How can you not love summer? Sure it gets hot, but it definitely beats the cold and you need a lot of time. At Engine Builder, our team was busy visiting race events, shows, visiting engine manufacturers and shops, and our usual content work.
When there is no locating pin in the timing cover or timing case, or when the locating pin hole does not fit snugly on the pin. Take the old damper and sand the center so that it can now slide over the crank nose. Use it to secure the cover by tightening the bolts.
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Whether you’re a professional engine builder, mechanic or manufacturer, or a car enthusiast who loves engines, racing cars and fast cars, Engine Builder has something for you. Our print magazines provide technical details on everything you need to know about the engine industry and its various markets, while our newsletter options keep you up to date with the latest news and products, technical information and industry performance. However, you can get all this only by subscription. Subscribe now to receive monthly print and/or electronic editions of Engine Builders Magazine, as well as our Weekly Engine Builders Newsletter, Weekly Engine Newsletter or Weekly Diesel Newsletter, straight to your inbox. You’ll be covered in horsepower in no time!
Dakota Sargent has experience with diesel engines, mining equipment, highway and road trucks, and a US Air Force mechanic, but light duty diesel work predominates. He founded Full Hook Performance a little over a year ago and is developing killer products like this Cummins 5.9-litre 12-valve turbocharged engine. check it out!
Dakota Sargent, who is only 27 years old, is one of those guys, and once he focuses on a goal, he won’t stop until it is achieved, and at the highest level. Considering that he is not yet 30 years old, Dakota already has a rich and experienced track record, and today his focus is on developing Full Hook Performance, a diesel business in Indian Springs, Nevada, near Las Vegas.
Dakota was introduced to diesel trucks straight out of high school while attending Northwestern Kansas Technical College in Goodland, Kansas. He graduated from their two-year diesel program with an associate degree in diesel technology.
“At school, I worked in a truck shop after I quit my job to finish college,” Sargent said. “After graduating, I moved to Harrisonburg, Virginia… I worked for Freightliner. Most of my career was on the road, off-highway trucks. Back in Nevada, I started working with mining equipment, worked as a field mechanic, and as a workshop mechanic for several years.
“Right now, I’m on contract with the US Air Force as a mechanic and working with Full Hook Performance after hours. Our goal is to be fully operational with Full Hook Performance soon. We’re very close to that hour.”
Full Hook Performance specializes in 5.9L 12-valve, 24-valve P pumps, 24-valve VP44 pumps and also does manual transmission work. In addition, Dakota has created a Full Hook Performance Suspension division that produces high quality billet aluminum double adjustable arm kits for Dodge from 1994 to 2013.
“Full Hook Performance brings the engine, transmission and suspension all under one roof,” Sargent said. “In most of our engine builds, we don’t see a truck. The client provides the engine and we build it to any power required. We assemble it ourselves and give them the engine and you can feed your newborn at any power level.
“What started the suspension was my personal truck, a 98.5 Dodge with a 24-valve P pump. itself is very stable on the highway or when we do full traction or something so I would like to bring the truck back to standard height and I have noticed a downside in the industry – high prices, low prices on 94 to 13 trucks Suspension parts excellent quality as a mechanic i can see things and point out problems i would like to fix i have been browsing the internet looking for a suspension kit to get my truck back up to stock height with gun control but it is not there it caught my attention, so I made it myself.”
You may have felt that Dakota has been running Full Hook Performance for years, but he actually only opened the store in April 2020.
“I run my business from a small shop (30×25) that I rented from a friend,” he said. “His son is actually my only employee, so it’s just me and Anthony. We work 18-19 hours a day, 7 days a week. Anthony is only 18, but this kid is definitely a machine. No complaints, no matter how many hours, how late how many days a week we work. He’s always there for me, learning and absorbing as much knowledge as he can. I hope that for the next two or three years he can work without me Building these engines without help. That’s the goal ” .
One of the other goals of the workshop is to further develop the production of engines due to the current high demand for work with Full Hook engines. As that number continues to increase, Dakotas said there are also plans to expand the store’s footprint.
“I am building a new facility on my property where I can work full time,” he said. “My ultimate goal is to be able to do all the engine work in-house because I outsource my work to a local machine shop in Vegas called Heads By Rick (HBR Competition Engines). They do it for us. done does all of our mods, grips and head work. We’ve been using them for about a year now and we absolutely love the work they do for us.
“However, my goal is to have my own machine for drilling, honing, decking and block honing within the next two years. I would like to be able to do all the work myself, since it’s hard to find good machine shops these days. . I just wish that the turnaround time was very fast and so that i can check every single item in our store with our name in. i want to know exactly what was done to it and know that it was done right.
“I was really trying to expand and really improve everything before I left my day job and started working full time because our engine production really took off in the last four to five months.”
One of the major engine builds Dakota State recently completed was for a good friend of his named Tyler Swanson, who owns Northern Nevada windows in Reno, Nevada. Last season, Taylor bought a mid-90s Dodge Ram 2500 with a single cab, long bed and drove a truck with a single charger (S369), Farrell Diesel 215 pump and 785 hp 5×25 injectors. Like any diesel fanatic, more power comes to mind for Taylor.
“We built a couple of trucks together, but they weren’t too crazy in terms of power,” Sargent said of his friendship with Taylor. “After the season, he called me and said that some people were talking to him, so he was ready to go all out for the whole next season.”
