Injector building means taking apart and rebuilding the fuel injectors so they spray fuel correctly. For diesel tuning, that matters because the engine needs the right amount of fuel to match the boost and air it’s getting.
“SCTs” are tuning tools that help change how the engine computer runs. They’re used to adjust settings so the truck’s fueling and boost work with the upgraded parts.
Term
stamp pipes
“Stamp pipes” likely refers to specific diesel fuel-system plumbing components used in injector/rail setups, where the internal flow characteristics and fitment affect fueling behavior. Because the transcript doesn’t provide additional detail, the exact part name and function can vary by shop and application, but it’s clearly treated as a hardware upgrade in the injector/turbo matching workflow.
Turbos are devices that use exhaust energy to push more air into the engine. More air usually means you can burn more fuel, so the fuel system has to be tuned to work with the turbo.
“Pairing” injectors with a turbo means choosing injector capability that matches how much air the turbo will bring in. That helps the engine burn fuel correctly instead of being off-balance.
This means choosing the right injector so it can supply the right amount of fuel for the turbo’s boost. If it’s not matched, the engine can run inefficiently or make less power.
Concept
towing 50,000 pounds every day
They’re saying how you use the truck matters. Heavy daily towing puts the engine under much more stress, so injector problems show up differently.
APU stands for Auxiliary Power Unit. It’s basically a separate power source that can run things without using the main engine.
Term
EPU
EPU is an acronym for an emergency power system. It’s meant to keep critical electrical functions running if something else fails.
Term
ICP
ICP is a sensor that helps the engine know how much pressure is in the fuel system. That information helps the engine inject fuel correctly.
Term
IPR
IPR is part of the system that controls fuel pressure. Keeping that pressure right helps the injectors spray fuel properly.
Concept
things move in cycles
The host is saying truck problems often come back in waves. As new owners get interested in older diesels, they run into the same issues again. The underlying causes don’t necessarily change—what changes is who’s dealing with them.
Here, “maintenance” means doing the scheduled service and keeping fluids fresh. On diesel trucks, the fuel system is picky, so bad or dirty oil/fuel can cause expensive problems. The hosts are saying it’s especially important on this engine.
Oil is what lubricates the engine and helps keep it clean. If oil isn’t changed on time or gets contaminated, it can lead to wear and damage. The hosts are linking oil care to injector reliability.
Term
Huey injector
“Huey injector” sounds like a nickname for the truck’s fuel injector system. The host is basically saying the injectors are the most important part of getting the engine the right fuel. If they’re not protected by good oil and fuel, problems follow.
Term
fuels
Fuel quality matters because dirty fuel can clog or mess up how injectors spray. If the fuel has water or debris, the injectors can wear out faster. That’s why the hosts say you have to take care of both oil and fuel.
Full synthetic is a type of engine oil made to be more stable than older-style oils. Some people can run it longer, but it still depends on how you drive and how the oil ages.
A VGT turbo can adjust itself while you drive so you get stronger boost both at low and high speeds. “Stage one” usually means a mild upgrade meant to feel better without turning the truck into a full race build.
They’re talking about two different turbo types: variable-geometry (VGT) versus non-VGT. Because the turbo behaves differently, the tuning and supporting parts have to be matched to that turbo type.
They mean you can start with bigger parts, then adjust the computer settings so the truck runs the way you want. It’s basically dialing the power back to stay within safe limits.
“Fuel mods” are upgrades that help the engine deliver the right amount of fuel. If you add power through tuning but don’t upgrade the fuel system enough, the engine may not burn it cleanly.
They’re talking about whether performance changes could affect coverage if the truck needs repairs. If you modify things, the company may not want to pay for failures.
Term
stage two turbo
When people say “stage two,” they mean a bigger/more aggressive turbo setup than stock. More air needs matching fuel and tuning, or the engine won’t run right.
A lift pump is an extra fuel pump that helps keep the engine supplied with enough diesel. On modified trucks, it can be necessary so the injectors always get fuel when you ask for power.
A regulated return is a way to manage extra fuel so the engine still gets the right pressure. It helps keep fueling stable when you push the truck harder than stock.
Term
SCT fittings
SCT fittings are parts that help connect the tuning equipment to the truck’s electronics. They’re used so the tuner can communicate with the engine control system.
Term
dummy plugs
Dummy plugs are electrical connectors that stand in for something the ECU expects. People use them to avoid warning lights or sensor errors when modifying the truck.
The host mentions a specific diesel company by name. They’re talking about how that company makes and tests its fuel-injector products.
Term
performance side
“Performance side” means the parts aimed at making more power than the factory setup. With injectors, that usually means they’re designed for more fuel delivery under load.
R&D means research and development—basically, a lot of testing and tweaking to make a product better. In this case, they’re improving diesel injectors over time.
“Dinos” is short for a dyno, which is a machine that tests an engine under load. It helps you measure how much power and torque the engine makes. People use it to compare different parts and see which one performs better.
Metallology is basically about how the metal is made and what properties it has. If the metal is better and more consistent, the part can last longer and handle heat and stress better. That’s especially important for precision diesel components.
A test bench is like a lab setup where they can run parts under controlled conditions. Instead of relying on a full truck to test everything, they can repeat the same conditions again and again. That makes it easier to see whether a change actually improves performance.
Full throttle just means the pedal is pressed all the way down. It tells the engine to make as much power as it can, so it’s a good way to stress-test it.
A non-stock turbo means the truck has a different turbo than it came with from the factory. That can change how quickly it makes boost and how hard the engine is working under load.
Transmission tunes are changes to the computer settings that control shifting. They can make the truck shift differently and feel more responsive—or sometimes less smooth—depending on the tune.
The Ford Excursion is a very large SUV made by Ford. It was offered with diesel engines that are built for strong pulling power, like towing. The episode mentions it because someone bought one and it was a long-time dream vehicle.
They’re basically doing a step-by-step experiment. They change the turbo and match it with the right fuel parts to learn what combination makes power safely.
Term
225 hybrid
“225 hybrid” likely refers to a specific turbo configuration they’re using. A “hybrid” turbo is usually built to blend traits—like quicker spool-up and strong boost—depending on the parts used.
Term
368
“368” here probably refers to a specific turbo part or turbo model they chose for the experiment. They’re pairing it with their other turbo setup while testing how the engine responds.
“Blew the engine” means the engine failed badly and likely needs major repairs or replacement. When you’re pushing power with turbos and injectors, it can happen if the setup goes beyond the engine’s limits.
The 1968 F-100 is an older Ford pickup truck that’s popular for engine swaps. They’re talking about putting a much stronger engine into it to make it faster and more exciting.
