MAIL ORDER MONSTER
Part 3: Airdog fuel supply & Glowshift gauges
In the past two issues, we’ve followed along as the 6.7L Cummins engine in Brandon Baker’s 2010 Ram underwent some serious upgrades at RPM Offroad, in Bristol, Tennessee. While stationed in Afghanistan, Baker scoured the Internet for the parts to enhance the performance of his Cummins and work with his existing upgrades. These included an H&S Performance Mini MAXX tuner, EGR delete, DPF delete exhaust system, TS Performance MP-8 and head studs. The truck was fun to drive, but he knew there was more power hiding in his Cummins, so he developed a plan to reach his power goal of 650 horsepower.
Our previous articles detailed the installation of the Glacier Diesel Power fuel injector nozzles, Hamilton Cams valve springs, Maxspool Engineering pushrods, Forced Inductions S472 turbo, Fleece Performance Engineering S400 in- stallation kit and Industrial Injection 120% CP3 high-pressure fuel pump.
To finish off the installation on the big Cummins, the Ram will get an Airdog 150 fuel pump and filter system and a trio of Glowshift gauges in an MBRP A-pillar pod to help Baker keep tabs on the engine.
While Steven Shoots was handling the under-hood upgrades on Baker’s truck, Michael Powell took care of the installation of the Airdog system and Glowshift gauges. Follow along for an overview of the installation process for both the fuel pump system and the gauges.
Installing the draw-straw for the Airdog 150 that Baker purchased requires that the fuel tank in the truck be lowered, which Powell and Shoots did, using a pair of transmission jacks because the tank was three-quarters full and very heavy. If you are doing the installation yourself and do not have access to a transmission jack and hoist, make sure you run the fuel level close to empty to make the tank as light as possible and easier to handle—both when lowering it and lifting it back into the chassis.
After the guys at RPM finished up the installation, it was time to put the combination to the test, so Baker took the truck down to Woodbury, Tennessee, and strapped it down to the Dyno Dynamics chassis dyno at Beans Diesel Performance. Jonathan Jones strapped the Ram down to the dyno and put it to the test. The initial dyno pull, with the Mini MAXX tuner on its WILD setting and the TS Performance MP-8 turned up to boost the rail pressure, was very impressive. The truck put 707 horsepower and 1,372 lb-ft of torque to the rollers.
If this truck was equipped with a 68RFE automatic transmission, this power level would
be too much for the stock internals to handle. But Baker’s Ram is sporting a manual transmission with a heavy-duty South Bend clutch, so it should be good to go—for a while, at least. With the Dodge six-speed automatic, expert builders do not recommend more than 450 horsepower to the wheels in stock trim and even less if a big wheel-and-tire combination is used. Fortunately, there are aftermarket upgrades available for the 68RFE to make it hold more power, so keep in mind that if you own an automatic truck and plan to make significantly more power, you will need to plan on building the transmission, too.
Baker also purchased the Maxx Calibration Control tuning option for his H&S Mini MAXX so that Jonathan and Cassandra Jones could work their tuning magic on the newer 6.7L Cummins. They concentrated on improving the truck’s drivability and giving it more
oomph down in the lower rpm range without sacrificing a lot on the top end, making the truck more fun to drive on the street.
After loading the new tunes to the Mini MAXX, Jones made more dyno pulls with the truck. Despite the loss of about 5 peak horsepower, the custom tuning picked up about 120 horsepower and 250 lb-ft of torque at 2,360 rpm—which will really be noticed in the seat of the pants on the street or on the timesheet at the track. The peaks for the dyno pull with the MCC tunes were 702 horsepower and 1,480 lb-ft of torque.
With wise purchase decisions, good products and skilled diesel technicians and tuners working on the truck, a good power package can be put together. Baker put together a good combination for his 6.7L Cummins, and the crews at RPM Offroad and Beans Diesel Performance really made it sing: They gave Baker a daily driver with 700 horsepower and nearly 1,500 lb-ft of torque. UDBG
Baker’s truck put down more than 700 horsepower and nearly 1,500 lbft of torque on the Dyno Dynamics chassis dyno!
7 Running the wiring, boost tubing and EGT harness down from the gauges in the pod is easy with the side panel removed from the dash. Powell grounds the gauges under the dash and connects the other wiring as directed, then routes the boost tubing, EGT harness and rail pressure lead safely through the firewall. 10 Powell chose to connect the rail pressure gauge lead to the wire in the TS Performance MP-8 intercept harness, where it would get a signal directly from the sensor, rather than the output of the MP-8.
8 The dash and pillar can be buttoned up before moving under the hood to complete the gauge installation.
9 To get a boost reading, Powell drilled and tapped a hole in the H&S Performance EGR block-off plate for the intake manifold.
11 After Powell connected the boost tubing to the nipple installed in the block-off plate, he protected it with split-loom tubing.
13 The Glowshift gauges will help Baker keep a close eye on the performance of his Cummins engine by monitoring rail pressure, EGTS and boost.
15 Powell likes to remove the driveshaft when installing an Airdog to allow him to have easier access to the fuel tank. He lowers it slightly before disconnecting the fuel lines and harness from the fuel tank.
12 The EGT probe was installed directly into the Steed Speed exhaust manifold in one of the provided drilled and tapped holes; the other hole was plugged with a pipe plug.
14 After assembling the mounting brackets, Powell mounts the Airdog pump and filter assembly to the inside of the driver’s-side frame rail just forward of the fuel tank.