A car’s transmission has different gears, and “third gear” is one of them. When tuners talk about third gear for sled pulls, they mean they’re dialing in how the engine and power delivery feel while the truck is pulling in that gear.
Term
low sled pull tunes
“Low sled pull tunes” refers to diesel calibration strategies aimed at sled-pulling competition where the goal is strong torque and controllable power at lower speeds/gear ranges. These tunes are typically designed to manage traction and prevent bogging or excessive smoke while the puller is under heavy load.
Injectors are the parts that spray fuel into the engine. In a diesel tune, controlling the injectors is a big deal because it determines how much fuel gets burned and when, which affects how the truck runs.
Injector output is how much fuel the injector squirts into the engine each time it opens. If you turn it up, the engine can run more fuel, but the fuel system has to keep up so pressure doesn’t sag.
A double barrel fuel rail is a modified fuel manifold for a diesel. It holds more pressurized fuel so the pressure doesn’t drop as much when the injectors open, helping the engine deliver the commanded fuel more accurately.
Term
injector open
“Injector open” is the time the injector is actively spraying fuel. If the fuel pressure is falling during that moment, the engine may not get the exact fuel amount it expects.
Microseconds are tiny slices of time—one-millionth of a second. The injectors open and close so fast that pressure changes during that brief window can change how much fuel the engine gets.
This is how the engine keeps the diesel fuel pressure at the right level. If the pressure is steady, the engine can inject fuel more consistently, which helps performance and smoothness.
A turbocharger uses exhaust gases to force more air into the engine. More air helps the engine burn more fuel, which is why tuners chase turbo performance for extra power.
Dinotesting is testing a car on a dyno to measure power. They’re saying they haven’t collected dyno results yet, so they can’t prove any horsepower increase.
240 MPa is the fuel pressure they used during testing. It’s extremely high pressure, meant to simulate the “full tilt” conditions competition diesels are built for.
This is a modified fuel rail for a diesel engine. The idea is that it holds more high-pressure fuel so the injectors can deliver more fuel when you’re chasing big power.
An engine dyno is a machine that runs an engine and measures how much power it makes. “Back-to-back” testing means comparing two parts by testing them one after the other on the same setup so the results are fair.
“Bar” measures pressure. 3000 bar is a very high pressure number used to stress-test diesel fuel system parts so you know they can handle extreme conditions.
Term
OE
OE means “original equipment,” referring to parts and engineering that match what the vehicle manufacturer designed and supplied. When a company says it builds “as close to OE as possible,” it typically means it targets similar materials, tolerances, and manufacturing methods to maintain reliability.
Cummins is a big diesel engine company, especially for trucks. Saying they have Cummins engineers suggests the team understands diesel engines and fuel systems well.
Bosch is a well-known auto parts company. If the team includes former Bosch engineers, it usually means they have deep experience with diesel fuel systems.
On some diesel fuel rails, there are drain passages near where the injector lines connect. If a connection leaks slightly, the drain gives that fuel a safe path out so pressure doesn’t keep building and cause the line to come loose or break.
Dual feeding is when you route fuel so two sides/components get fuel at the same time. The idea is to support more fuel flow for higher power, and the host is saying the stock setup doesn’t handle that well.
CP3 is a common name for a diesel high-pressure fuel pump. In this discussion, they’re talking about using CP3 pumps together to feed fuel for more power, and how there’s a limit to how much fuel the system can provide.
An accumulator is extra fuel volume used to smooth out pressure swings. When injectors open, pressure can dip and recover—this helps make that behavior steadier.
Pulsations are quick “waves” in fuel pressure caused by the injectors firing. Smoothing them out helps the engine (and testing) behave more consistently.
A pressure sensor measures how much pressure is in the fuel line. Putting it in the right spot helps you see what’s really happening during tuning/testing.
Transmission safety means making sure the gearbox can handle the extra torque from a tune. If the tune pushes it too hard, it can overheat or wear out faster.
DPF means diesel particulate filter. It’s a part that catches soot from a diesel engine, and it has to stay working correctly—otherwise emissions systems can get damaged or clogged.
EGR is exhaust gas recirculation. It helps control pollution by sending some exhaust back into the engine, and tuning has to account for it so the system doesn’t get overwhelmed or damaged.
Calibrations are the computer settings for the engine. They control things like fueling and how the emissions parts are managed, which is why tuning can change both power and reliability.
