Raymond Boknevitz didn't stumble into the 6.0L Powerstroke by accident. His introduction came early, during his time in Ford's ASSET program at Milwaukee Area Technical College. Paired with a seasoned technician, Boknevitz cut his teeth on an Econoline ambulance equipped with the often-criticized 6.0L. Instead of being discouraged by its reputation, he was drawn to the engine's complexity and the challenge it presented. From the start, it was a platform that demanded understanding rather than shortcuts.

That curiosity turned into long-term commitment after graduation. In 2010, Boknevitz marked the occasion by purchasing a 2005 Ford F-350 crew cab long bed, choosing the same engine many were quick to dismiss. Today, he works as a diesel and heavy equipment mechanic for the Jefferson County Highway Department near Milwaukee, Wisconsin. While he plans to open his own performance engine shop in the future, his Powerstroke has already become a real-world proving ground - a truck that reflects careful planning, machining discipline, and an evolving understanding of what the 6.0L is capable of when built correctly.

After years of sled pulling, the engine began showing signs of fatigue. Just as importantly, many of the performance parts on the truck were based on older aftermarket designs. Boknevitz recognized that valvetrain stability, materials, and component engineering for the 6.0L have advanced significantly in recent years. Rather than patch together another refresh, he opted for a full rebuild that would bring the engine up to modern standards.

The objective was versatility. This wasn't a single-use competition engine. Boknevitz wanted a combination capable of hooking to a sled one night and transitioning to the drag strip the next, with minimal changes. That meant prioritizing durability, consistent oiling, controlled airflow, and long-term serviceability - without sacrificing drivability.

Machine work was entrusted to KD Customs in Rubicon, Wisconsin, a shop Boknevitz relies on for precision diesel machining. The factory block was fully reconditioned, including decking, a .020-inch overbore, and a line hone on the mains. The stock crankshaft was polished and balanced, then secured with ARP main studs to provide a stable foundation for higher rpm and increased cylinder pressure.

The rotating assembly reflects a no-compromise approach. Callies Ultra Assassin connecting rods were paired with Mahle pistons featuring Kill Devil Diesel's thermal coating. Mahle bearings and gasket kits were used throughout the engine, ensuring consistent clearances and sealing. Assembly was handled with AMSOIL assembly lube, followed by a controlled break-in on AMSOIL fleet oil before switching to racing oil for regular use.

Up top, the valvetrain showcases how far the 6.0L aftermarket has progressed. A Kill Devil Diesel Stage 2 camshaft is supported by premium lifters and chromoly pushrods. Kill Devil Diesel Icon cylinder heads were o-ringed for improved sealing and outfitted with 100-pound valve springs and black stainless valves. ARP head studs secure the heads, while RCD valve bridges complete a valvetrain designed to handle both prolonged sled pulls and aggressive drag racing passes.

Known problem areas within the 6.0L platform were addressed head-on. Oil and cooling systems were upgraded with a Bullet Proof Diesel aluminum water pump, a WDI billet low-pressure oil pump, and a Mishimoto oil cooler paired with a low-temperature thermostat. All sensors were replaced with new Ford units during reassembly, removing variables when it comes time to tune and monitor the engine. Beans Diesel aluminum valve covers and an oil filter housing cap add strength and serviceability, while a new front cover ensures proper oil control.

Fuel and airflow were designed with room to grow. Warren Diesel Injection supplied high-flow standpipes and 190cc 100-percent-over injectors. A Driven Diesel return regulator with a fuel bowl delete manages fuel pressure, while an AirDog II 165 lift pump draws from a Beans Diesel sump. On the intake side, an Odawg S3R intake manifold feeds high-flow exhaust manifolds and BD up-pipes, all leading into a KC Turbos Jetfire S3R Gen 2 dual ball bearing turbocharger.

Charge-air cooling is handled by a Banks Techni-Cooler with a hot-side pipe, complemented by SoCal billet cold-side piping. An S&B cold air intake supplies fresh air, while a Snow Performance water-methanol system helps control intake temperatures under heavy load. Cooling capacity is further reinforced by a Kill Devil Diesel aluminum radiator and Flex-a-Lite electric fans to maintain stable operating temperatures in both competition and street use.

Supporting components round out the build, including an ATS billet flexplate and a Fluidampr harmonic balancer. ARP fasteners are used throughout wherever possible. Even the visual presentation wasn't overlooked - custom paint throughout the engine bay reflects the same attention to detail applied to the mechanical side of the build.

Engine data is monitored through an Edge CTS2, allowing Boknevitz to fine-tune the setup as it evolves. Power goals are grounded in experience rather than speculation, with expectations around 700 horsepower and 1,200-1,300 lb-ft of torque. At the drag strip, an 11- to 12-second eighth-mile pass is the target, with room for improvement as seat time increases.

More than the parts list, what defines this build is its philosophy. Boknevitz views sled pulling and drag racing as different expressions of the same challenge - applying usable power efficiently. The differences lie in tuning, traction, and delivery, not in the fundamentals of engine design.

For an engine that has long carried a mixed reputation, this 6.0L Powerstroke serves as proof that careful machining, modern components, and thoughtful assembly can deliver both performance and reliability. For Boknevitz, the truck represents more than competition - it's a snapshot of his skillset today and a preview of where he intends to take it next.

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