The Lobster Wagon: 1st Gen Crew Cab

Chris Begley of Riverside, California, has been building custom off-road machines for more than two decades. A welder by trade, his fab shop Luxury Prerunners builds high-end offroad rigs that bring together form and function. From roll cages and suspensions to full vehicle overhauls, Begley and his team of fabricators build long travel race trucks, tube chassis buggies, and even the occasional VW Baja Bug.

THE LOBSTER WAGON

A few years back, Begley was in the market for a new daily commuter to go to and from the shop and haul his family around. While most would expect him to build a late-model prerunner stuffed full of modern creature comforts and the latest technology, Begley went retro, overhauling a 1990 Dodge Ram D250 Cummins 4×4 from the ground up. The truck had been passed down from his father and had nearly 350,000 miles on the motor. At that point in time it was collecting dust in his driveway, so Begley decided to breathe new life into this family heirloom.

First problem: The truck was a single cab, so hauling his family of five around would be a tight squeeze on the factory bench. Begley started out hunting the local online trading posts for a Ramcharger body in decent shape before coming across a crew cab ’84 Dodge Ram dually 2wd pickup that was being parted out. $500 later, he had the cab and chassis in tow back to his shop where they got to work turning it into a custom crew cab Cummins capable of all his day-to-day needs.

THE CONVERSION

Dodge never offered a 1st gen crew cab Cummins truck; the crew cabs were phased out in 1985 and the 5.9L Cummins wasn’t introduced until 1989. While there were a few ways to go about the conversion Being a fabricator, Begley wanted to use the best parts from both trucks. After stripping both down to rolling chassis, careful measurements were taken and the frames were cut. The front chassis belonged to his 1990 to utilize the 5.9L Cummins and 4wd. The rear came from the 1984, using the longer frame section to accommodate the crew cab and long bed. The two frames were overlapped and welded inside and out before being boxed in for extra rigidity. With the crew cab fi tted and the bed reinstalled, the next step was cleaning up the body panels that had been plagued with waves and ripples throughout the sheet metal. With the help of Shawn Hengstebeck, the body panels were straightened out and prepped for paint.

The front fenders were opened up for extra tire clearance. One and a half inches were sectioned out of the front and backside of the fenders and reattached to retain the factory fender contour. The extra 3 inches of clearance allows room for the 37- inch meats to be fi tted with the BDS lift kit. For primer and paint, Begley turned to Matt Hutcheson Design to lay down the Lobster Red color, a factory Mopar option on the late-model Jeeps. The chrome bumpers, grille, mirrors and trim were refi nished in gloss black. Inside, the interior was kept clean and simple. With roll-up windows and a manual transmission, this truck is full of old school cool factor without all the late-model fl uff. The front and rear benches were reupholstered in black to match the fresh black paint on the dash and door panels. A layer of Dynomat coats the fl oorboards underneath of the new black carpeting to fi nish off the interior for a factory showroom new look. In the bed, a DIY spray-on bed liner kit was laid down for extra scuff protection when he’s hauling parts and gear around.

RAISING THE BAR

The stock leaf springs served this truck well over the years, but with plans for 37s Begley needed extra altitude. Front and rear BDS 5-inch leaf springs were installed along with custom built shackles to net a total of 6 inches of lift. Up front, a pair of shock hoops were built from 4130 tubing to mount a set of FOX 2.5 triple bypass shocks. In the rear, a pair of FOX 2.0 IFP shocks were added to help control the rear suspension. For steering, Begley upgraded to Off Road Design’s crossover steering kit to improve steering angles and strength. With the suspension complete, a set of 37×12.50 Nitto Terra Grappler G2 tires were fitted, mounted up on 20×10 KMC XD Rockstar III wheels. The setup is comfortable for Begley to drive around town and reliable for any on or off-road trips he takes with the family.