This means tiny metal debris coming from a high-pressure fuel pump. If it gets into the rest of the fuel system, it can cause expensive damage, so the product is meant to prevent that from happening.
The fuel filter housing is the part that holds the fuel filter and keeps fuel from leaking around it. If it cracks, fuel can leak under the hood, which is why they’re upgrading it.
Car
6-7 power strokes
They’re talking about Ford’s 6.7-liter diesel engine. They say a known problem on these engines is the fuel filter housing can crack and start leaking fuel.
Billet aluminum means the part is made from a solid piece of aluminum and machined into shape. The point is it’s stronger and less likely to crack than plastic, so it helps stop leaks.
Factory filtration is how the car’s fuel system is originally set up to filter out dirt and debris. They’re saying their kit fixes leaks without making the filtration worse.
This is a filter rating that tells you how small of particles the filter can catch. “4 micron” means it’s designed to trap very tiny stuff before it can move through the fuel system.
This is another filter rating. “5 micron” means it’s designed to catch particles around that size, and the host is comparing it to a tighter (smaller) rating.
These are the connections that send fuel back from the fuel injectors. If they crack, they can leak fuel, which is why people replace them with stronger parts.
It’s a bracket that holds the oil dipstick steady. If you add an aftermarket intake, the dipstick can end up in the wrong spot, so the mount keeps it from moving around and hitting nearby parts.
The filter head is the part that holds the fuel filter in place. It’s part of the fuel system, and in this story it’s where the dipstick can end up interfering if you change the intake.
A direct drop-in means the part is designed to install without major changes. It’s supposed to fit like the factory part, but in this case some setups need an extra accessory to avoid interference.
Aftermarket intakes are replacement air intake parts you install instead of the factory setup. They can change where other components sit, so the dipstick may need a special mount to keep it from hitting nearby parts.
Compatibility testing is the process of checking that a product works correctly across different vehicle configurations and common modifications. Here, the company delays launch while testing against different factory intake setups to ensure the parts work together without interference.
Your fuel system is everything that gets fuel from the tank to the engine, including pumps and filters. Keeping it clean matters because diesel engines can be sensitive to dirt.
A stage two filter is an extra filter step that catches more dirt after the main filter. The point here is that if you bypass or change parts before it, you lose protection against debris.
Term
disaster prevention kit
A disaster prevention kit is an aftermarket set of parts meant to help avoid costly problems during an install or service. They’re saying this job is easier than that kind of install because it doesn’t require as much disassembly.
The “plastic cup” is the factory part that holds the fuel filter in place. They removed it because it interfered with the filtration design they wanted to achieve.
Fueling quantity means how much fuel the engine gets during each injection. More fuel can make more power, but it has to be matched with the right amount of air so it burns cleanly.
The BMW X5 is a luxury SUV. Here it’s mentioned because the speaker says there are fuel-system prevention kits available for certain diesel setups in the X5.
BMW’s 5 Series is a common midsize sedan. In this conversation, “535s” is being used as an example of another diesel BMW that can be protected with a prevention kit.
Car
EcoDiesel
EcoDiesel is a diesel engine option used in some Jeep/Ram vehicles. They’re saying there are kits available to help prevent fuel-system problems on those diesels.
A flat tappet is a type of engine cam/lifter contact design. In this context, it’s being mentioned as a durability upgrade that helps protect the engine from wear.
LIVE
Welcome back guys, this is another episode of the diesel performance podcast.
I am solo dolo today, no Chris Mkey, but I got Justin Tyson producer in the flesh hanging
out with me.
Justin Tyson, how are you doing today?
I'm doing good.
They gave me a microphone.
They gave you a microphone.
We cut them loose.
We cut Mkey's wings, we clipped his wings and plugged the mic into Justin's over here.
Speaking of Justin's, we got Justin from SNS, Justin, how are you doing?
I'm pretty good.
You?
Good, good.
Again, I know we were talking a little bit before we hit the record button here, but
it's hot as shit in the Midwest.
It's humid.
I feel like I'm running out of shirts.
I'm going through two or three a day with just how much sweat we got going on here.
Corn sweat.
Yeah, corn sweat.
Sorry.
Yeah, for sure.
But man, I've got a whole list of things that I want to talk about here, but I'll kind
of start from the beginning.
How are things with you?
How have you been?
I feel like you guys have been busy, at least with UCC.
I've seen a lot of social media posts.