An engine swap means taking the original engine out and putting a different one in. People do it to get more power or a different kind of engine in an older car or truck.
“Power Stroke” is Ford’s line of diesel engines. They’re basically saying, instead of using another brand’s diesel, they want to use Ford’s own diesel in the Ford truck.
Lubricity is how “slippery” the diesel fuel is inside the engine’s fuel parts. If the fuel isn’t slippery enough, those parts wear out faster and repairs can get expensive.
Hot Shot Secrets makes diesel additives. Here, they’re being credited with a product meant to help diesel fuel protect the engine and keep injectors cleaner.
Term
fuel up schedule
A fuel up schedule just means you add the additive regularly when you fill up. That way the treatment keeps working instead of wearing off after one tank.
CP4 is the name of a diesel fuel pump. If it breaks, it can contaminate the fuel system with debris, which can lead to big repair bills. Even if the failure rate is low, the fix can be very expensive.
Fail rate is how often something breaks, usually shown as a percentage. The host is saying Bosch claims the pump fails less than 10% of the time. But even if it’s uncommon, the repair can still be extremely costly.
Bosch is a company that makes parts for cars, including diesel fuel pumps. Here they’re quoted as saying the pump failure rate is under 10%. The hosts are discussing whether that reassurance matches the real-world cost and consequences.
An injection pump swap is when you replace the diesel pump that pressurizes fuel for the engine. It’s a big repair, so it can cost a lot. The host is basically asking whether you should prepare financially for that kind of job.
A fuel contamination kit is what mechanics use when dirty material gets into the diesel fuel system. It usually includes parts to clean out or replace the components that were exposed. The idea is to stop the contaminated fuel from continuing to damage the engine.
Injectors are the parts that spray fuel into the engine. If the fuel system gets contaminated, those injectors can get damaged or blocked. That’s why repairs after pump failures often include replacing injectors.
Additives are chemicals you mix into diesel. People use them to try to prevent fuel-related problems. In this conversation, they’re being discussed as a possible way to reduce the risk of a costly pump failure.
Fuel filters are serviceable components that trap contaminants before they reach the injection system. In diesel maintenance discussions, they’re emphasized because contaminated fuel can accelerate wear or contribute to pump/injector damage. Regular filter service is often part of the strategy to reduce the chance of expensive high-pressure fuel system failures.
Fuel treatments are additives you put into diesel to help the fuel stay cleaner or behave better. People use them hoping to prevent problems caused by dirty or contaminated fuel. Whether they help depends on the specific issue and the product.
Term
DCR
DCR is a shorthand diesel people use for a protective fix or upgrade related to the CP4 pump. The goal is to lower the risk of the pump failing and damaging other fuel-system parts.
Term
CPX
CPX is a name for a specific option or kit they use when diagnosing or fixing injector problems. The important part is that it’s presented as a real alternative to other approaches.
This SNS gen two kit is basically an add-on filtration setup. It’s meant to catch dirty stuff in the fuel earlier, so it doesn’t end up damaging the injectors.
Concept
upgrading a diesel truck
Upgrading a diesel truck usually means adding performance parts. When you do that, the fuel system and injectors often need to be addressed so everything works together.
Injectors are what spray fuel into the engine so it can burn. They’re working on injectors for a six-liter diesel to make the fuel spray finer, which helps it burn cleaner. That can reduce smoke and improve how the engine runs.
Nozzles are the part of the injector that shapes the fuel spray. If the spray breaks into smaller droplets, it mixes with air better and burns more completely. That’s why changing nozzle design can reduce smoke and make the engine run smoother.
Atomization just means “how well the fuel gets sprayed into a mist.” A finer mist mixes with air better, so it burns more completely. That can mean less smoke and cleaner running.
“Clean burn” means the engine is burning fuel more completely. When diesel fuel doesn’t mix with air well, it can create more smoke. Better fuel spray and mixing help the engine burn cleaner.
They mean getting the fuel and air mixed in the right way. If there’s too much fuel or not enough air, diesel can burn incompletely and smoke. The right balance helps it burn cleaner and feel better when you drive.
The Lucid Air is an electric car, meaning it runs on electricity instead of burning fuel. It’s designed to go a long distance on a charge, which is why it can be mentioned when people talk about getting the “right” inputs for power.
Concept
hybrid stuff
“Hybrid stuff” means they’re adding an electric system to work with the engine. In racing, that can help the car respond faster or use energy more effectively. The details depend on the hybrid design they’re testing.
The Lancia Beta is a car model made by Lancia. In this episode, the name is used as a joke or metaphor about “beta testing,” meaning being the one who tests something first. It’s mentioned more for the wordplay than for detailed car specs.
Here, “pressure” means the fuel is being pushed very hard to spray correctly. If that pressure or delivery is wrong, the engine can run hot and cause damage.
Testing and validation are checks done before a new part is sold. The goal is to make sure it works safely and reliably, especially for parts like injectors where mistakes can cause big engine damage.
The Dodge Journey is a family-sized SUV/crossover. It was offered with different engines, and in some versions it could be a diesel. That’s why it might come up when someone shares what it was like to own a diesel vehicle for daily driving.
LIVE
Welcome to the diesel podcast presented by DFC diesel.
Jed, welcome to the diesel podcast.
How are you doing today?
Doing good, man.
Thanks for having me.
Yeah, I'm glad to be able to chat with you today.
It was cool to connect this year, like earlier in the year.
And it was I was telling you about like one of our top,
I think one of our top 10 episodes we've ever done in 10 years
was with Holder's diesel way, way back.
And like, I think you told me as like 2018, you were watching that earlier.
Talking about six liter injectors and I wanted to have you
on to like introduce yourself, the company to talk about the evolution
of it where things are at.
So should should be a great time.
Like to like to start at the beginning, like tell me about yourself.
Tell me about Holder's diesel.
Tell me about the combination of both.
All right, man.
Well, I was a jet mechanic in the military when back in the day
and then been an aircraft mechanic for a long time and ended up buying
Holder's diesel from Reichen back in 2020.
And it's been a great experience.
Love trucks always been a truck guy.
I was in the corporate world a little while and I got tired of it
and just wanted to get back to wrenching man and turning a wrench
and found Holder's down here and met with Reichen
and then got along really well and it's been a really good experience
and transition.
He basically all the employees have stayed that were here
when he had them and he stayed and worked with me for a year and a half
and we taught me everything he could.
I was building injectors for a year and a half straight trying to learn
as much as I could as fast as I could about the diesel industry.
I'm not I'm no diesel savant like a lot of the guys are, but I've learned
a lot.
You know, it's been what six years now that we've been in the facility
and it's been really good experience.
I love it.
