This is more of the puller thinking, you will never get a p-pump with that much timing to get up on the converter. Period. Your right a puller starts at 5000 with no load, and pulls down the rpm band, I’ve seen the data logging graphs of several, this is how they record such big HP number, and problem is this won’t work in drag racing. If I pulled my motor backwards on the dyno I would also achieve an inflated number by cashing in the stored energy in the rotation mass.
A drag racer must start high and accelerate at 600 to 900 RPM’s pers second. That same pulling motor will lose a great deal of power, I’ve already heard how much for the very dyno these were dynoed on. The over rich, pig fat fuel system will not work when you try to accelerate a diesel.
I went back to some test on a dyno I did 6 years ago to look at the load on a clutch in a C/altered. The motor was TRE SLAWKO headed 358 Chevy a twin to a pro stock truck motor except being down about 25 hp . I pulled it at steady state and it peaked at 921 hp @ 8800 on a 600 rpm sweep it made 905 and on a 900 rpm sweep it printed 888. These numbers were achieved with added timing during the acceleration on the motors; if you added the timing during a steady state you would get lifted ring lands and pushed out head gaskets.
The purpose was to optimize the motor for each gear acceleration rate. This is what you call real R&D. we wore the poor motor out on the dyno, and had to replace the rods before putting it in the race car. Well on a hunch I decided to put in a NASCAR dyno program and see what the motor makes on deceleration on gear change, and to look at the cylinder pressures during, I had been playing with a pizio sensor in the combustion chamber. Well the same motor pulled backwards at a mild 300 rpms per second made 1080 hp, and spiked the pressure in the chambers, this lead to a retard on gear change for . 005 of a second. In real numbers the gear change is at about 1500 RPM’s per second. And the acceleration of a good drag racer in first gear , and allowing it to jump up on the tire is about 1000 RPM’s per second
But I’m going to answer yours and sled putters remarks in the way it was intended. You don’t believe I can produce a motor as good as the so-called leaders of the diesel world.
My remark is on the accelerate development curve I now am ascending to , I believe that I am currently capable of building one of the most advanced diesel drag racing engines in the country. I have already proved this. Two other shops renowned for their diesel abilities have entered the diesel drag racing world, and ridiculously big money was spent on one truck and more then adequate money was spent on a dragster. And the results are what!!!!!! Go on answer me the results before you comment one more word.
Face it whether they are currently leading the quest for power , or I am the leader , you are not either one of us , so where dose that leave you , as nothing but a spectator to Diesel engine development you run you yap, like the kid at a street race that always has a buddy with a faster car , and when it gets here , or gets finished , or what ever the story , you never see it , or when you do see it , you find as usually the case its all hype . Sled putter , what have you innovated on a diesel engine lately ?
Attention: TDR Forum Junkies 
just my . 02