What's been up with you guys lately?
Yeah, yeah, we're turning and burning here.
We try and stay busy.
We're right in the middle of drag race and truck pulling season.
So I guess tractor pulling too.
There's maybe two commoner pulling tractors that we work with.
So there's that as well.
But you know how it is, you got the scramble for UCC, everyone needing stuff last minute,
all that.
And then UCC happens and we're like, all right, you know what?
We can breathe a little bit like UCC's behind us, but guess what, nope.
It's the middle of pulling season and people still need stuff right away, next day air.
So it's a good problem to have.
We're grateful to have all the competitors that ask us to turn things around quickly.
It's better than the alternative of not having people calling it all.
Absolutely.
I feel like every time that UCC comes around, like you're saying it's a mad dash of like,
holy shit, you know, May and June are coming up real quick.
We got to get going.
And then afterwards it's like, all right, we can breathe.
Well, you know, there's county fairs every other week or a couple of weekend, it seems
like.
And you know, I know you guys are playing catch up or you're doing a mad dash to get
everything finished.
And it feels like the guys in tuning are just burning the midnight oil too.
I don't know how many third gear for low sled pull tunes these guys are doing on a weekly
basis, but it's probably more than they care.
That's for sure.
You know, as I like to say, you know, injectors, they just do what they're told.
I mean, you know, the real magic happens with the guys, you know, behind the keyboard
telling the injectors, you know, what to do.
Oh yeah, absolutely.
But I wanted to touch on a couple of things.
The first one is again, you're talking about you guys have been busy, new building.
That's something that I've been hearing about.
I've been seeing a couple of things.
How's the new building going?
Kind of how was that whole move process, everything like that?
Well, you know, it's taken longer than expected, but we want to make sure we get it right.
It's, you know, it's a new to us building.
It's not a new building that, you know, that was built newly.
So there's quite a bit of renovation going on just because we want it to look nice.
And while it is a massive building, I believe roughly 175,000 square feet,
it was built in the nineties.
So there's definitely some updating.
And so we've been putting a lot of blood, sweat and tears into it.
You know, we get a lot of compliments on our current place.
Like whenever we post up videos and stuff, we get a lot of compliments on our floor here.
So we needed to be sure that we gave the floor over there some special attention and stuff.
And that's taken a little bit of time, lots of painting, you know, new metal.
And, you know, we tried to do a pretty good job of kind of broadcasting
the renovation journey on our social media.
So if anyone's interested in kind of seeing how it's coming along,
we try and trickle out a few videos here and there just kind of showing the whole process of it.
But, you know, when we moved here into this facility, what was it five years ago?
Almost five years ago, we never dreamed that we would run out of space here.
But then here we are.
And, you know, that's thanks to all of our customers and supporters out there.
You know, we wouldn't be where we are today without our customers and our dealers.
That kind of takes, you know, I'll group Justin and the rest of the guys here on this as well.
That takes me back to just like our progression as a business over the years where we had,
you know, everybody knows, oh, Nick came over to my house,
or I went to Nick's garage and he tuned my truck.
And then he had the little tuning shop in Union.
We went to Marengo and that was, that place was massive.
Just what was that?
Like how many thousand square feet?
Ten?
God, yeah.
We thought it was huge from Union.
Yeah, 10.
It was huge.
And now we're in like a 38, call it 40,000 square foot shop.
We're like, we've got CNC machines out the wazoo.
We've got a whole shop, trans-build area.
It's just, we thought that our last shop was just huge.
And now we've progressed into this and we're already blown out the seams.
So I know exactly kind of what you guys have gone through and seeing the,
you had to put the renovations and you had to move all the stuff.
You've got to put the legwork in to make it look nice.
So yeah, that just, I love hearing that.
Everyone's expanding because that's one that means you're doing good.
You got a quality product.
You guys are doing great work.
And that's just, that's very cool to hear.
So very nice hearing about that stuff.
It takes all of us back.
That's for sure.
For sure.
Yep, yep.
And then with the new building, you've got some other new products on the loose.
Coming soon on the loose.
You recently released the, and I'll let you kind of give this specific,
the new fuel rail for the Cummins release at UCC, correct?
That's correct.
Okay.
What's kind of the specifications and what is that product and who would it be?
Taylor Torr.
Torr, excuse me.
Yeah.
Well, for years now, we keep pushing the envelope in terms of injector output.
The amount of quantity that we're injecting is massive compared to stock.
