Popular Posts ProCharged 7.3L Ford Godzilla Engine Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine 582 cid Big Block Chevy Engine Compound Turbo 5.9L Cummins-Swapped Ford F100 Single Turbo 444 cid 7.3L Powerstroke Engine Connect with us advertise with us
ProCharged 7.3L Ford Godzilla Engine
Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine
582 cid Big Block Chevy Engine
Compound Turbo 5.9L Cummins-Swapped Ford F100
Single Turbo 444 cid 7.3L Powerstroke Engine
Popular Posts ProCharged 7.3L Ford Godzilla Engine Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine 582 cid Big Block Chevy Engine Compound Turbo 5.9L Cummins-Swapped Ford F100 Single Turbo 444 cid 7.3L Powerstroke Engine Connect with us advertise with us
ProCharged 7.3L Ford Godzilla Engine
Alex Taylor's Twin-Turbo 512 cid Big Block Chevy Engine
582 cid Big Block Chevy Engine
Compound Turbo 5.9L Cummins-Swapped Ford F100
Single Turbo 444 cid 7.3L Powerstroke Engine
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Add Your Listing Edit Your Listing By Category Engine Components A/N Fittings/AdaptorsAir Induction SystemsBatteriesBearings (camshaft)Bearings (engine sleeve type)Bearings (main rear main)Bearings (Rod)Belt Tensioner/IdlersBrass FittingsBushingsCam CapsCamshaft Belt DrivesCamshaft KitsCamshaft SealsCamshaft Thrust Plate and PartsCamshaftsCarburetorsChain KitsClampsComplete EnginesConnecting RodsConnecting Rods Nuts BoltsCrankshaft ConversionsCrankshaft KitsCrankshaft Oil SlingersCrankshaft Pulley SleevesCrankshaft Repair SleevesCrankshaft SealsCrankshaftsCylinder Head ComponentsCylinder Heads New: Aluminum BareCylinder Heads New: Aluminum CompleteCylinder Heads New: Cast Iron BareCylinder Heads New: Cast Iron CompleteCylinder Heads Reman: Aluminum BareCylinder Heads Reman: Aluminum CompleteCylinder Heads Reman: Cast Iron BareCylinder Heads Reman: Cast Iron CompleteCylinder Liners (sleeves)Diesel InjectorsDipstick Adapters (Chevy Ford)Dowel PinsEFI ComponentsEngine BlocksEngine Blocks - RemanufacturedEngine KitsEngine Management Systems/ECUsEngine MountsExhaust ComponentsExhaust Components: Complete SystemsExhaust Components: Custom ExhaustsExhaust Components: Leak DetectionExhaust Components: ManifoldsExhaust Components: Tube NotchingExhaust Components: Tube SwagingExhaust Components: Tube/Frame Bending MachinesFilters - AirFilters - FuelFilters - OilFlywheel (ring) GearsFlywheel AssembliesFuel Injection - ElectronicFuel Injection - MechanicalFuel PumpsFuel System ComponentsGasket CementGasketsGear DrivesGovernorsHarmonic Balancer Repair SleevesHarmonic Balancers/DampersHead Bolts/StudsHex ShaftsHydraulic Lash AdjustersIgnition ComponentsInjector TubesInjectors - DieselInjectors - Gasoline DirectInjectors - IndirectIntake ManifoldsIPR ValvesKeysLockwashersMain Caps (4-bolt)Manifold StudsNitrous Oxide Systems, ComponentsNitrous Valves and PlatesNuts and BoltsOil CoolersOil Filter AdaptersOil PansOil Pressure SpringsOil Pump KitsOil Pump ScreensOil Pump ShaftsOil Pump Timing CoversOil PumpsOiling Systems; Dry SumpOverhead Camshaft Repair SleevesPiston Pin BushingsPiston Pin Lock RingsPiston PinsPiston RingsPistonsPlugs - ExpansionPlugs - MagneticPlugs - Oil DrainPlugs - StandardPush RodsRadiator/Oil FansRering KitsRestoration Engine PartsRocker Arm Rebuilding ComponentsRocker Assemblies and KitsRocker Stud GirdlesSealsSerpentine BeltsShimsShort BlocksSpark PlugsSpringsSuperchargers, componentsSwitchesTappetsThread RepairThrust WashersTiming Belt/Chain TensionerTiming Belts/ChainsTiming Chains, Gears, SprocketsTiming ComponentsTiming CoversTransmission AdaptorsTurbochargers, componentsValve CoversValve Guide LinersValve GuidesValve KeysValve Lifter BallsValve LiftersValve Locks and SealsValve Seat InsertsValve Spring InsertsValve Spring RetainersValve SpringsValve Stem Oil SealsValve Train PartsValvesWater PumpsWater Tubes Engine Equipment & Preparation Adhesive DispensingAir Flow BenchesAir Handling SystemsBalance Shaft Elimination KitBalance Shaft Line Boring EquipmentBalancing