I have a lot of questions for you because I like I'm just naturally
kind of curious.
I like to understand the evolution of the story.
So if we go back to like your time in the military being a jet
mechanic, what drew you to that?
Well, you know, just coming out of high school, I just needed direction.
I guess is the best way to put it, you know, and I always loved aircraft
and I just tested into the position.
And then once I was there, we worked on F 16s and F 117 stealth bombers,
which kind of ages me a little bit, but it was awesome experience.
Got to travel the world and learned a lot about theory of operation,
understanding mechanical parts and just the more you know about a part
and how it works, the easier it is to fix things.
I imagine that that foundation is probably crucial and I imagine the
complexity of what you did there diesel isn't nearly as complex as that,
but it probably gave you a great foundation for mechanics and processes
and diagnosing and parts supply and all that.
Yeah, that's exactly it's been a really good transition.
I feel like and I've learned a lot that I didn't know.
And I've also think I've taught, you know, some of these guys some
things that they never thought about approaching it in that direction.
Was there where did the diesel side come in?
Because I imagine when you said you left a corporate, a corporate
position, you want to get back into wrenching was there's something
about diesel that jumped out to you or how did those dots get connected?
Well, like, you know, like I said, I've always been a truck guy.
So like in high school, I always had trucks and never had any cars.
And then I've always just been attracted to the bigger trucks, love the sound
and you know, stuff like just the generic wide diesel.
I never really had a purpose for owning one for work or anything related
to that, but I understood their role and I just loved everything about it.
When it was when it was going to be a business.
How did what was that process like when you said when you decided,
you know, I want to get back to wrenching.
I want to own something.
I want to be I want to, you know, create something and build something.
Yeah.
What was that like finding the right opportunity?
It was incredibly scary, obviously, because it was right during covid
kind of the peak covid years there and I had actually was living up in the Midwest
and it was in that corporate position working commercial aircraft at the time
running a repair station for, you know, commercial airlines.
And there was just it was just nonstop for 365247
no days off, no break, tons of pressure.
I had a ton of employees and a lot of responsibilities and I thought
I need to change a scenery and it's funny.
The actual reason that I ended up down here in Florida was my one of my
I got into business with a partner and when I got out of the military,
I wanted to start a custom trike for handicapped vets.
And that's how I ended up in Florida was my partner and I said,
let's get together.
Let's build this bike.
Let's make it happen.
And we patent it.
One, the patent came down here, bought another business that we thought
would help us in facilitating the built of the bike had all of the
machining tools and all mechanics and extra building.
So we were going to run both businesses out of the same facility.
Turned out the other business was in much worse shape than we anticipated
and took a lot more of our attention.
And so it kind of transferred us into the just focusing on that business
and the bike kind of took a back burner.
But I've always been a mechanical guy, always tinkering,
always trying to come up with something new.
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So if you're in the market for a new EDC knife, something for hunting,
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And it's great we save some money and get some cool gear.
Again, go to kershaw.kaiusa.com use code 20TD8FR26 and get 20% off
your cart and free shipping over $50 on like with Holder's diesel
and the diesel side of it.
I'm really curious about the the transition or the journey that you
went on going from working on jets and your other experience.
Today you've got like a Cummins or Duramex or Powerstroke, either a
truck there or somebody's calling about it and asking questions.
I imagine like six years in, obviously you've got tons of experience,
tons of hands-on stuff, but what was like that first year like?
Well, it was interesting for sure.
I'm not too proud to say I don't know.
So when someone would call, if I didn't have the answer, I had a team
around me that can answer the questions quickly.
They had been here.
You know, we had Riken was still here for a year and a half.
We had his lead tech, Adam, and we still have Mikael in here.
And they're great.
They're unbelievable.
They answer anything and they taught me so much.
One of the first things I did soon as we got the company as I went
and got a 6.0 and like if I'm going to know anything about these,
I got to have one freaking went and tore it down.
We took the frame off or stored the whole thing, rebuilt the motor.
I've learned all the parts that I could just one of those hands-on guys
that I want to understand what I have to, I wouldn't expect a customer
to buy from me if I didn't know what I was talking about.
Yeah.
Yeah.
That hands-on side is it's so helpful.
I'm a lot, I'm similar that way.
It's like, I can read about it.
I can hear it, but once I get my hands on something or actually do it,
that's when it all starts to click.
Yeah.
Well, and with the, with the injectors, you know, the first nine
months were just building injectors and understanding how they work
and where they come in, how the, you know, oil enters the injector
and where it leaves and all of those things that were so important
to the process to understanding the engine and how the engine works.
And, you know, I had a pretty good mechanical background to begin with
and I wasn't, you know, naive to how everything goes.
But it was a great opportunity to go from the injector building
into the six liter and then all of the upgrading of the SCTs,
the dummy plugs, the stamp pipes and, you know, all the upgrades
that go together and we really got into starting to pairing our injectors
with different turbo sizes and different, what happens if we do this
with our injectors and stuff like us?
We really got into the performance side a little bit deeper
and trying to understand where we were going with that.
Well, a lot, a lot changed from like 2018 in that, that first episode till now,
especially with like what you just mentioned with turbos and pairing them.
And I've, I've sensed it just doing a podcast and questions
that listeners might ask.
It's more of an encompassing sort of build or they kind of know,
hey, I'm going to dig into the truck.
Might as well do these other things.
And they, I think their, their questions tend to revolve around,
okay, how do I size this injector for this turbo or this is my goal?
This is where I'm headed versus in the past that was maybe more of a,
it was more of a harder connection to make or they didn't necessarily think
about it in those terms.
Yeah.
Well, and that was one of the good things about me coming in kind of
with a fresh set of eyes is like, well, why this, why that?
It was an easy question for me to ask.
And then I had really great expectations, explanations from the guys on,
you know, here, there's why we're trying to pair this with this and
understanding, you know, what are you using your truck for?
You know, that's the number one question we have to ask anytime
somebody wants to talk about injectors, you know, you will always get the guy
who's like, Hey, I want 250, 100s and I tow 50,000 pounds every day
with my truck and you're like, well, let's talk about that real quick
before we make that kind of commitment.
So, you know, those are the kinds of things that I had to learn quickly
and be able to answer, but the questions were coming every day
and the work was, you know, in the shop I was hands on, you know,
I don't think I sat in the office for the first two and a half years
just trying to understand what was going on out there.
Was the language of diesel tough to pick up on?
Like I've learned that there's different like the power stroke guys
have their own language for different parts of the truck and comments.
And it's it's like a second language in a way.
It is, you know, all the abbreviations and all the stuff.
I'm like, wait a minute, what are we talking about?
But that's, you know, that's where the military kind of tied in
because we used a lot of the same things.
