DDPM

Cam bearings don’t fail because they were “bad.” They fail because someone rushed them. Before a bearing ever goes into the block, we lightly chamfer the outer leading edge of the shell. Not the oil hole. The perimeter. Why? Because a sharp edge will: • Shave material during press-in • Gall the bore • Distort the shell • Load the bearing unevenly before it ever sees oil Pressing a razor-edged shell into an iron bore is asking it to fight its way in. We don’t make parts fight. We control the entry. We remove the stress riser. We let the bearing seat clean. It’s a small detail. Most won’t do it. Most won’t even know why it matters. ☠️ Engineered to Endure. #DynamicDiesel #BuiltNotAssembled #MachineWork #PowerStroke #EngineAssembly

Herbe Going rounds 💪😎 @PKP MotorSports @SoCalBilletInc @Holder’s Diesel Performance @Power Driven Diesel #oilfiregang #ogpowerstroke #noprepracing #nhrda

Only the beginning 😎 @PKP MotorSports @SoCalBilletInc @Holder’s Diesel Performance @Power Driven Diesel #OilFiredGang #OGPowerstroke #60powerstroke

Replying to @FICMRepair.com maximum piston protrusion? #OilFiredGang #OGPowerstroke @FICMRepair.com

A few more pieces of the puzzle showed up today… 👀 Things are starting to come together behind the scenes. Big moves. Real progress. Stay tuned — very exciting things coming VERY soon. 🔥⚙️

6.4L Drag Truck Progress Update Moving into the Firepunk 72 Fast class with this build as assembly continues. Now set up with a 72mm charger and a combination focused on balanced airflow, fueling, and valvetrain stability for consistent performance at the track. Looking forward to getting this truck tested and dialed in soon. #DDPM #Firepunk72Fast #64PowerStroke #DieselDragRacing

Quick tech tip about installing a rear crankshaft hub on a 60 and 64 Power Stroke. This is very crucial. Here’s the easy way to explain how to do it and do it correctly.

Chamfering the bottom of your cylinder bores after machining After a block is bored and honed, we chamfer the bottom edge of the cylinders to create a smooth lead-in for the piston and rings during installation. This removes sharp edges left from machining, helps prevent ring damage, and promotes smoother assembly while reducing the risk of scoring or snagging. It’s a small detail — but one that protects your investment and ensures long-term reliability.

New 6.0 piston program: .035 deep pocket, non-delip, and a full radius chamfer for strength and crack resistance. Minimal compression change from factory with added valve clearance to prevent piston-to-valve contact in with peace of mind built in.

662 RWHP. PDD 68mm journal bearing VGT. @5,800 FT. This 2005 6.0 Power Stroke produced 662 rwhp / 1238 rwtq (SAE corrected) at 5,800 feet above sea level. Combo: • Power Driven Diesel 68mm VGT turbo — journal bearing • DDPM Stage 2 cam • DDPM replacement cylinder heads • 100 lb valve springs • Holders 205/75 injectors • DDPM fly-cut & de-lipped pistons. Just a well-matched, journal-bearing VGT combination, built with attention to airflow, valvetrain stability, and durability — and proven at altitude. For those familiar with the platform, a VGT single at this power level isn’t common. It takes the right balance of parts, tuning, and mechanical prep to make power without sacrificing drivability or longevity. This setup delivers: • Strong torque • Consistent power • Real-world usability This is what happens when components are selected and built to work together, not just look good on a parts list. ☠️ Engineered to Endure Dynamic Diesel Performance & Machine Inc. @PKP MotorSports @Power Driven Diesel @SoCalBilletInc @Chase Nelson

CONTINUING TO BUILD ON WHAT WORKS Our current camshafts have a strong, proven track record and continue to perform exactly as intended, meeting the reliability and performance standards we stand behind. As part of our commitment to delivering the best quality components possible, we’re transitioning our camshaft manufacturing to 8620 alloy steel, using the same in-house designs and lobe profiles we already offer. These are our camshafts — not re-boxed shelf cams or generic grinds — produced to our specifications. This change reflects a materials update, not a correction. Our existing camshafts remain fully supported, and this transition allows us to continue refining materials and processes to offer the highest-quality camshafts we can. Why 8620 alloy steel? • Improved core toughness and fatigue resistance • Excellent response to carburizing and heat treatment • Enhanced resistance to long-term lobe wear • Well suited for higher spring pressure, rpm, and extended service life Moving forward, 8620 alloy steel will become the standard material for all of our camshafts, building on an already proven foundation while maintaining the same performance characteristics our customers expect. 📦 Availability: May 2026 More details coming soon.

Update – Effective February 1, 2026 As the cost of materials, labor, and day-to-day operations continues to rise, we will be implementing a pricing adjustment effective February 1, 2026. This change allows us to continue delivering the quality, precision machining, and reliability that goes into every product we build. We sincerely appreciate your continued support and trust in our team. — Dynamic Diesel Performance & Machine Inc.

Here’s the correct, shop-proven way to install cam timing gears on Powerstroke cams without wrecking the cam, thrust surface, or gear bore. This applies to 6.0L, 6.4L, and 7.3L Powerstroke cams.

Happy Monday! 🔥 18mm 6.0 Powerstroke heads are back in stock. Built to endure. Ready to work. #OGPowerstroke #OilFiredGang #Relentless

Relentless drive for quality and performance. Diesel engine parts you can trust ☠️ Engineered to Endure DDPM