COMMON CENTS
Diesel World|February 2021
TIM TUTTLE’S 1,500 HP CUMMINS RAM LIMITED PRO STOCK PULLER
MIKE MCGLOTHLIN

Since debuting the truck in late summer, Tim Tuttle’s Limited Pro Stock common-rail Dodge has only finished outside of the top five on one occasion. Thanks to O’Bryant Diesel Services’ chassis work, Fleece Performance Engineering’s fine-tuning and updates, and Freedom Racing Engine’s nasty Cummins, Tim should be competitive for years to come. On this qualifying hook at the 2020 Scheid Diesel Extravaganza, Tim’s “Common Cents” Dodge took the sled for a 331.28-foot ride—good enough for Second Place out of 31 trucks.

There is something to be said about a battle-tested chassis in truck pulling. Once a given truck has proven itself a winner, rarely is it ever retired. Case in point, Tim Tuttle’s ’05 Dodge Ram first took to the dirt more than a decade ago. Since its debut, the truck has spent time at big name shops like Fleece Performance Engineering and O’Bryant Diesel Services, along with changing owners on several occasions. When the third-gen came up for sale as a rolling chassis, Tim—a seasoned puller who was eager to break into the ultracompetitive Limited Pro Stock class— pounced.

A homecoming of sorts, Tim dropped the truck off at Fleece’s Pittsboro, Indiana headquarters, where the guys in the truck shop would update the chassis, fabricate a dash, handle all wiring, install Lexan windows, and re-mount the body when it returned from the body shop. Meanwhile, a 1,500hp-capable Cummins was being built over in Freedom Racing Engines’ clean room. The build would be capped off with a trip to the company’s state-of-the-art dyno cell.

The common-rail Cummins under the hood of Tim’s Limited Pro Stock third-gen was born and bred at Freedom Racing Engines. Its filled and sleeved 6.7L block was machined to accept 14mm head studs and employs a girdle to tie all the mains together. The rotating assembly consists of a factory crankshaft swinging a set of Carrillo forged rods attached to forged Diamond Racing pistons. A Hamilton-based cam, treated to a re-grind at Freedom, handles valvetrain operation. Once the Cummins was assembled, it spent time on Freedom’s in-house engine dyno—where it wasn’t allowed to leave until it was making class-leading horsepower.

A Competition cylinder head from Freedom Racing Engines means that the 24-valve unit has been treated to CNC porting, fire-rings, larger intake and exhaust valves, hardened and oversized valve seats, and Manley valve springs. Like the block, it’s also been filled with concrete, so the engine has no cooling system to speak of, other than its intercooler system. To free up incoming airflow as much as possible, the factory intake shelf was milled off in order to accommodate one of Fleece Performance Engineering’s billet side-draft intakes.

DECK-PLATED 6.7L CUMMINS

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