FIRST GEN FIVE NINE

Under the classic sheet metal the original 5.9L Cummins diesel is alive and kicking. With roughly 350,000 miles on the odometer, this first gen 5.9L is just getting broken in. Most of the miles on this truck were logged by the Begley family so it has seen its fair share of family memories, back country adventures, and daily commutes. Begley kept the Cummins relatively stock. The 6BT has the stock Bosch VE44 rotary injection pump and Holset turbo. Begley built his own killer dowel pin (KDP) kit to help keep from having any issues down the road with the 12V Cummins. Exhaust comes from RBP with a modified 4-inch side exiting system that dumps just in front of the passenger rear tire. Power is sent back through the Getrag 5-speed manual transmission to the NP205 transfer case. JE Reel driveshafts transfer power to the front kingpin Dana 60 and rear Dana 70. Both axles were fitted with 4.11 gears and Nitro X-treme diff covers. Chris Begley has outdone himself with this build. This super clean crew cab Cummins has tons of cool factor and room for the whole family. We dig the Lobster Wagon. DW

---

 

FREQUENTLY ASKED QUESTIONS

What were some of the unexpected issues the author encountered during the truck restoration project?

During the truck restoration project, the author uncovered several unforeseen complications. Initially, they opted to remove the cab and box to simplify driveline removal by mimicking the assembly line approach of dropping components from above. However, upon further inspection, they discovered that the truck’s chassis wasn’t as sturdy as anticipated, a sign of the vehicle’s high mileage.

While the main frame was in satisfactory condition, numerous other issues emerged. These included deteriorated cab mounts, visible remnants of previous repairs, and non-functional shocks. Additionally, the springs appeared worn out, the bushings were excessively worn, and there were numerous leaks throughout the vehicle. This array of unexpected problems prompted the author to question the truck’s overall condition and the wisdom of the purchase.

 

How did the author balance the costs and emotional investment involved in the truck restoration?

Balancing the costs and emotional investment in a truck restoration requires a deep passion and an understanding that it’s driven more by love than logic. The author approached this balance by focusing on the rewarding aspects of the project rather than getting bogged down in financial calculations.

By intentionally choosing not to add up expenses until the project is complete, the author avoids the potential stress or discouragement that might come from knowing the total investment upfront. This strategy allows them to continue investing both emotionally and financially without the fear of making spur-of-the-moment decisions to halt the project.

In essence, it’s about prioritizing the joy and satisfaction of seeing the truck come to life over the possibly daunting financial implications. The thrill and fulfillment of the restoration journey outweigh the numbers on a spreadsheet—making it a true labor of love.

 

What challenges did the author face with their initial truck purchase and how did these influence future restoration plans?

When the author acquired their initial truck, they faced several challenges that eventually shaped their future restoration plans. At first glance, the truck seemed lackluster. Its power output was surprisingly low, especially considering its substantial weight of 6,000 pounds. The absence of easily identifiable components under the hood, like spark plugs, added to the confusion and dissatisfaction.

Despite these initial setbacks, the author began to appreciate the truck over time, particularly enjoying the robust sound of the aftermarket stacks. However, three primary issues persisted: the truck lacked a manual transmission, it wasn’t equipped with dual rear wheels (dually), and the regular cab was too cramped for comfort. These factors made the driving experience less than ideal, albeit the vehicle was affordable and functional.

Throughout that year, the author delved into research, discovering that the model was available with more desirable configurations in the past, such as full four-door crew cabs, dual rear wheels, and manual five-speed transmissions. This newfound knowledge sparked the idea of sourcing a donor cab that could be modified and installed onto the existing truck frame. Thus, these initial grievances not only motivated future upgrades but also laid the foundation for a comprehensive restoration project to transform the truck into a more versatile and satisfying vehicle.

 

What was the author’s strategy for enhancing the truck’s power and performance capabilities?

Up front, a pair of shock hoops were built from 4130 tubing to mount a set of FOX 2.5 triple bypass shocks. In the rear, a pair of FOX 2.0 IFP shocks were added to help control the rear suspension. For steering, Begley upgraded to Off Road Design’s crossover steering kit to improve steering angles and strength.

To boost the truck’s power, a strategic selection of enhancements was undertaken. The engine was equipped with a stock turbo, complemented by a twin ram intake, ensuring optimal air flow. Stage 2 injectors were installed to increase fuel delivery, paired with 60 PSI valve springs and an advanced timing setup to optimize combustion efficiency. To maintain engine health, an oil filter relocation kit was added for improved accessibility and performance.

Additionally, the modifications included a 3000 RPM governor spring kit and taper cut delivery valves, which provided a balanced fuel delivery for increased horsepower. A custom fuel plate was also integrated, offering precise control over fuel flow and power output.

This combination of suspension and engine upgrades resulted in a well-rounded enhancement, improving both the truck’s handling and performance capabilities. The changes not only bolstered power but also ensured reliability and control, aligning with the goals for versatile and robust truck performance.