AccessoriesBalancing EquipmentBelt SanderBench GrinderBlock Pressure Testing EquipmentBoring Bar InsertsBoring Bar Tool BitsBoring Machines/Connecting RodBoring Machines/CylinderBoring Machines/LineBoring Stand (For Portable Boring Machines)Brass FittingsBroachBushing Bearing & Seal Driver SetsCAD/CAM SoftwareCam Bearing Installation ToolCamshaft Degree Wheel (Digital)Camshaft GrindersCap & Rod GrinderCBN Inserts - NewCBN Inserts - ResurfacedCleaning Specialized EngineCNC Machining CentersCNC Retrofit KitsCompressed Air EquipmentConnecting Rod GaugesCoolant Filter MachinesCore Shift TesterCrack Repair EquipmentCranesCrankshaft Balance WeightsCrankshaft FurnaceCrankshaft GrindersCrankshaft Journal Weld KitsCrankshaft PolisherCrankshaft Polishing BeltsCrankshaft StraightenerCylinder Head Adapter PlatesCylinder Head Assembly/Disassembly Equip.Cylinder Head Chamfering ToolCylinder Head GaugeCylinder Head HoldersCylinder Head PolishingCylinder Head PortingCylinder Head Pressure TesterCylinder Head StraighteningCylinder Hone StopsCylinder Porting ToolsCylinder Sleeve PressDemagnetizersDiamond DressersDiesel Injector Hole Repair ToolsDiesel Injector Sleeve Installation ToolDowel PullersDye Penetrant InspectionDynamometersEngine Adaptor PlatesEngine Cycle AnalyzerExhaust Leak DetectionFeeler GaugesFlexible Honing Tools/Brush HonesFlywheel GrinderFuel Injection Cleaning ServicesGrinder Head StraighteningGrinding CoolantsGrinding WheelsHardness TestersHead/Block Crack Repair KitsHead/Block Resurfacing (Belt/Sanders)Head/Block Resurfacing (Milling)Heat Tabs Temperature SticksHolding FixturesHone Stop FixtureHoning JigsHoning Machines Wrist PinHoning Machines/CylinderHoning Machines/LineHoning Machines/RodHoning Machines/Valve GuideHoning PlatesHoning StonesIgnition System TestersIn-Process Gauges(Cam and Crank Grinders)Inspection GaugesLeak Down TesterLeveling DeviceMagnetic Particle Inspection Crack DetectionMicropolishing EquipmentOHC Line Boring ToolsOil Leak DetectionPCD Inserts - NewPin Fitting & Rod Reconditioning/TestingPin PressPin RemovalPiston KnurlerPiston Ring CompressorsPre-Cup Machining ToolsPush Rod Guide PlatesReplacement Chuck for Valve FacersRocker Arm GrinderRod AlignmentRod Bolt ProtectorsRod FurnaceRod VisesRun-In StandsStandsStud PullersTapsTest EquipmentThickness GaugeThread GaugesThread Repair & Replacement KitTorque PlatesUltrasonic Test EquipmentVacuum TesterValve Grinding BenchValve Guide & Seat Driver SetValve Guide & Seat MachineValve Guide Boring FixtureValve Guide HoneValve Guide KnurlingValve Guide PilotValve Guide ReamerValve Guide ToolValve Refacer (Cutter)Valve Refacer (Grinder)Valve Refacer WheelsValve Seat CuttersValve Seat InserterValve Seat PullersValve Seat ResurfacerValve Seat Runout GaugeValve Seat Tool GrinderValve Seat WheelsValve Spring CompressorValve Spring TestersValve Stem GrinderValve Stem Height MeasuringValve Stem PolisherWater Tube PullerWet Flow Bench Conversions Supplies & Service Chemicals & SolventsCore Cleaning & ProcessingCranes & HoistsHand ToolsLubricantsPressesServicesShippingStorage Racks & BenchesWelding
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While studying mechanical engineering in college, Zack Pierce began to design ways to improve upon the 7.3L Powerstroke engine. He transitioned that passion for diesel engines into starting Pierce Diesel Performance and building this 1,500-hp 7.3L Powerstroke engine for drag racing.
Diesel of the Week is presented by
When it comes to engine building, engines are not built on a whim. A lot of ideas, thought and scrutinization come into play before the first component is even decided on. Years can go by before pen hits paper. Zack Pierce is just one example of a builder who took his time in finding ingenuity and didn’t rush the process.
Ever since he attended college almost 10 years ago, Pierce has been conceptualizing a way to innovate on the 7.3L Powerstroke. Now at his own shop, Pierce Diesel Performance, he’s finally putting those ideas to the test.
