gear2078
#1
10-08-2013, 08:49 PM
gear2078
Hi all!https://www.dieselbombers.com/images/smilies/hellox.gif
I purchased my 96 Ram Cummins 5spd in 2002 after a long search. Over the years its been a great truck, from its purchase at 118,000miles through now at 199,000. At the time of purchase I replaced about $300 worth of suspension components while working at a Dodge dealership and have since resealed the radiator tanks, replaced a few thermostats in search of heat, and replaced the alternator.
Shortly after purchase, I began a quest for more power. It started with grinding back the cam plate to match a borrowed plate, when that had no effect it was ground back another 1/4", then some adjusting to the anaeroid fuel control, then I discovered the wastegate actuator was blown out and bypassed it. Immediately the truck had enough power to put itself sideways in fifth on dry roads, however within a week the clutch began to slip. Thus began a downward spiral.https://www.dieselbombers.com/images/smilies/td.gif
Over the next ten years power was kept in check with the AFC to keep the clutch from slipping. To this day, the turbo pushes 46psi and the exhaust is a nice light fog through a 5" stainless straight pipe on a 6.2 second 0-60 run. Over time the heater core has begun to gurgle following cold starts and heavy accelleration. While all of this was happening, I ground my nose into my career as a diesel technician, competing four years at the TMC Supertech Challenge to place 20th in 2011. My career ended in a freak accident when I fell through a bay door window and severed the median nerve in my right arm. https://www.dieselbombers.com/images/smilies/stars.gif
So, life takes its turns. It has a way of reminding you what you really live for. Two years after the accident that nearly took my life, I am married and making enough money to finally put the old truck back on the road. I am also consulting on a couple small stock car teams and keeping my eyes open for an entry level car.
Ordered: ARP stud kit ......................(418.99)
Cummins head gasket.......... (135.00)
Gray A-Pillar gauge pod.........(219.98)
Banks Twin Ram...................(558.28)
I know the Twin Ram's are a little frowned upon for their price. I compared the Twin Ram with other twin setups and decided that the price is proportional with the all inclusive design of splitting the heater block to facilitate good cold starting, and having all of the gaskets and clamps. Installation should be convenient while having the head off for the gasket and studs. I guess I look at the upgrade process a little differently at this point; cooler air to 5&6 increases efficiency of the engine and lower EGT's let me push it harder with less chance of burning up the pistons and turbo.
Needed: Clutch (Centerforce DYAD? 1300lb/ft at the flywheelhttps://www.dieselbombers.com/images/smilies/JC_hurrah.gif)....
According to centerforce today, there is no DYAD clutch available for my truck
. If I wait three months, the new twin disc clutch that they are testing this week should be available at a price higher than the DYAD($1500+)https://www.dieselbombers.com/images/smilies/dash2.gif. The dual friction will withstand roughly 850lb/ft at the wheels (why would you measure at the wheels) and the DFX will withstand over 900lb/ft with the cost of some chatter. Back to the drawing board...
Considering: AFE Bladerunner exhaust
After getting the clutch situation under control, further lowering EGT's and spool up time is desireable. Currently, the truck spools around 1800RPM, hoping to get a little more around 1500. https://www.dieselbombers.com/images...locomotive.gif
Considering: Injectors.
Leaning towards 7x10- 7x12's for maximum efficiency and power with the least amount of smoke.
Anyway, it's long winded but its my thread. Hi everyone! Have a great day.
I purchased my 96 Ram Cummins 5spd in 2002 after a long search. Over the years its been a great truck, from its purchase at 118,000miles through now at 199,000. At the time of purchase I replaced about $300 worth of suspension components while working at a Dodge dealership and have since resealed the radiator tanks, replaced a few thermostats in search of heat, and replaced the alternator.
Shortly after purchase, I began a quest for more power. It started with grinding back the cam plate to match a borrowed plate, when that had no effect it was ground back another 1/4", then some adjusting to the anaeroid fuel control, then I discovered the wastegate actuator was blown out and bypassed it. Immediately the truck had enough power to put itself sideways in fifth on dry roads, however within a week the clutch began to slip. Thus began a downward spiral.https://www.dieselbombers.com/images/smilies/td.gif
Over the next ten years power was kept in check with the AFC to keep the clutch from slipping. To this day, the turbo pushes 46psi and the exhaust is a nice light fog through a 5" stainless straight pipe on a 6.2 second 0-60 run. Over time the heater core has begun to gurgle following cold starts and heavy accelleration. While all of this was happening, I ground my nose into my career as a diesel technician, competing four years at the TMC Supertech Challenge to place 20th in 2011. My career ended in a freak accident when I fell through a bay door window and severed the median nerve in my right arm. https://www.dieselbombers.com/images/smilies/stars.gif
So, life takes its turns. It has a way of reminding you what you really live for. Two years after the accident that nearly took my life, I am married and making enough money to finally put the old truck back on the road. I am also consulting on a couple small stock car teams and keeping my eyes open for an entry level car.