We were using the same words, the APU, the EPU.
And you know, it's like the ICP, the IPR, you kind of understand
as just the mechanics of all of it.
And with like in 2026 and we're holders diesel is that the is the focus
still on injectors and then also as the market and the industry
has changed and what people ask for, has that also given you as the owner
an ability to look at it with a fresh set of eyes and say,
where are we going to take it?
What are we going to compass?
What are our customers asking for?
Yeah, absolutely.
I think that's one of the things, you know, six liter injectors
are bread and butter.
Our reputation is just as important to me as it probably was to Reichen.
I would never do anything to jeopardize who holders it is
and the brand that we've built customers are number one
and our product is number one, no matter what.
And then we also have expanded our online catalog
as an opportunity to sell more parts.
Once we've understood all of the pairings and all of the modifications
all the companies are coming out with.
We can really a one stop shop for a six oh guy for sure.
You just click on the website.
We're going to have packages already built for you based on what you want to do.
You can call and have it ready to go.
It moments notice.
So it's been really good.
And then we also have, you know, other product lines we're pursuing
and ways to make even our injectors better than what they were back in 2018.
What's really been interesting to me when I look back over being a diesel
truck enthusiast and then like doing this podcast for 10 years
is how things move in cycles.
So like that episode way back in 2018.
I think it was titled either why six liter power stroke injectors
fail or something very similar to that.
That person that listened to that episode might have moved on to a six
seven power stroke now.
They might have switched brands.
They might have done something different.
And there's a whole new group of people that are buying that six liter.
So I thought about this when we were going to make the appointment
to chat today to ask that same question.
But in 2026, like why does six liter power stroke injectors fail?
Well, that's a there's same reasons they failed in 2018, right?
It comes down to a lot of it has to do with maintenance on the truck
and what you're doing to take care of that truck, you know, you know, oil
and fuels the lifeblood of a Huey injector.
And if you're not taking care of both, then you're going to have problems.
Do you think that's the most overlooked part of owning a six liter is just
maintenance is important on any vehicle, any diesel truck, but just being
more strict with it on a six liter because of how it because of the
injection system.
I think it's just people, man, there's so many opinions out there, right?
So anything I say can be countered anytime anyway.
But I'm going to go back to what we said back in 2018, you know,
when you're making an oil change every 5,000 miles, it's going to give
you a better product than if you're waiting the seven or 10,000 miles
that a full synthetic says you can wait.
So, you know, making sure that we're focusing on the intervals
and oil analysis.
If you think you're going to go past that 5,000, we know that
viscosity is breaking down regardless.
With going back for a second to that pairing your injectors with turbos,
I thought it'd be cool to ask you like, what are some good pairings for
people like what are two or three popular ones that people are asking
you for to set up with their turbos?
And then what kind of feedback do you hear from them?
Maybe they already have the turbo, but they're coming to you for the
injectors or maybe you're not there for the whole purchase, but you're
that 50% that's going to drive that turbo.
But what are some good setups on a six liter?
Well, that's a lot of opinion too, man.
That's a tough question to answer.
I think it all comes down to the driver, you know, the drivability of
the truck and what you're going to use the truck for.
Like I said, that's the first question.
We're always going to ask, you know, if you're a guy that's out in
middle America and you want to, you know, you're using your truck as a
work truck and you're looking to have an all trailer behind it and do
what you need to do, you know, a stage one 15530 with a KC stage one
or anything like that VGT stage one turbo is going to be a great setup for
you.
You're going to have the extra pep you want around town.
It's going to be great to drive without the trailer and then, you
know, with the trailer, you're going to be able to do towing without any
problems and keeping those EGTs in a good range.
And then you can do, you know, are probably one of our most popular
sizes right now.
It seems to be getting is the 20530, which is a great like injector to
split the VGT world and the non VGT world.
And I think we talked a little bit about this in 2018 where it's not
always a good idea to go a little bit bigger than what you want and then
you can tune it back.
So you have what you want.
A lot of guys out there now are really pushing the 20530s and then
they're tuning them back back.
We don't always necessarily agree if they don't have the right fuel
mods as far as warranty is concerned, but there's like I said, there's
an opinion for everything.
Guys have tried to prove it out there and say that you're tuning these
20530s back, but we can't prove that you have the right fuel mods for
it to be successful when you are running a true 20530 set.
So, you know, the proper modifications and the tuning is going to make a
huge difference, but a 205 with like a stage two turbo.
I always like to stage down a stage on the turbo to clean it up faster.
So you have that less throttle lot lag than you do normally, but you can
run a stage, the 20530 with a stage 32 and still going to be
plenty of fun.
But like a 20530 with a 363 non VGT is a blast on the highway.
Does as far as being able to support like those combinations, like what
else would a six liter owner need to think about?
I'm sure tuning is part of it, but then what else is really key to those
setups with the fuel mods or everything on these setups?
Understanding you're getting the fuel to the injectors the best way
possible, the fastest way possible.
So, you know, our recommendation is always once you move fast to a stage
one to a 175 or a 190 or 175, you got to have at least a regulated
return or a lift pump, like a fast or an air dog.
One or the other, you don't have to have both.
But if you're going to go to the 190s and up, you need to have both
installed and then you can start talking about performance modifications
like, you know, O dog in there takes and, you know, all the other small
stuff that we know, SCT fittings, you know, stamp pipes, dummy plugs.
Then you start talking about how far into we really want to go into
all the mods that you can do on a six.
That whole market has gotten so, so incredible with the options that
are there.
And I, I've never owned a six liter.
So I haven't been an owner of it.
I haven't had that hands on part, right?
But it's been really cool to see over the years how the aftermarket
has embraced, solved and given options to those trucks, whether it's
with air, fuel, engine parts, the reliability, like when those trucks
were brand new or relatively new, that was the knock on them.
They weren't reliable.
And then the solutions that you have at your fingertips and what you
build there, you're able to deliver that to that truck.
Yeah, it's unfortunately, I think the six got a bad rat.
It definitely had his problems, but I don't think there is a motor
out there that doesn't have something wrong with it that you're
going to have to address at some point in time.
But yeah, the, even the market to this day, you think those trucks
are, you know, what, 20 years old almost at this point.
Even older if you go back to the 03s.
There's still people changing things on those trucks and testing
to see if the mods are going to work and stuff.
So it's just, it's such a robust market and the trucks are relatively
inexpensive now compared to the new and, you know, with oil prices
being through the roof and a guy needs a work truck, man, a little
bit of money and an old 6.0 will take you a long way.
That's true.
That's something that really fuels this I think is, you know, do
you want to spend 75 to $110,000 on a new truck?
