LOVE YOUR DIESEL BUT HATE THE STEERING?
Borgeson steering components can get you in-line.
BORGESON STEERING SHAFTS
Worn steering shafts will cause loose, wandering steering. Borgeson U-joint and shaft assemblies give a tight precise feel to the steering. Original steering shaft assemblies are not designed for towing, plowing, off-road use or body lifts. Borgeson replacement steering shafts are so strong, they will probably outlast your truck!
1994–2002 DODGE DIESEL PUMPS
Part #800328 Manufactured from all new components this is a direct replacement Hi-flow power steering pump for the 1994-2002 Dodge Ram 2500 & 3500 trucks with the Cummins Turbo Diesel motor. This pump has the output pressure/flow calibrated to 1450-1550 PSI and 3.5 GPM to provide your Ram with all of the power its steering needs. Includes new powder coated reservoir, cap and drive key.
BORGESON 2003–2008 DODGE BOX
#800123, Borgeson has sourced and adapted this brand new massive “6-Bolt” power steering box for the 2003–2008 Dodge trucks. Similar to Chrysler’s offering for the 03-08 Dodge trucks this Borgeson “Dodge Box” offers the largest piston diameter for the most available power assist and a modern variable valve that allows for stable highway driving and effortless parking and maneuvering. Borgeson has adapted the pitman shaft to be compatible with all OEM and dropped pitman arms that fit the stock box.
aftermarket and also requiring very little input to function, the 47RH that came bolted to the 12-valve was the obvious transmission choice for Jacob. Not only was its integration into the third-gen body seamless, but the parts he used to piece the fourspeed automatic together are some of the most proven in the diesel world. Sourcing most components from Revmax Performance Converters, a Stage 5 billet triple-disc converter, billet input, intermediate and output shaft, billet second-gear servo, Alto Red Eagle clutches, Kolene steels and a higher-pressure valve body all made the cut. For added insurance, a billet flex plate and a Mag-hytec deep pan were also included in the build.
Suspension, Gearing and Traction Mods
To lower the truck’s ride height, nothing had to be done up front, because simply adding the 1,100-pound 12-valve dropped the front end exactly where Jacob wanted it. Out back, 2-inch drop shackles were employed, and the overload springs were removed.
To keep the AAM 925 axle from wrapping, a set of Caltracs traction bars was installed, while a Detroit Truetrac was bolted in place of the factory limited slip unit. With plenty of low-rpm torque on tap—thanks to the HX35/S475 combination—higher gearing was also brought into the equation in the form of a 3.21:1 ring and pinion. Cruising at 70 mph, the tach registers just 1,600 rpm.
The Verdict
Did Jacob create the ultimate diesel-powered SRT10 look-alike? Aside from the absence of the ground effects and rear wing you’d find on a production version, we think it’s pretty darned close.
As for performance, there’s no comparison. Out of the box, the 8.3L V-10 in the SRT-10 produced 500 hp and 525 lb-ft of torque at the crank. Jacob’s creation makes 723 hp and 1,669 lb-ft at the rear wheels.
At the track, where a regular cab SRT-10 is good for low- to mid-13s, Jacob’s Ram can rip through the quarter-mile in 11.8 seconds. As a daily driver, the truck also averages 23 mpg in mixed highway and city driving. You’d be lucky to see a production SRT-10 achieve half that.
When it’s not commuting, Jacob’s Ram can be found picking up equipment, towing his boat and even handling pre-school drop-offs.
Yeah, we’d drive it.
... BECOMING AN AVID DIESEL ENTHUSIAST FAMILIARIZED JACOB WITH THE REALITY THAT BIG POWER AND GOOD FUEL ECONOMY COULD GO HAND IN HAND ....