The engine is a Cummins 5.9-liter 12-valve that Taylor’s guys pulled from a Dodge 2500 and brought to Full Hook Performance for disassembly.
“Anthony and I tore it up and sent it to the Harvard Business Review,” Sargent said. “We’re tired of .020.” We have selected a selection of Mahle high performance cast pistons with coated skirts. Josh McCormick cut the pistons for us. We used Colt Stage 5 lobes. Valve clearance is achieved with a 0.080″ relief valve at the top of the piston. Stage 5 lobes are 199/218 lift lobes. We use 1.45 Common Rail tappets in them to increase contact area with We have TIG welded cams Gears and crank gears.
“We chose a Hamilton Stage 2 head with an oversized valve and Hamilton conical valve spring. We weren’t 100% happy with the performance of the valve, so we ended up redesigning the valve to our liking. The head is also a fire ring.
“We ended up installing Dynomite Diesel Super Mental injectors. They made a custom injector for us. We had a Farrell Diesel 215 Stage 4 pump. It had a positioner and a small addition to the Stage 5 pump. We had Wagler Street Fighter balanced spin rods assembled using half inch L19 rod bolts Adam Aquino built them for us.
“We use Mahle H series bearings in the whole engine – main bearings and connecting rod bearings. We have jets to cool the workpiece piston and plugs to freeze the workpiece. We have a cutting machine workpiece lifter cover with baffles. We have a one-piece valve cover for the machine We made a Manton 7/16ths chrome hybrid stick with a 24 valve ball and 12 valve cup. We chose ARP 625 head studs. We also had a gorilla strap on the bottom end.
“Also, we have a Steed Speed T4 manifold with an EvilFab Performance compound turbo kit. We used a parallel S472 SXE with a turbocharged S488 SXE. It’s a TIG welded V-belt, all stainless steel kit, polished too. EvilFab installed a charger over 1000 hp and the cam will really help with winding and threading.”
Because the rebuilt 5.9-liter 12-valve engine will spin at a higher RPM and have high boost, Dakota wants to increase piston-valve clearance in the engine.
“With these superchargers, the engine could easily be boosted to 100 psi, so we got thicker shims from XDP so we had more valve to piston clearance,” he said.
Cummins models also feature Fluidampr balancers and Keating Machine billet front covers, but the lift pump is of particular concern.
“We needed as much fuel as possible, so we decided to use AirDog 165 4G twin lift pumps,” he said. “Kevin at AirDog actually bypasses the regulator on the pump internally, so they deliver full oil at over 300 GPH heading straight for the P pump. He also set us up with their new adjustable boost reference. Return to regulator.
“In our shop, we TIG soldered our own fittings to ensure high reflow rates and go from 3/8 to 1/2.” This way we can really adjust the fuel pressure at idle and then once we get into boost it always holds the pressure and doesn’t heat up the pump. feeds the front of the P pump, which really helps keep the pump cool and get as much fuel as possible to it.
“We also use 1/2 return” all the way to the double sump. One of them uses a 1/2″ return from the jet pump. The second port on it feeds the AirDog and then the second sump. The second AirDog Both AirDog returns have a lower return rate due to the internal bypass on the regulator, so we were able to combine the two regulated returns AirDog to one port on a pallet.”
On top of all the goodies Full Hook Performance already had on the engine, Taylor wanted some nitric acid, so Dakota added a stage and put 200 nitrous on it.
“I would say that with the charger and fuel installed, the truck will go all out to get it down to 750-800hp. by upgrading it to a 13mm pump, we would really be limited in fuel on the Stage 4 pump, but we really wanted to the truck was still a road truck so he could take it and tear up the street if he wanted to.”
Boosting the truck’s performance is assisted by a locally assembled Reno complete transmission that also features a four-disc converter, Muldoon full manual valve body and ratchet shifter.
Some of the finishing touches on the complete build include Full Hook Performance dual adjustable control arms, ditching the vacuum pump for the gear-driven power steering pump only, full flexing of the wiring in the engine bay, and relocating the battery to the body. .
“It’s a really good build,” admitted Sargent. “It’s an outsider, he’s definitely walking and talking. The truck is basically a purpose-built trailer, but it still has a full interior and a full bed. He’ll also take it outside to play with. We’ll be air-conditioning the trucks, so it has luxury air conditioning for trucks with over 1,000 horsepower.”
Currently, the truck does not have a frame suitable for the new power on the track, but it is planned to install it on the truck in the near future. In addition, Dakota told us that they built the entire unit for this 5.9-liter Cummins 12-valve engine in just three days.
“We installed the entire fuel system, assembled the entire engine from a bare block, and were able to break the cam on my engine support brace and then bolt it to the truck by the end of the weekend.”
As you know, Dakota has the drive and determination to succeed in everything he does, and we’re sure you’ll hear the Full Hook Performance name in the future.
“My goal in life is to do this all the time,” Sargent said. “I know that I have the will to make this happen. Once I decide to do something, I don’t really choose no. Hopefully I can keep making bad builds.”
Diesel of the Week is sponsored by AMSOIL. If you have an engine you’d like to highlight in this series, please email Engine Builder editor Greg Jones [email protected]
Post time: Sep-19-2022