Do you want to deal with some of the constraints that that truck
has or do you want to spend, you know, money on something a little
bit older and put 10 grand, 15, even $20,000 into it, still be
under the price of a new truck, you know, get better fuel economy.
Yeah.
Have less issues with other systems that are on the newer trucks.
It makes a lot of financial sense for people to do that.
Yeah.
I mean, regardless, it's just a great platform.
I mean, no matter which way you look at it, you, you know, now
with social media, they're everywhere.
You know, if you follow one diesel site, you're going to see a
6.0 doing a burnout somewhere, you know, and they sound better
than the newer trucks.
They look great still.
I mean, there's nothing like a nice 6.0 rolling down the road
on a, you know, six inch lift with some big tires on it.
It just looks like a good truck.
They did always have a really, really nice look to them.
And I think as time has gone on, it's just become a classic.
It's like a classic body style.
And this is like an enthusiast of diesel trucks.
I love the fact that the aftermarket has solutions to be
able to keep, keep them on the road.
You make good power with them and become more reliable.
And, you know, if I step back for a second and think about injectors
like I know what an injector looks like.
I've done, you know, injectors on a truck before, but I don't
understand what goes into producing that injector.
I thought it'd be cool to spend some time with you and talk
about how does, how does one start at holders diesel and then
go through the process to when it either shows up in a box at
a shop or at someone's house?
Or, you know, what does that process look like that you guys follow?
Oh, there's, there's 15 years behind that process, you know, at
this point, when you know, from Reichen's original recipe to
where we're constantly testing our limits to see what we can
change and still be successful and what we can do, you know,
we have 36 liters here that we run and test injectors
on all the time.
And we're trying to figure out how far we can push this injector
and still be successful.
But we have some parts that we actually manufacture here in
Florida that we use in the injectors for the performance
side that kind of set us apart from our competition that we
actually have proven that this is a better reliability than
the others with these parts.
So, you know, from beginning to end, it's just been 15 years of
R&D.
That's what it boils down to.
We've started with, you know, Reichen at day one and we haven't
stopped searching for that perfect injector and we probably
never will.
What, what makes an injector more reliable?
Either say like first stock or verse maybe where technology
or innovation was five years ago or 10 years ago.
Like what, what sort of either processes or, or part of the
build make them more reliable now than they've ever been?
It's tough.
It's getting to be an older platform.
So, you know, finding the good parts for it kind of forces you
to be inventive and then always being able to search for the
next best thing plus like we talked about all of the upgrades
that are on the truck.
So we've got to be able to keep up with those to perform on
the same level.
And that's always going to be important to us with people
constantly putting these things on the dinos and running the
numbers.
We just want to make sure that whatever product we're putting
out, whether it's from testing the, how the, the metal content
to make sure that the metallology is better to actually duplicating
engine scenarios on our test bench.
We've built a custom test bench in house that we can duplicate
driving scenarios where we can go, you know, at idle or full
throttle, we can add heat to the block to see how the injector
actually reacts and things like that.
So, you know, just like things like that where we can just
separate just as enough because there's other guys out there
doing a great job of it as well, not just us, you know, so we
just are looking for that edge anywhere we can get it.
I bet that the different environmental conditions that
these trucks can run at and then you combine or you make it
more complex because you add a non-stock turbo and then all
the different sizes that people have and then that individual
truck and maybe that individual driver, there's so many scenarios
that it's probably tough and time-consuming to be able to
encompass as many as you can constantly.
Yeah, like I said, I think I said it earlier is like everything
comes down to the driver anymore.
Like there's so many options and so many things.
This guy will love this truck, this setup this way.
This guy will hate the exact same truck, set up the exact same
way, so he needs something different and you've got, you
know, so many has come along so long, you know, transmission
tunes and stuff like that where these guys are, there's just
so many different ways you can make these trucks drive that
you're not, you've got to provide a lot of options.
Now with your six-liter, you mentioned like doing a restoration
on it and doing some upgrades.
Like what was your goal with that truck?
Like when you bought it and has that goal changed since you
voted?
Yeah, absolutely.
So I have an old excursion I bought, which was always one
of my dream vehicles.
So if I have that, that one's just my daily.
I don't mess with that one.
Then we bought an old F 350 probably see it on our website
doing donuts out front.
We started that one just for testing.
We bought that truck for like 1500 bucks and we've just been
using testing for it.
And then we started, we're like, well, let's make this into,
you know, a 72 class.
Let's start racing and see where we end up.
And we're like, before we do that, we're going to take every
size injector we have and we're going to pair it with a
different turbo and we're going to build a series of how our
injectors paired with that turbo.
And we started that process and we got from, we started at
stock and we went all the way up to like a, I think we are at
a 225 hybrid with a 368 and then we blew the engine.
And at that point it was like, all right, well, we knew that
was coming because it was a used engine.
And now we just are at the point where we've switched gears
now we've actually are getting ready to throw that platform
on a 1968 F 100 and then we're just going to go make it rowdy
is all that all out.
So it's a thousand horsepower engine that's going into an
F 100 platform right now.
That's going to be really cool.
Yeah, it's, uh, we're excited about it.
It's going to be a little while before we get it done, but
it's been, uh, we picked up a really nice candidate to put
it on there.
So we can't wait to get it out to the shows.
That's going to be really, I love seeing like the coming
swaps are cool, you know, but like, I can't say that I'm a
Ford guy really, but it's like, I love seeing a Ford with an
engine that came in a Ford truck.
So whether it's six liter, 73 I know they may
be international and stuff, but like to know that it aligned
with the brand, those really grabbed my attention more than
it's kind of the fumbens builds.
Yeah.
And that's, it was exactly the thought process behind it was
like, look, everybody's putting Cummins in these things.
Like let's just go put a power stroke in it and that's what
it'd be ours.
And we don't, we're making, you know, a thousand horsepower
almost a rear wheel.
We don't need to make any more horsepower.
I think we've proven our point and let's, let's just have fun
with this one and make it so we can drive it wherever we want
to.
How long do you think that build process is going to take on it?
Well, it's going to take a minute because we're running our shop.
You know, we're a full service shop too.
So we would have trucks in here every day, wrenching on those
we're building injectors every day.
So that one sits on the lift and we, you know, we'll cut it
here and cut it there and then fix everybody else's trucks first.
I think with like having the, like an install service shop.
That leads me to another question to ask you because you see
both sides of it, right?
You see the manufacturing side, the retail side and then, you
know, the racing, the performance, but then in my mind,
like the install daily stuff is a little bit different.
They're more like work trucks are more they're used every
single day to either make money or transport.
And so like their goals are kind of a little bit different.
