MAIL OR­DER MON­STER

Part 3: Air­dog fuel sup­ply & Glow­shift gauges

Ultimate Diesel Builder's Guide - - Contents - Text / Pho­tog­ra­phy: Chris Tobin

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.

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