In some cases, three times as much, maybe four, depending on the application.
So as you keep, it's a fuel system.
So as you keep upgrading the output of injectors, pumps,
you also need to upgrade the rest of the system.
And that's what the double barrel fuel rail is.
The main benefit of that is just more volume.
It is 2.5 times the volume of a stock 67 Cummins rail.
So what that gives you is think of the fuel rail as an accumulator.
And every time you fire an injector, rail pressure drops ever so slightly.
The bigger the volume or the larger the accumulator, the less the pressure drops when you inject.
So the main benefit here is we can consistently hold rail pressure better
throughout the injection event.
The whole time, now we're talking in microseconds here,
but the whole time that you're holding the injector open,
especially with larger ordinance injectors, you are losing rail pressure.
So if you can reduce the amount of pressure you lose while injecting,
you actually get more fuel in in the same amount of time.
So the volume is the main benefit, but that volume provides lots of other benefits as well,
including you get basically more stable rail pressure while you're firing the injectors.
That really helps with rail pressure control as well,
which I'm sure you guys know being tuners that your sensor feedback is a big deal.
So if your sensor is able to pick up more consistent pressure,
then it makes rail pressure control a lot easier.
Personally, this rail is designed for the competition guys,
even though it looks really nice and it would look awesome in a show truck or whatever,
the main benefit is the extra volume.
So I think especially with pullers, because kind of what we found is pullers are looking for
every ounce of power that they can get.
They've pushed turbochargers to the max to where there's really not much more you can
do to get air through a 3 inch or 3.6 inch hole.
So they're looking for ways to make power in combustion and we've pushed the injectors
really far and now we're finding that there is quantity gains to be had just by going with
this fuel rail. We are in the process of dinotesting.
We can't claim any horsepower gains yet because we don't have any data to prove it,
but in theory, if you can get more fuel in in the same amount of time in the same crank angle,
per se, then you should make more power.
So we did testing with a one of our larger, spicier set of ordnance injectors,
65-100, they're actually the same injectors that Tim Moore used to make over 3,800 horsepower at UCC.
So we figured those would be good injectors to test this rail on and at the same
rail pressure, same energizing time, we tested it at 240 MPa, 1,000 microseconds,
which that's kind of the full tilt test point for a lot of these competition guys.
The only thing we changed was stock 67 rail to double barrel rail.
We picked up 18 millimeters cubed per stroke.
I mean, with nothing more than a fuel rail change, we're like, hey, this looks promising,
but yeah, I guess you could say power gains to be determined.
In theory, it should make more power, but we want to verify it back to back on an engine dyno,
and we can report that as soon as we have some data to report.
And I feel like with a product of that scale, testing the max horsepower output has definitely
has to be a task, because with how much more like, again, take UCC, because that's what I feel
like all of us focus on that, guys are, we're cracking on the door, we're knocking on the door
of 4,000 horsepower, and these guys don't have this fuel rail. So the fact that, you know,
we can hold, like to go all through all the benefits that you mentioned, the ceiling on this
has got, again, I'm just, I'm shooting for the stars here, has got to be astronomical,
and I feel like it's going to take a hell of a lot of testing and really beating the
out of some trucks and some motors to find out the absolute max ceiling on this.
So I'm interested to hear about kind of the test process. And if you guys get to a point
where it's like, hey, this is good for, you know, shooting for another like 5,000 horsepower,
or something like that, like, holy shit, you really, this is a product engineer to go to the moon.
Are you guys wearing blast shields? Are you?
Oh, no, not at all. I mean, we, we actually did these fuel rails, we've been running in our fuel
lab for, for a while now, every test bench gets one, because we want to, you know, we want to
do durability testing as well. So, you know, not only do we want to have the volume and the
performance, but we want to have the reliability. So, you know, we regularly run these rails up to
see here, I believe 3000 bar is the most that we've had it to. So they've all been tested
with that. We don't necessarily recommend people running 3000 bar, but that's, that's,
that's what we've had them up to on several occasions, just to make sure that they'll hold.