Are there, are there things that you see daily with trucks
coming into the shop that can be an expensive repair that the
person could have avoided if they did something different?
And what would those be?
Well, I think one of the biggest things going right now is
probably the CP floors is one of the hottest topics.
And I think everywhere with the, you know, to get the DCR out,
you got to see the, was it the CPX from Rock City, those guys.
And a lot of guys are really concerned with the Bosch CP
fours on their trucks and the conversion.
So we see a lot of guys jumping on that right away that I'm
really surprised they'll bring some brand new trucks in and
be like, Hey, I want this in here now because I don't want
it to fail later.
And so I think it's a great option for guys who, you know,
have to make money and don't want to ever see their trucks go
down.
That's something we see quite a bit of as one of those
modifications.
The other thing that's crazy that we end up with a lot is the
fuel contamination kits.
I mean, these guys just rolling up to the pumps and putting
filling up their trucks with DFs and stuff like that.
It's just absolutely crazy how much that happens.
A brand new 2026 truck rolls in with a full fuel contamination
kit getting installed.
But, you know, like that all goes back to the six liter
where we talk about absolutely maintenance is everything on
these trucks.
So if you're running a fleet truck or you are depending on
your truck, you don't need horsepower modifications.
You need a truck that's going to run every day.
Let's just make sure we're staying up on all the maintenance.
Not just an oil change, but fuel filters is a huge one where
guys just let it go and go and go, you know, fuels the life
blood of these trucks.
Common question we get from you guys a lot is, Hey, I need a
diesel engine.
I either, you know, I can't wait this long to get one or
normal place.
I get stuff from it.
It just takes too long or I don't, they don't have the parts
in it that I need.
Maybe my truck's not stock or I tow heavy with it.
I don't want to go back with just a stock engine.
DFC diesel is a sponsor of the podcast.
We worked with them, you know, hand in hand on doing episodes,
answering technical questions.
They have a complete lineup of Cummins, Duramax and Powerstroke
remanufactured engines that are set to a standard of ISO
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And there's certain levels of quality testing validation that
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So, you know, when you get one of those engines, the type of
quality that's built behind it with an industry leading warranty
that's really comprehensive.
And, you know, the other thing with that is, you know, sometimes
the options that are out there, it's just, it's a basic OEM engine.
You want a little bit more.
You don't want to have the same failure again.
So there's a bunch of different series of engines that they
have from core street tow haul and also the speed of air
series, which we've covered on the podcast before.
There's a lot of really cool benefits to it.
And if you have questions about that, reach out to them.
If you don't know the type of engine that you're looking for,
if you go to dfcdsell.com, there's a ton of info there.
You can send an email or you can reach out to them.
Also, they're working with speed of air pistons, which it's the
only piston that pays for itself.
And there's a lot of really cool technology behind it.
So you can add that into your build and be able to get better
fuel economy, you know, increased power, increased torque and better
engine life out of it.
You know, some of the most common engine applications or series
of engines that they have with that lead time, a lot of them are
in stock or they have really short lead times.
So you can check your favorite retailer or go to dfcdsell.com.
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If you have questions, maybe you want to do, you know, something
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They have tons of choices for rods, cranks, pistons, valve
train upgrades, tons of different things.
So if you're in the market, definitely make sure and hit on
over and check them out.
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I had a conversation once somebody had asked me, we were talking
about like new trucks and like, which one would you buy and that
kind of stuff.
And I was like, you know, those new power strokes are really,
really nice.
But probably the first thing I do is just like put it on a flat
bed and have it towed from the dealer to a shop to do like a
CP3 conversion, just like a DCR conversion right away or
something like that because that's even ingrained in my
mind and not just pick on power strokes like, you know, I know
LMLs have issues and some of the comments did before, but like
I would just want to avoid that.
And I think you have access to so many different like non-tuning
kits when there's no tuning required.
They have 49 or 50 state, you know, carb number.
So it's just like plug and play and plug and play.
You're done.
Yeah, there's, there's more options now than there was, you
know, last year.
So they're, and I think there's some new stuff coming out that
maybe a lot of people haven't even heard about, but that are
going to be really good alternatives or at least fixes for
what the problems were that they were having, you know, and
even then the, the CP4 in the power stroke is really good
marketing as well.
I mean, it's not a bad pump by any means.
I think Bosch says it has less than a 10% fail rate.
It's just really good marketing out there by these companies
to get these alternatives in there as well, but you know,
people live the nightmare and you know, when it fails, it's
a bad, bad thing.
Yeah.
Well, and you just don't know if, is it, does your number
we're going to get called on your fuel system need to replace
and then if so, like do you, do you want to save, keep that
money to the side as like an injection pump swap?
It's, it's tough.
Even if it is less than 10%, it's still just so expensive
and then can you even get the parts if you were going to
just replace it to stock?
Like, are they available?
Yeah.
Well, you know, we found that most of the, you know, because
once again, you're just talking about a fuel contamination kit
with the CP4 pump going, talking new injectors, lines, you
know, it's going to be a pump.
So, you know, we sell a lot of that stuff with the new DCRs
and CPXs or whatever you need in there already as part of the
kit.
So you can just be, have peace of mind if you already got past
that point.
But yeah, the, it's going to be interesting how many more
options are coming out.
I know this, this, the answers question has a lot of opinions,
but I like to get different opinions from different people
that I talked to in the industry.
And with the CP4, do you think there's a way to avoid it?
Or in your experience, you've seen like, do additives help?
Does, you know, are there, are there things you can do?
Or is that pump just, it's got a shelf life and the number is
going to get called at some point.
You're going to have a big repair bill.
Like, what do you think about it?
Well, I think like we talk about, you know, the recurring
subject with the diesel maintenance is going to be a huge
part of it, you know, fuel filters, fuel treatments.
I think you take like, I think it was diesel Dave or somebody
had a million mile CP4 coming to their pump or into their shop
and like they took it apart and it still looked pretty good.
So, you know, fuel additives are a huge thing.
There's some pretty good stuff.
I think Tony saw us put it on there where he, he went out and
took samples from like 20 different gas stations of diesel
and every bottle was almost a different color or different
quality of diesel.
So, you know, fuel additives are going to be huge for that to
help prevent that as well.
And then obviously routine maintenance on the oil changes.
Yeah, that's, I can't remember something I saw recently.
I think it was an LML, but it had like 600 some thousand
miles on it, the original CP4.
And I think if you see that, you think, oh, they last.
That's a pretty good run for one.
But then I've also seen people talk about them going in under
20,000 miles or 10 or 15,000 miles and I'm like, how much
damage can like it can just happen at such different intervals
that it, it's something that kind of jumps out as I need to
address it if I own one of these trucks at least have a plan
whether it's the contamination kid or doing a DCR or something
like that.
