truck served its original owner for 290,000 miles before it fell into the waiting hands of the 6.5L gurus at Heath Diesel. After a concentrated, year-long build, the truck debuted at the September World of Speed event on the Bonneville Salt Flats.

The World’s Fastest 6.5L Diesel

The Heath Diesel land speed racer streaked to a solid 153mph pass across the salt in Bonneville, Utah, thrilling team members and supporters worldwide. Driver Bill Heath is confident the truck could have gone faster if he had driven a bit more aggressively-this was only his fourth pass across that great white expanse, and he was still getting a feel for the truck. In any case, 153 mph for a full-size Chevy pickup powered by a stock-block 6.5L is nothing to be ashamed of. Interested gearheads everywhere want to know how such a feat is possible-after all, isn’t the 6.5L a slug?

Making it Possible

In today’s world of common-rail injection systems, fourvalve heads, and crazy power levels, the indirect-injection 6.5L is often left standing in the shadows, but not on this sunny day on the salt. The guys at Heath Diesel are quick to point out that, while this engine may never be able to drag the world away, with the right modifications it can be reliable, fuel efficient, and able to produce sufficient power. The Heath team made the decision early on that its racer must be as close to stock as possible, and this included using the factory issued engine. In order to achieve its power goals, the team needed to make sure the engine would stay together.

Block and Internals

The Heath guys believe firmly in filling the coolant passages within 5/8 inch of the deck surface with hydraulic cement. Filling these passages strengthens the block, and decreases bore flex while tying the cylinders more securely to the main bearing caps. Heath Diesel allows 45 days for the process prior to any machine work, and claims that this process does not result in a negative affect on cooling. In fact, all Heath engines, even those used in heavy towing, are treated to this same process. The block was then machined, and with the exception of the crankshaft, was fitted with stock internals.
1995 Chevy 1500 Twin Turbochargers
The stock 6.5L block was paired…

The stock 6.5L block was paired with twin S200 turbochargers from BD Diesel and water-mist injection.
Here is the Chevy nearly ready for paint.
GM Sandlewood was applied by Brian Maybee’s McIntosh Auto Body in Ellensburg, Washington.

The crankshaft is one of Scat’s high-quality 9000 series units that the Heath team trusts more than a high-mileage stocker. The connecting rods were carefully checked for any flaws, heat-treated, fitted with new GM bolts and bushings, then brought to factory dimensions. The cylinder walls were sized to Heath’s specs to provide a piston-to-cylinder wall clearance of .0057 inch with a super-fine wall finish. The pistons are Mahle standard compression height replacement units treated to Performance Coating’s Tri-Coat process. They were set to factory specs (.006 inch out of the hole). This, combined with a .045-inch Cometic multilayer steel gasket, delivered a stock compression ratio of 21.3:1.

Heads and Valvetrain

The factory issued 6.5L heads on this engine were outfitted with larger valves, as used in the ’82 6.2L J-code engine. Other than machine work necessary to fit the valves, the heads are bone-stock-no port or runner work of any kind. Valve stem clearance is on the tight side of GM’s spec range at .001 inches on the intakes and .0012 inches on the exhausts. The entire valvetrain, including the sprockets and chain, camshaft, followers, pushrods, rockers, springs, retainers, and seals are stock. The intake manifold is a stock, unaltered unit from the L65 heavy-duty 6.5L engine.

Fuel Injection

The fuel injection pump is an out-of-the-box stock Stanadyne DS-4 5521. The injectors are Heath’s own high-output units. The fuel lift pump is a special version of the AirDog, with delivery pressure reduced to 7 psi. The computer programming is Heath’s GL4 series with a higher rpm limit. The GL4 is supplied to customers with a 3,700rpm limit. The program used in the Bonneville racer is altered to rev to a limit of 4,150 rpm.

Turbos and Water Injection

The only areas of the engine that were radically modified are the custom tube-type headers and turbochargers. The headers were fabricated from .125-inch wall DOM tubing and coated by Performance Coatings. The turbos were engineered by John Todd of BD Diesel Performance, and are based on non-wastegated Garrett turbo models. The truck was outfitted with Heath’s computer-controlled Water-Mist injection system for intercooling. The truck is restricted by class regulations to diesel and water. No nitrous, propane, or methanol are allowed.

The Results

At 153 mph the engine is at 3,900 rpm, and feels as though it could stay there all day. The truck runs along with a coolant temp of 190 degrees, and the exhaust gas temperature stays at 1,150 degrees. The boost pressure is at 22 psi, and the intake air temp is at 130 degrees. The transmission in the racer is the factory 4L80E that came in this truck. The rear axle, however, has been updated to allow quick and easy axle ratio changes. Heath used a Ford 9-inch from a Lincoln Mark IV. The Mark IV axle happened to fit this two-wheel-drive truck perfectly, as it is the exact same width as the Chevy, and the lug bolt pattern matches the truck’s original design. The axle ratio used on the 153mph pass was a 2.75. The final overall ratio when in Overdrive is 2.06. The racer rides on Goodyear land speed race tires fitted to wheels specially fabricated for this particular application by Nate Jones Tire in Signal Hill, California.

In the interest of safety, the racer is outfitted with a rollcage and driver cocoon built to Southern California Timing Association (SCTA) specs by John Ramey of Yakima, Washington. The Heath racer features a near-complete factory interior, with factory dash, headliner, door panels, cab surround panels, and carpet. The truck retains functional wipers, lights, power windows, cruise control, stereo, and tilt wheel. McIntosh Auto Body in Ellensburg, Washington, suggested the GM Sandlewood color, telling Heath that this would help enhance the sleek appearance of the truck, and we agree. The Heath team has driven its racer some 2,000 miles on the highway, and reports that it will deliver more than 30 mpg if held to the speed limit. Freeway driving is done in Third Gear because of the 2.06:1 final ratio in Overdrive.

Diesel Power Magazine

admin — Tue, 29 Nov 2011 22:23:30 +0000

Check out articles describing how we created our record-setting stock truck.

Turbochargers

admin — Mon, 21 Nov 2011 22:45:03 +0000

Cooling System Upgrades

admin — Mon, 21 Nov 2011 22:44:03 +0000

Cold Air Intake

admin — Mon, 21 Nov 2011 22:43:21 +0000

Max E Tork Towing Computer

admin — Mon, 21 Nov 2011 22:42:35 +0000

Turbo-Master Boost Control

admin — Mon, 21 Nov 2011 21:24:10 +0000

Gallery Test 2

admin — Mon, 31 Oct 2011 22:28:56 +0000

Gallery test 2