I guess back to durability stuff, one thing we're mentioning is, you know, we, we try and make our
products as close to OE as possible. You know, we have, you know, this kind of like our roots,
our heritage, you know, former Bosch engineers, Cummins engineers, we have a lot of OE engineers
in the house, which is great. And so we, we try and use the same materials, the same processes,
everything as, as a factory rail, we just want more of it. So, you know, 11 thing worth
mentioning is, is on the injector ports, we have drains there. And that's something a lot of people
may not realize, especially on, on the M 18 ports on like a 67 rail, if you go and, and look
at that or a LBZ Duramax rail, if you look at that as well, you'll notice that there's drains
below that, that the, the nut itself, all that does is hold the, you know, the line on into the
taper into the pocket there. But let's say you get a line kind of partially tied to where it
seals enough to like run and, and make pressure, but you get it, you know, you get a slight leak,
like a weep or whatever. If you don't have that drain there, you're just going to keep
building up pressure and until you blow the line off or you, you break off
the, you know, the outlet. And so that's just one example that, you know, we, we knew, knew that
because being boss engineers and also, you know, we, we've looked at the boss realm and be like,
okay, this has got drains here. Yeah, we should probably do that as well. So that's just one
example, I guess, of the OE grade that we shoot for. That's interesting. And that, I would say
that kind of segues into another one of the questions, like, what inspired this, this product
to kind of come about and to be able to carry over some of those OEM specs onto an aftermarket part?
Like, was this something where guys were getting tapped out or you saw an issue with with the
stock ones? Like, more or less, what prompted you guys to kind of like look into making it
upgrade on the field rails? Because it's something that's very complicated to overlook myself included.
Mm-hmm. Yeah, for sure. I think what, what really led us down this path is dual feeding,
you know, a factory rail, there just really isn't a good way to dual feed. And in the past,
we haven't had issues feeding one CP3 into the other up to a certain amount of power.
But basically, as time goes on, people make more power and have more fuel
and requirements. And so, you know, that's kind of what led us down this path is like,
all right, we need an option to dual feed. And so then we're like, all right, well,
if we're going to do that, then we need, absolutely need to have more volume because
that makes sense. And, you know, like, for instance, all of our test benches have what
we probably shouldn't call it this, but we call it that anyways, we call them bombs,
just joking around, but it is a, it is a massive fuel rail. It's a massive accumulator.
And we, we use that to, for more accurate testing. Because as I was saying earlier,
when, when you open an injector and when you inject, you're constantly losing rail pressure
and then it recovers. So by having a large accumulator like that, you dampen out the pulsations
and you get more accurate testing, more accurate feedback. And so that's kind of like, you know,
let us down that path too. They're like, we were like, all right, well, if we're going to do this,
let's, let's get as much volume as we can. That way, you know, it just makes everything better.
So yeah, that's kind of kind of what led us down that path anyways. And I guess
the double barrel fuel rail can be double fed. It can be triple fed. Honestly,
it can be quadruple fed if need be. That's what's cool about it is, is we have auxiliary ports
on each end. So a total of four auxiliary ports. It already comes with 22 M14 feed fittings,
which in most cases will be enough, honestly, especially like with our new ordinance fuel pumps.
I don't really see anybody needing three pumps unless it's like a super stock engine,
which we're going to be kind of fooling around with here in the near future as well. So,
but yeah, it's, you know, it's fully modular. So you can put your pressure sensor in any of
those auxiliary ports. You can put your pressure relief valve in any of those. So that's a nice
part of that because, you know, as well as I do with competition engines and vehicles and stuff
like that, there's, it's not a one size fits all kind of thing. Like this will bolt up to a
67 Cummins engine, but you're going to need to do a little bit of massaging to get it to
sit. Absolutely. And how long, you know, if I can ask, how long has this kind of been in development
from like when there was talks of, you know, making an upgraded fuel rail to kind of,
you know, public release? Is it, you know, a few months, a few years? What did that look like?
Way too long. Okay. And that kind of goes back to conversations we've had the past like, like
me, like I've always worked for the aftermarket. I've personally, I've never worked for,
for any OEs and, you know, I've worked for some really awesome aftermarket companies.
But the one thing that I feel like is different with SNS is the OE background, at least for me
anyways, being, being the person that, that does the sales and marketing, it always makes me feel
a lot better being able to talk about a product that has been thoroughly validated. And, and so
sometimes I think maybe we take a little too long to bring products to market, but on the flip side,
they're going to be well validated. And, and so I guess if you had to pick one or the other,
I'd pick something that maybe it takes a little too long to go to market, but yet it has been,
you know, put through its paces and thoroughly validated, validated and ready to go.