Yeah, absolutely.
And like, I'm no, I'm not a punk guy by any means.
We're, we're injector guys.
We're gonna stay with injectors, but we buy, we definitely have
it in our shop all the time to approach and, you know, we use
the DCR, we use the CPX are great options.
You know, you're the problem with that is the contamination in
the actual fuel system that wipes everything out.
So there is some other things like that are cheaper to prevent
it like the, the SNS gen two kit where you can put the filters
on to hopefully capture all of that before it gets back into
the fuel system.
So those are like cheaper alternatives.
I think it's like $400 for the actual kit to get a couple
hours to install it.
So it's just, if you don't have the money to buy DCR and get
the job done, or you don't want to do a full contaminant kit
and that's a great way to help prevent it.
To go back to injectors for a second, where do you think,
where do you think the future of them are headed?
Whether it's specifically like with holders, like with six
liters, maybe other platforms, are there, are there maybe
challenges or other parts of the industry or like upgrading
a diesel truck where now you're seeing people run these bigger
turbos like this is, this is where it's headed.
We're going to have to develop something or maybe you already
have it or just released where you see the future of that going
a certain direction.
What is it?
It's a combination of a few things that we're working on
right now for our six liter injectors.
We've actually are working with a partner that we are developing
some new nozzles that will helpfully create some better
atomization to just a better clean burn.
That's really important for us to, not that we don't, we don't
like the smoke, but our goal is to have you running as good
as you can, as clean as you can.
So we want to have perfect fuel with perfect air and we want
to get this truck out of the way quick.
So when you step on the pedal, there's we trying to get rid
of that lag or anything like that.
So that's something we have in the works right now.
We're actually testing and we've already started producing them.
We've also got some hybrid stuff for the racing side that
we're working on.
We're just working on getting it just right before we release
it. We don't want to do anything that would, you know, hurt
our reputation in the industry.
So we're not going to just put anything out there.
We're going to, we've actually been testing for like three
or four years on the hybrid side when COVID hit, we lost our
machinist, so it's been started all over.
He took all of his secrets with him.
So it's been, we've, we've built quite a few different
platforms for the hybrid side, for the racing guys, and we
just have not been as happy as we thought we could be with
them. So we're just going to keep plugging along till we get
it perfect.
And then as far as platinum platforms go, we get a lot of
questions like, Hey, when's it coming?
When are you guys letting it go?
We need that 67 injector out of holders and we've
been testing for some time now.
And I think we're really, really, really close to letting
that go.
Like maybe even a big event coming up in June, we might even
have a set there for somebody to take for free.
Yeah, we got a little teaser that's going to get that.
The, you know, I think it all comes back to we just, we might
be behind on the platform, but we aren't willing to just put
anything out there.
We want the absolute best for our customers and we definitely
don't want to hurt anything as far as what we've done with the
six liter world.
Yeah, that's, that's really important.
And I think like customers that you have or potential
customers, you have really appreciate that because nobody
wants to beta test, you know, their their truck.
And sure, you know, as well as anyone like injectors like for
me, they kind of scare me a little bit in the sense of I
think if something goes wrong with an injector, you have that
pressure that he's right there.
There's a piston right below it.
Like add stuff can happen.
And I for me personally, I would never, I would never try to
go cheap on them if I could avoid it because I want the best
that I could put there because I've had guests on that talk
about melted pistons and other things.
So I think they appreciate that, that testing and validation
before they can even buy it.
Yeah.
And I think that's like it comes back to like the media
metallology and the parts we're getting is can be so different
from one part to another that it's important that we take
the time to identify that kind of stuff.
And I don't think a lot of people just don't just well,
it's an injector.
They just stole the part from someone else.
This happened, but there's actually a lot of stuff that's
going into making it right.
And it's important that we do that just to maintain.
We know we've never been a big advertising company or social
media company word of mouth is everything for us.
With the racing side, do you see that connecting as well?
Like through word of mouth with like the six liter crowd,
like they're making good power.
Like they've jumped a lot from where they used to be.
Like it's, I had someone on talking about standalone computers
with it and what they're going to be able to do.
And it's moving fast.
Yeah.
Well, keeping them together is going to be everything.
But yeah, I think right now we have some pool guys that are
trying to, that are using our stuff and we're really have
quite a few guys asking for some bigger stuff out of us.
You know, we have some hybrids.
We're off and we don't want to advertise it, but they're there.
So if you need one, just give us a call.
We can talk about it.
But we're really trying to get into the really big market
where we can start getting something on the track, you
know, compete with the Warrens and stuff like that.
It's so competitive in that racing side, but like as an
enthusiast, you know, if you're at an event and you see, you
know, this, this truck and it's making, you know, good power
or good times or something like that.
You just automatically thinking ahead, well, if it works in
that truck, we're going to have my daily driver.
Like they're going to have something for me and that was
that saying like one on Sunday, so on Monday kind of thing.
It's definitely a thing.
Well, that's where we're trying to get to for sure.
I think, you know, our sweet spot is that street truck.
We, that's our prime customer base right now is those guys
just running around town, ripping and having fun.
And we just need to expand that base a little bit more.
Now, like for you personally, having jumped into like the
expedition and this other six liter, do you ever get tempted
to maybe pick up another diesel truck and maybe like get hands
on with that one?
Like what about your personal journey with diesel?
Well, like I said, you know, we bought about the F-250 King
Ranch when I first bought the place, we rebuilt that and then
the excursion came along.
I've that thing.
I'll never get rid of that.
That's I love that that platform is should come back.
There should be no question.
It should have a 67 on it at some time and just make
it look as good as it did.
And then, you know, the F-350 we use for testing has been a
single cab long bed, which actually turns out to be one of
my favorite trucks to drive because it just whips around
so well and the power just goes with those trucks are so light.
That's a great truck platform.
But we also a lot of the guys I work with or have in the shop
have different platforms that we focus on.
So, you know, we have a fall ins in the shop that
we've got a 59 and and then we also a lot of L5P stuff
comes through six sevens.
We do a ton of work on the six sevens.
I have actually we actually have 26 sevens that we pull
our trailer with for the shows.
So we've got pretty broad range of all of the platforms covered
here. We're not just power stroke guys.
Actually, we fight about it all the time.
So it's pretty healthy for the shop.
We always make fun of each other whenever we have a problem.
So it works out pretty well.
It's such a it's such a cool hobby, but it can get expensive
like you have one truck that makes a lot of power
that you might not want to daily drive.
So you're like, well, I need something I can daily drive and
then you do that.
And you're like, well, maybe I could have this other one and
there's so many choices you can just end up with a whole stable
full of it happens quick, you know, and it's funny because
you know what I think we went to the first show.