Ordered: ARP stud kit ......................(418.99)
Cummins head gasket.......... (135.00)
Gray A-Pillar gauge pod.........(219.98)
Banks Twin Ram...................(558.28)
I know the Twin Ram's are a little frowned upon for their price. I compared the Twin Ram with other twin setups and decided that the price is proportional with the all inclusive design of splitting the heater block to facilitate good cold starting, and having all of the gaskets and clamps. Installation should be convenient while having the head off for the gasket and studs. I guess I look at the upgrade process a little differently at this point; cooler air to 5&6 increases efficiency of the engine and lower EGT's let me push it harder with less chance of burning up the pistons and turbo.
Needed: Clutch (Centerforce DYAD? 1300lb/ft at the flywheelhttps://www.dieselbombers.com/images/smilies/JC_hurrah.gif)....
According to centerforce today, there is no DYAD clutch available for my truck
. If I wait three months, the new twin disc clutch that they are testing this week should be available at a price higher than the DYAD($1500+)https://www.dieselbombers.com/images/smilies/dash2.gif. The dual friction will withstand roughly 850lb/ft at the wheels (why would you measure at the wheels) and the DFX will withstand over 900lb/ft with the cost of some chatter. Back to the drawing board... Considering: AFE Bladerunner exhaust
After getting the clutch situation under control, further lowering EGT's and spool up time is desireable. Currently, the truck spools around 1800RPM, hoping to get a little more around 1500. https://www.dieselbombers.com/images...locomotive.gif
Considering: Injectors.
Leaning towards 7x10- 7x12's for maximum efficiency and power with the least amount of smoke.
Anyway, it's long winded but its my thread. Hi everyone! Have a great day.
#2
10-11-2013, 05:14 AM
I like your thinking everything out.
I'll agree with you on the twin ram thing, they are spendy, but worth the money. I have one on my 12valve
I know what it's like going through a life changing accident also, head on against a drunk driver for me, and she died.
Welcome to db.
Head studs are in my plans also for my truck,then compound turbo's and injectors for towing.
#3
10-12-2013, 01:33 AM
Hi, thanks for the reply 97cummins! I imagine life wasn't easy following a fatal accident, even if it wasn't your fault. I know sleeping has been a major issue personally.
What differences have you noticed with your twin ram? I could tell the difference with my k&n filter vs stock in the first 50 feet of driving. I have my head gasket and studs waiting for the twin ram and gauges to come. I guess it will be next week. There is also combining and corn drying that will get in the way of personal project progress.
What differences have you noticed with your twin ram? I could tell the difference with my k&n filter vs stock in the first 50 feet of driving. I have my head gasket and studs waiting for the twin ram and gauges to come. I guess it will be next week. There is also combining and corn drying that will get in the way of personal project progress.
#5
10-15-2013, 04:29 AM
Yea, sleeping was an issue for a little while.
As for the twin ram, I noticed a little difference, it seemed to breath a little better. But I like the way it feeds the same amount of air to all the cylinders, instead of starving some of the cylinders of air. I've got a friend that found another site with a different style of the twin ram. For a little less I think. I'd have to check. if you want me to?
As for the twin ram, I noticed a little difference, it seemed to breath a little better. But I like the way it feeds the same amount of air to all the cylinders, instead of starving some of the cylinders of air. I've got a friend that found another site with a different style of the twin ram. For a little less I think. I'd have to check. if you want me to?
#6
10-15-2013, 01:04 PM
97cummins, oddly enough, it took a couple weeks to realize i was not able to sleep. I suppose maybe the dilaudid could have masked it the first week.
The twin ram is on it's way, so i thank you but no further research is needed at this time. I compared prices and products, finding some units actually more expensive than the twin ram. I even researched purchasing additional stock parts to design my own. The only real temptation for me was the wild eyed idea that under extreme power demands, i theorize that single in dual out CAC with a custom fab twin runner intake would flow a better and cooler air charge. In the end it was the plug and play technology of the banks kit with the manifold heater wiring and included fasteners and gaskets that sealed the deal. As soon as the twin ram arrives, the tear down begins.
Tech support; thanks for the welcome.
The twin ram is on it's way, so i thank you but no further research is needed at this time. I compared prices and products, finding some units actually more expensive than the twin ram. I even researched purchasing additional stock parts to design my own. The only real temptation for me was the wild eyed idea that under extreme power demands, i theorize that single in dual out CAC with a custom fab twin runner intake would flow a better and cooler air charge. In the end it was the plug and play technology of the banks kit with the manifold heater wiring and included fasteners and gaskets that sealed the deal. As soon as the twin ram arrives, the tear down begins.
Tech support; thanks for the welcome.