Absolutely. I feel like we're kind of in the same boat when it comes to tuning, especially with the
newer and newer platforms that come out, because I feel like, you know, granted we're a mission's
on, but guys just find a way to rip the exhaust off and blow a bunch of smoke and be like, oh,
I got a 50 horsepower to lead to them. They don't dyno test it. They don't look at EGTs. They don't
care about the transmission safety. Yeah. Like, no, no trans tuning anything like that. And they're
just starting selling, you know, the same file on every other truck. It's like, okay, guys are
calling and I saw this video. Facebook post. Oh, I saw this on Instagram. You know,
when's your guys' tunes coming out? It's like, well, you know, we've got a lot of more components
to deal with. We got to make sure the DPF's happy. We got to make sure that the EGR isn't getting
blown open with too much power. Like, there's a whole bunch of stuff that comes in. And I feel
like traditionally, we're some of the last people to come to market with calibrations, but it's also
like, we're beating the shit out of these trucks. We got an engine dyno. We have a chassis dyno.
You know, some of us are hauling across the country in these trucks with and without a tune
to make comparisons. And like, again, I'd rather have something take way too long than not long
enough. And again, you're picking up the pieces when everybody's calling in saying, oh, I'm having
issues with this, that and the other. Yep, yep, for sure. You know, good friend of mine,
Joe Rivera, I used to always tell me, it's okay to be late to the party if you're the hottest girl
in town. Yeah, I might have to write that one down. I haven't heard that one before. I do like
doing that. Well, they got a transition on the topic of, you know, new products coming soon.
I see you guys have on the website the Ford 67 fuel leak prevention kit. I can only imagine this
is going to make a big splash with your guys's reputation like on the DCR kit, disaster prevention
kit, kind of same deal with the double barrel. What led to this kind of how does the testing
development, all that stuff going with this? Because I'm excited to see this hit the market.
Yep, yep, and we are too. And this is another example of a product that has taken us a long time
to develop, validate and get right. But kind of like I said before, like, it's okay to be,
you know, last to market or late to market if you are providing the best solution. And I truly feel
like this is the best solution. So, you know, like you said, we had a lot of success or have
had to continue to have a lot of success with our disaster prevention kit. And, you know,
it prevents the disaster of CP4 metal going throughout your fuel system. So, you know,
another common problem with the 6-7 power strokes is the plastic, you know, fuel filter
housing cracking and leaking, the one that's under the hood, you know, and the consequences of that
can be disastrous. But, you know, we didn't want to, you know, really mention fire prevention or
anything like that. We felt like maybe that was a little too strong. But, you know, fuel leak
prevention kit makes sense because that's really what we're preventing. You know, the factory
filtration on the Ford's is actually really good. But the problem that we're fixing with this product
is the leak. You know, billet aluminum is a lot stronger than plastic and it's not going to crack
and leak everywhere. So, at the end of the day, that's the problem that this product is solving.
With that being said, we're not going to create one problem while solving another. And, you know,
being former fuel, you know, fuel system engineers here, we don't want to go backwards
on the filtration. So, I guess that because there's lots of other kits out there on the market that
solve this problem. But the one thing in my opinion that is different about ours is that we are
maintaining actually, maintaining the factory filtration spec, making it a little better.
Like, for instance, ours is 4 micron absolute at 99% efficiency. The Ford factory filter is 5
micron. So, it is 20% better filtration. But honestly, the 5 micron is good enough. And that's
not really like what we're drilling down over. We didn't develop this kit to have better filtration.
We developed this kit to have as good as stock filtration, but yet a lot more durable, doesn't
crack. You know, another thing worth mentioning is it does come with an aluminum fuel leak
prevention fitting. The other problem with, you know, with that is the, and I don't know if you
guys have heard of this or not, but the injector return fittings, they're made out of plastic
and it cracks and can leak as well. So, we have a nice quick connect on one end and then, you know,
hose barb on the other. It's all aluminum. And you basically just cut your plastic fitting off and
slide ours on. It comes with a nice clamp. And that comes with every fuel leak prevention kit.
And then, yeah, those are, that's pretty much the, I guess you could say the just of it is
compatible with the DCR or the disaster prevention kit either way. So, it's a great complement to
those products. Yeah. Perfect. I'm looking at, I have it kind of on my phone here. I'm just,
I love the way it looks. It's got your signature blue on there. And it just looks like a stout
piece of equipment. Again, you look at the factory one, it's plastic. Anytime you look under a hood
and you see plastic, like exception outside of a factory intake, I just don't want like anything
with my oil or fuel going through plastic because it at some point it's going to crack, enough heat
cycles, you're going to have issues over time. And just this is the quality that we come to expect
from you guys. And I'm very excited to see this hit the market. And then I'm reading this correct
from 11 to 25, or excuse me, 2011 to 2025 for the F-250 through F-750 trucks, correct?