 

What modifications and upgrades did the author make to the truck’s driveline and engine?

Under the classic sheet metal, the original 5.9L Cummins diesel is alive and kicking. With roughly 350,000 miles on the odometer, this first-gen 5.9L is just getting broken in. Most of the miles on this truck were logged by the Begleyfamily, so it has seen its fair share of family memories, backcountry adventures, and daily commutes. Begley kept the Cummins relatively stock. The 6BT has the stock Bosch VE44 rotary injection pump and Holset turbo.

However, to enhance reliability and performance, several upgrades were made. Begley built his own killer dowel pin (KDP) kit to help prevent future issues with the 12V Cummins. For improved exhaust flow, a modified 4-inch side-exiting system from RBP was installed, which dumps just in front of the passenger rear tire.

Power is sent back through the Getrag 5-speed manual transmission to the NP205 transfer case. But the quest for better towing capacity and reliability led to considering a transmission swap. After extensive research, a NV5600 6-speed transmission from a newer model was identified as a more robust option, though Begley ultimately maintained the original setup.

JE Reel driveshafts transfer power to the front kingpin Dana 60 and rear Dana 70 axles. Both axles were fitted with 4.11 gears and Nitro X-treme diff covers. Recognizing the Dana 70’s limitations under increased torque, Begleycontemplated upgrading to a Dana 80 from a newer Ram model for enhanced durability, especially for heavy hauling.

Additionally, the consistency in wheel setup was addressed. To match the dual rear wheels (DRW) configuration, Begley considered a DRW hubbed Dana 60 front axle to achieve uniformity and ease in carrying spares, ensuring the truck’s front end matched the robust aesthetic of the rear.

These thoughtful modifications and the balance between maintaining original elements and modern upgrades reflect Begley’s dedication to both preserving family history and enhancing performance.

 

What was the overall strategy for achieving the desired power and reliability?**

The strategy involved systematically replacing and upgrading key components to reach a target of 200 HP while ensuring long-term reliability. This included a transmission swap, engine upgrade, and axle enhancements, all tailored to meet specific performance goals.

 

How was the front axle addressed in relation to the dual rear wheels?**

To maintain consistency with the dual rear wheels and avoid the inconvenience of carrying multiple spares, a DRW hubbed Dana 60 front axle was sourced. This approach simplified the setup and ensured a uniform appearance.

 

What changes were made to the rear axle?**

The rear axle was upgraded from a Dana 70 to a Dana 80. This change was necessary to handle higher torque outputs and enhance the truck’s durability, especially given the non-dually nature of the original axle.

 

What engine modifications were made?**

The existing engine was swapped out due to its limitations and wear. Instead of just upgrading the injection pump, a complete engine swap was performed. A low-mileage 1997 12V Cummins engine was selected, offering a cohesive system and better performance for the intended use.

 

Why was the transmission replaced?**

The original G360 transmission was deemed insufficient for long-distance towing needs. After consulting with a knowledgeable family member and conducting extensive research, it became clear that a more robust solution was necessary. Thus, an NV5600 6-speed transmission was chosen for its improved towing capacity and reliability.

 

How did the author ensure compatibility and functionality of new parts with the existing truck structure?

After stripping both down to rolling chassis, careful measurements were taken and the frames were cut. The front chassis belonged to his 1990 to utilize the 5.9L Cummins and 4WD. The rear came from the 1984, using the longer frame section to accommodate the crew cab and long bed. The two frames were overlapped and welded inside and out before being boxed in for extra rigidity.

To ensure compatibility and functionality, a meticulous selection of parts was crucial. The journey started with identifying the need for more reliable towing power and long-distance hauling capabilities. Extensive research led to the decision to replace the existing transmission with a 6-speed unit known for its durability and performance.

Engine and Powertrain Considerations

The engine was another focal point. The existing motor showed signs of fatigue, especially with its limited top-end power. A deep dive into potential upgrades revealed that a motor swap would be more cost-effective than merely replacing the injection pump. Thus, a late-model mechanical engine with low mileage was sourced, ensuring a harmonious fit with the new transmission.

Addressing Axle and Wheel Concerns

Attention then turned to the truck’s axles. The rear axle, previously identified as a weak link, was replaced with a more robust unit designed to handle increased torque. Similarly, the front axle was swapped to accommodate dual rear wheels, ensuring uniformity and reducing the need for multiple spare tires.