Like many others, Pierce had humble influences growing up that led him towards the automotive industry in his formative years. His father, a farmer by trade – or “jack of all trades” as Pierce describes him – helped him to get his hands dirty early on.
“In his shop we’d work on everything from Cummins and Caterpillar dump truck engines to tractor engines, stuff like that,” Pierce says. “He did all of his own work and that really inspired me and got me interested in all of that equipment and diesel work.”
From those early experiences, Pierce decided he wanted to work in the industry, but couldn’t decide exactly what direction he wanted to take. He ended up attending North Carolina State University and got a degree in mechanical engineering. After graduation, Pierce continued to work for his father, but applied at various jobs in the area.
“After a few interviews I decided I would just try and start up my own shop and it just kind of snowballed from there,” he says.
The process of carving out his own business in the industry began with renting out one bay from his father’s shop in 2013. On the side of his farming work, Pierce would work on trucks over the weekends and evenings, mainly for his buddies.
In the beginning, he would focus on small general jobs like injector and head gasket repair and installs. All the while, he aspired to drag race among the diesel community. Two years later, Pierce officially started up Pierce Performance Diesel in a new building in Van Wyck, SC. He rented half the building and had one other employee.
Today, the business has expanded to the whole (approx. 10,000 sq. ft.) building and now employs six full-time employees. While the shop has expanded and has more people onboard to do the work, Pierce Diesel doesn’t do machine work in-house. Instead, the shop relies on a local machine shop called South Shop Auto.
As far as the engine work is concerned, Pierce says his shop can handle all kinds of different engines. Since they don’t specialize in any one particular diesel engine, the shop can tackle whatever comes through the door.
One such engine that Pierce has been invested in for a long time is the 7.3L Powerstroke. In fact, in college he began a sort of design process to make the 7.3L better.
“When I was studying mechanical engineering, I basically sat down and analyzed all the aspects that were not touched on whatsoever in the industry at the time for the 7.3s,” he says. “I was trying to take what I learned at the time and conceptualize improvements for it.”
The Powerstroke build began about three years ago, when Pierce reached out to Diamond Pistons and sent them a cylinder head that he had been working on with Crutchfield Machine.
“They took the finished cylinder heads and matched the piston bowl design I had requested and used the flow analysis to optimize combustion,” Pierce says. “They were .050˝ overbored due to the larger valves that we used in the head. The valves were big enough that you couldn’t use anything smaller than a .040˝ overbore or the valve would hit the cylinder wall.”
Pierce worked with a company in Pennsylvania to get a set of aluminum billet roller rockers to save weight on a reciprocal valvetrain. He wanted the adjustability of being able to run a solid lifter and have the Manton custom 7/16ths diameter .120 wall pushrods provide the most valvetrain stability possible.
The heads feature a one-off set of injectors done by Full Force Diesel that were the “biggest and fastest” injectors for a 7.3L that Pierce says they could find at the time. The engine also boasts a front-mounted turbo setup using a Garret GTX5020R with an 80mm inducer.
“One key thing with the 7.3L Powerstroke is that everything is so oil hungry, being that the injection system is HEUI,” Pierce says. “Basically, we used a Peterson wet-sump oil set-up. We built a mount so we could externally mount that pump so that way we could run a blend between 30 and 40 weight oil. Everybody says that 50w is the best performance-wise, but with a HEUI injection system you kind of have to compromise between engine protection and flowability with the lower viscosity.”
The block is fed through a couple custom areas rather than the factory oil galley channel, and the oil system is run at 100 psi. The engine also has three capable stages of nitrous and a custom water injection set-up with four nozzles operating at 900 psi that keeps the intake air charge cool. There is no intercooler. The nitrous is currently only being used for a spool jet or to run an index class that the engine is already too fast for.
As of now, the engine hasn’t been pushed too hard on the track, according to Pierce, but it has on the dyno. The engine puts out around 1,500 horsepower and 3,100 ft.-lbs. of torque – more than enough for it to be a competitive drag race build.
The engine was put in the Pierce Diesel Performance shop truck – a 2002 F-250 Short Bed Crew Cab that they race in the Outlaw Diesel Super Series (ODSS).
“The ODSS is the only sanctioned body that we run with but we try to get into No Prep events too,” Pierce says. “It’s a great truck and it performs well, so we’re very proud of it.”
Pierce has been constantly improving his passes and placed 2nd in the 6.70 index class at the Rocky Top Diesel Shootout on July 30-31 this year. Now Pierce is looking at turning up the nitrous on his truck and entering the 5.90 index class. We know he’s going to do great!
Diesel of the Week is sponsored by AMSOIL. If you have an engine you’d like to highlight in this series, please email Engine Builder Editor Greg Jones at [email protected]
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