750. Yep. And actually, we can step that up to 26 now. We've installed them on a few 26 models.
So, we just wanted to make sure that the fitment was good on 26s and we've confirmed that. So,
it's good to go. I guess another thing worth noting is, you know, there's a lot of aftermarket
intakes out there. And we noticed that a lot of the aftermarket intakes, not all of them have like
dipstick mounts. They just kind of shift the dipstick over. Well, unfortunately, that shifts the
dipstick right over to our, you know, to our filter head. And so, yeah, that's something we
didn't see coming. And obviously, like, you know, we designed most of our products to be a direct
drop-in on stock trucks. You know, that's the majority of the market that we're going for,
especially with durability improvement products. But on the flip side, we care about people's
trucks. And, you know, if someone spends a bunch of money on this particular product, or it's not
going to be a bunch of money on this, but, you know, all the accessories, all the things to make
the truck look nice, we don't want their dipstick just flopping around and hitting our filter head
or hitting their, you know, their nice new intake. So, we do offer a dipstick mount as an accessory
add-on for this, for the people that might need it. So, the majority, the majority of the truck
owners won't need it. But, you know, if you do have aftermarket intakes and it does require that
you push your dipstick over a little bit, we do have a mount to securely hold that to the
fuel leak prevention filter head. Very nice. It's nice to hear that you guys are going through
all the options in creating products like, granted, it's not your fault that, you know,
people do this and the dips gets pushed over. The fact you have that as an option and could be
an accessory like you're saying, that just shows you guys are going the extra step and really testing
these on multiple different trucks with different intakes and going through any circumstance that
the end customer might. So, you don't have to try to develop something later on down the road or
tell guys, hey, sorry, that's how it is if that's what you want to do. I'm glad you understand that
because that's kind of what has delayed our launch. We were hoping to launch back in April,
but we've been spending a lot of extra time testing out different, you know, factory intakes
just to make sure everything is as compatible as possible. That's very nice. Again, just shows the
level of, I'm trying to, attention that you guys are paying to all this stuff. It's very cool to
see. Now, what does install look like? Again, because I enjoy Fords. I've tuned quite a few of
them. We've had a lot of them in the shop. As far as the mechanic aspect, I'm outside of the wheel
house on that stuff. Is this an install where anybody with a basic set of tools and some
mechanical knowledge can install at home or is this something they'd probably want to take to a shop
to get done? No, I mean, it's something that anyone can install provided that they keep everything
clean. Like anytime you open up a fuel system, there's a risk for contamination and common
rail fuel systems. They're very precise. They're awesome. They're not as resilient to debris as
some of the older mechanical systems because the pressure that you run is so much higher. So
everything's smaller. So that's just what we preach cleanliness. If you want to be successful
in installing this yourself, just make sure everything stays clean because you will be
taking your, I guess you could say your last defense, your stage two filter out. So anything
that you're installing there, there's not going to be a filter to catch any dirt or debris that
you get in there. But with that being said, it's fairly easy. For anyone who's installed a disaster
prevention kit, this is going to be a lot easier than that because you don't have to take your
intakes off and get down to the pump. It's more or less removing the factory plastic housing or
plastic, I could say, cup and housing and getting that out of the way and then bolting ours on.
So that is worth noting that in order to retain the filtration specs that we wanted, we had to
do away completely with the plastic cup that the normal stock filter would sit in. And what we do
is we basically just bolt our aluminum filter head or housing directly to the engine.