I think I rented a car and sat at a table, you know, with a
tablecloth on it and now we're pulling a 40 foot trailer all
over the country trying to just get our brand out there a
little bit more.
So yeah, the need definitely changes for the vehicles as
you go.
Plus you always want to keep up with what's new and testing
products before you sell them to a customer.
So we don't put anything on a customer's truck that we don't
run on ours.
I think it's really it's really important for like people to be
able to see, you know, the brand like us chatting today on a
podcast or when you're going to be, you know, different events
throughout the year.
What what's that been like to go back to the beginning from
where you started and your background and then getting into
diesel to being at this huge event with hundreds or thousands
of people that come through.
What's that been like for you?
It's been it's been pretty crazy to you know, because you
know, we're just a small shop.
We're not we're not a big organization out there.
There's literally I think five of us running around trying to
keep this thing above water and make sure everything works and
the team is amazing.
They do great job.
They care just as much as I do.
I don't really don't even have to think about it.
The diesel industry as a whole has been awesome.
It's the camaraderie between the companies is something that
I don't think I've ever seen in any other industry.
There's a lot of competition, but there has never been a guy
that I can't walk up to and be like, hey, man, I saw you did
this.
Why did you do that?
How did that happen and he not give me something or take me
under my wing under his wing and teach me or hey, here's my
phone number call me.
I'll help you through this so I couldn't diagnose a truck or
something like that and you know, we try to pass that on to
our customers too and I learned that through all the people
around us.
Like you said, from the beginning from having that little
six foot Taylor table and a tablecloth and being like, man,
I am way out of my league here and no idea what I'm doing.
I just know that I have to be here to pull in, you know, a
big trailer round and having people come up from all over
the country like, hey, man, I'm from Alaska.
I love running your injectors or hey, I'm from Minnesota.
You know, here we are a small shop in Florida touching all
of these different dealers all over the U.S.
It's it's really cool.
That's a really humbling too.
I bet there's a lot of motivation and energy right when you
when those people come up to you that maybe you don't know
them, but they're passionate about your product, your
brand or they just want to ask questions because they don't
know they've got a six liter or a truck and I think that energy
that one on one connection with people is it it can.
I think it's really what makes this industry goes like the
aftermarket at its heart is those personal relationships.
Yeah, I think so too.
And I think it I guess being from the outside in from the
beginning, I didn't realize how big of a community it was.
I didn't realize how big the following was and it's been
really cool to be part of it.
So yeah, humbling is probably the best word for it, but
yeah, the people are genuinely good people and they want to
just know how to make their truck better.
You know, that's our only goal for them.
We never want to put anybody in a bad position.
Yeah, that was like I came from a completely different industry
and that was one of the things that surprised me back at the
start was just being able to connect with people all over
the country or like if you go somewhere and you pull up in
a diesel truck and there's another guy there with a diesel
truck, you'll strike up a conversation because you both
have diesel trucks.
Absolutely.
A lot of gas, a lot of gas station conversations for sure.
What are you running?
You know, some sounds great.
So as far as like people being able to do that, like being
able to connect with you or ask you guys questions, where
where are you guys going to be at this summer?
Um, actually we leave for Tulsa for the NHRDA even out truck
in USA, I think is what it's called.
And then from there, we're heading over to UCC and then
from UCC we're going to be freedom truck meeting Ohio and
then we come back for a while and then I think we're going
to be back on the ND NHRDA for Texas, I believe.
So I'm probably smoking Mountain Truck Fest.
I think is the other one in September this year.
I mean, with this, we're kind of growing our each year.
We keep adding more stops.
So but the next month is going to be a little hectic.
It'll be fun though.
That's a sounds like a fun, fun kind of circuit to be able
to go and see those trucks and meet people.
And maybe unveil some stuff like you mentioned at UCC.
So that'll, that'll be cool.
I always like, you know, if somebody listens and they have
a question or like, I didn't ask you something like I was
right on the cusp of asking the question that they had, but
I didn't do it.
I didn't think of it where how they, how they can connect
like with you guys, ask a question about an injector.
Maybe it's something else.
Is it through like going to the website is the social media
phone number?
What's the best way to connect with you guys?
All the ways are the best way that you just mentioned.
Obviously call in the shop.
We try to answer the phone.
We have people here that know what they're doing.
So the shop's probably number one.
Give us a call phone numbers 941-217-4159.
If we don't answer, leave your name and your number.
We will call you back.
Social media, Instagram, Facebook, Tiktok, whatever you
got to do to get ahold of us will respond some way.
Somehow also on the website, just you can ask questions.
So we're all monitoring it.
We're all paying attention to it.
We're trying to respond as fast as we can.
Obviously the load of questions we get dictate how fast we
can get back to you.
Is his website holders diesel?
Yeah, it's www.holdersdiesel.com.
Nice and nice and easy to remember.
Yeah, we try to keep it all the same all the way across the
board.
Yeah.
It was really cool to chat with you today, Jed, and just to
be able to hear your story of how we are interest in mechanics
came from and then how your journey progressed to being at
holders diesel and then the outlook and like the company
focus is really cool.
I love hearing that part of the companies like I've heard of
holders diesel forever and but I don't necessarily know the
story.
I don't know how things connected.
I don't know the person behind it or the people behind it.
So that's always really cool to talk about and hear your story
and you've got to keep me updated on that 68 with the the
six liter swap.
I can't wait to see it whenever it's ready.
You just let me know.
I will see pictures of it.
Yeah, we'll get it done.
I got the body in the air.
We just got to get moving on it.
Well, I appreciate your time today, Jed.
It was fantastic to chat with you.
You too, man.
Thank you so much.
I appreciate you having us on.
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Also want to give a shout out to some of our patreon
supporters, Robert, John, TSW diesel, all of our other
patreon supporters, all of you who follow us on social media.
We appreciate all your support here in your 10 of the diesel
podcast and look forward to bringing you more of the content
that you want to hear in 2026 till next time.
Keep the shiny side up.
About this episode
A shop and its guests trace how injector knowledge, fuel-system care, and careful tuning connect to real-world reliability—especially around 6.0 Power Stroke failures. The conversation moves from early wrenching and injector rebuilding to modern “sizing” (injector-to-turbo matching), oil-change intervals, and keeping EGTs in range. They also dig into why CP4 pump failures and fuel contamination kits drive preventative plans, plus what it takes to develop more reliable injectors through long R&D and testing.
A diesel shop reached out to us with failure on a Ram truck nobody had
heard of. They guide us through the issue and how it took tons of time,
ingenuity, and help to uncover what made the truck undrivable.
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