A 1,200HP, 2,200 LB-FT ’08 SUPER DUTY

BY MIKE MCGLOTHLIN

When you’re a horsepower junkie but don’t want to sacrifice the reliability of your $70,000 daily driver, what do you do? You buy a second truck and throw all restraint out the window. This is the path to four-digit power Chad Flynn took with his ’08 F-250, a former plow truck from Cleveland. In the diesel game since the early 2000s, Chad knows as well as anyone that there is a point of no return when modifying your primary means of transportation. Even worse, the quest for more and more power can turn sour if you’re constantly turning wrenches on the vehicle you rely on day-in and day-out. So rather than continue to push the limits of his brand-new 6.7L Power Stroke, he set his sights on making this regular cab 6.4L a 10-second play toy.

PROVEN PARTS

With a little over 62,000 original miles on the clock, Chad plucked the 6.4L Power Stroke out of the truck and set to work prepping it to handle big power. Good machine work and proven hard parts served as the foundation for the build. An externally balanced crankshaft, R&R connecting rods with ARP rod bolts, and standard bore, cut-and-coated MaxxForce 7 International pistons from RCD Performance made the list, along with Elite Diesel Engineering’s Stage 1X cam. The factory heads were resurfaced, outfitted with Elite’s Stage 2 valve springs and cryogenically-treated rocker arms, and clamped to the block via A1 Technologies H-11 head studs.

BIG FUEL

Well aware of the 6.4L Power Stroke’s highly potent common- rail injection system, Chad added a second K16 pump, 150-percent over injectors, and an A1000 lift pump—complete with garden hose-sized fuel lines—to back it all up. The twin K16 system came from Elite Diesel Engineering and uses an additional, belt-driven high-pressure fuel pump to keep the rails full of fuel. The 150-percent nozzles were sourced from RCD Performance and Chad started fresh by installing them on a brand-new set of OEM injectors. To keep the common-rail system happy, Chad pieced together his own low-pressure fuel system based around the use of the aforementioned (and competition-friendly) Aeromotive A1000.