Filter changes, you'll need to unbolt it, but that's not too much trouble. And then you just
unscrew it. Very cool. What's next? A very open-ended question, but you guys have been,
with these two products, I feel like you guys have had your hands tied for quite enough,
or quite enough time, excuse me, quite some time. Is there anything that's in the hopper that you
can share without getting in trouble? I'm not looking for trade secrets or anything, but is there
anything that you guys are working on? Because you mentioned, I believe, something about a super
stock motor. You guys are dabbling in that. Is there anything you want to share before we wrap
things up here at all? Yeah, no. We're always seeking out really cool projects where people
are wanting to make a lot of power. Me personally, I want our fuel systems to be used at the highest
level of competition. So yeah, we're constantly trying to improve injector output and get more
fueling quantity and clickers. So we're going to keep developing our ordnance injectors,
our ordnance product line. I'd say as far as new products go, once we get the, I guess you could
say this monkey offer back and get the Fuel Leak Prevention Kit out into the wild and launched,
there's a lot of different, I guess, disaster prevention kits for other makes and models
in the hopper that we haven't quite brought to market yet. And we've thrown a few teasers out
there here and there. And in my opinion, probably did it a little too soon because we still get
people asking all the time. But we want to take our time and make sure stuff is good.
All these other makes and models we've been working on in the background. Everything's
validated. It's just a matter of bringing it to market successfully, like doing it the right way,
like not giving people a bag of parts to put together themselves, but to have a complete kit
with instructions and quick connects and everything that just fits like it should. Looks like it was
supposed to be there from the factory. That's our goal. So we've had disaster prevention kits in
TDIs for a while. We've had disaster prevention kits in BMW X5s, 535s, EcoDiesel, GP EcoDiesel.
Basically, all the other CP4s that aren't Ford's, obviously, we focus on the Ford market
because that's the biggest market. But all the other CP4s that are out there that don't have
disaster prevention kits, we're working on that. Very cool. I learned a lot.
It's too bad Chris isn't there. I was going to ask him about his X5. We could probably get a disaster
prevention kit for his X5. When you said X5, that's the first thing I was thinking. I was like,
oh, M.P. probably filed in on one of those. He's already disaster-proofed his Cummins with that
flat tappet thing. He's probably cashed out. Oh, very cool. Well, Justin, I appreciate you coming
on and chat with us. It was nice to get a little bit of a look behind the curtain on new products,
just going through your test process, hearing how things started, how they finish it. It's always
nice to get somebody on the phone and talk because you see the Facebook post, you see everything
in social media, but it's always nice to get somebody who knows what they're doing, who takes
a lot of pride in because every time I say blue on a truck, I know they've got a good quality
part of the hood. We're big fans of you guys for sure over here. We've definitely been advocating
for you for a while over here. Yeah, but no, we appreciate you coming on. Well, thank you likewise.
Go ahead. Sorry.
Yeah. Thanks for having me and we appreciate your business. You guys are a dealer for us,
and you guys have been a part of our growth as well. So thank you for that.
Cool. Do you want to maybe shout out to socials where people can follow along with your guys'
stuff too? Is there anything like any? Yeah. It's really easy. SSFueled, all of our social
media handles are SSFueled or hashtags SSFueled. So yeah, search that up and yeah, we're on
all the different platforms. Very cool. I'm excited. I saw just before we go,
good friends of mine over at DMACC store, I saw they teamed up with you to get a super sport pump
in the Duramax powered mastercraft boat. Oh yeah. Yeah, I love boats. I'm tight with
Eric over there at DMACC store. I mean, those guys were my dealer for years before I moved
into sales and marketing and media, but that is such a cool project that I saw. I think they
posted it yesterday or today and that jumped right out at me. I'm excited to see when that
gets finished up and just, that's something that you don't see, especially out in California.
That's just so cool. But no, we appreciate you coming on. It was nice to chat with you.
Again, SSFueled guys, check them out on social media and appreciate you guys listening.
Thanks guys. Talk to you later.
Good friend of mine, Joe Rivera. You used to always tell me it's okay to be late to the
party if you're the hottest girl in town.
About this episode
Justin Norris of S&S Diesel talks shop during a busy UCC and pulling-season stretch, then digs into the big news: a new “double-barrel” Cummins fuel rail built to support higher injector quantity. The rail adds 2.5x the volume of a stock 67 Cummins rail, helping maintain steadier rail pressure during injection microseconds—especially with larger Ordnance injectors. Early dyno results aren’t finalized, but bench testing shows promising quantity gains (18 mm³/stroke). They also discuss durability testing and OE-like materials/processes.
Anthony is joined by Justin Norris of S&S Diesel Motorsport to discuss all things happening at their new facility! They talk everything from the Double-Barrel Cummins Rail, the upcoming 6.7L Ford Fuel Leak Prevention Kit, and all things fuel based. We appreciate Justin taking his time to sit down and talk on the exciting stuff happening over at S&S!