Each component was carefully selected and integrated to create a cohesive and reliable system, ready to meet the demands of enhanced performance and structural integrity.

 

What considerations were made for performance and reliability?

The focus was on achieving a performance target of 200 HP for the truck’s specific hauling needs. This involved selecting components like a Cummins engine and robust axles that collectively enhanced both performance and reliability for long-distance travel.

 

How was compatibility ensured?

Compatibility was ensured by sourcing parts that matched the truck’s requirements, such as a DRW hubbed Dana 60 front axle to align with the upgraded rear axle, thereby maintaining a uniform and functional setup.

 

What issues were identified and how were they resolved?

Limitations of the Bosch VE injection pump and the weaknesses of the Dana 70 rear axle were identified. These were resolved by opting for a motor swap to a Cummins engine with a more powerful injection pump and upgrading to a Dana 80 rear axle for better torque handling.

 

Why were specific parts chosen?

The NV5600 transmission was selected for its superior performance and compatibility with the intended use. A Cummins motor with low mileage was chosen for its potential to deliver the desired power and reliability, despite having a less preferred injection pump model.

 

What research was conducted?

Extensive research was undertaken to evaluate various options for towing power and reliability. This led to the conclusion that the NV5600 6-speed transmission from a 1999-2005 truck was the optimal choice over the Getrag for long-distance hauling.

 

What components and systems did the author focus on when preparing the truck for reassembly?

With the crew cab fitted and the bed reinstalled, the next step was cleaning up the body panels that had been plagued with waves and ripples throughout the sheet metal. With the help of Shawn Hengstebeck, the body panels were straightened out and prepped for paint.

The engine and transmission received their share of attention as well. For ease of installation, the engine and transmission were bolted together before being carefully lowered into the frame. This heavy-duty operation required a tractor, two engine cranes, and a handful of guiding hands to maneuver the 1700-pound duo into place. While the engine stayed mostly stock at 180 HP, subtle enhancements like a twin ram intake and a new exhaust manifold began to sneak in.

The front fenders were opened up for extra tire clearance. One and a half inches were sectioned out of the front and backside of the fenders and reattached to retain the factory fender contour. The extra 3 inches of clearance allows room for the 37-inch meats to be fitted with the BDS lift kit. For primer and paint, Begley turned to Matt Hutcheson Design to lay down the Lobster Red color, a factory Mopar option on the late-model Jeeps.

Attention then turned to the fuel system. The original tanks were cleaned and painted, with a secondary tank added to support long trips without frequent stops. A clever adaptation involved sourcing a Ramcharger SUV fuel tank, chosen for its compatibility with the existing frame structure. This required custom fabrication of cross members and straps, alongside a new pump activated by a cab switch, allowing seamless transfer between tanks.

The chrome bumpers, grille, mirrors, and trim were refinished in gloss black. Inside, the interior was kept clean and simple. With roll-up windows and a manual transmission, this truck is full of old-school cool factor without all the late-model fluff. The front and rear benches were reupholstered in black to match the fresh black paint on the dash and door panels.

Electrical and monitoring systems were upgraded to accommodate the dual-tank setup, utilizing live gauges to ensure precise fuel management. Meanwhile, the truck’s paint job, after a prolonged wait, was finally completed, allowing the frame and components to be reassembled.

A layer of Dynomat coats the floorboards underneath the new black carpeting to finish off the interior for a factory showroom new look. In the bed, a DIY spray-on bed liner kit was laid down for extra scuff protection when he’s hauling parts and gear around. The exhaust system was meticulously measured and inspected to ensure optimal fit and performance, rounding off this comprehensive rebuild.

 

How did the author decide on and implement a new paint job and bodywork for the truck?

With the help of Shawn Hengstebeck, the body panels were straightened out and prepped for paint. The front fenders were opened up for extra tire clearance. One and a half inches were sectioned out of the front and backside of the fenders and reattached to retain the factory fender contour. The extra 3 inches of clearance allows room for the 37-inch meats to be fitted with the BDS lift kit.

Realizing that after the driveline and chassis work, a fresh paint job was essential, a media blaster using baking soda was employed to strip the body panels clean. This preparation was crucial for achieving a flawless finish and ensuring that the paint would adhere properly.

For primer and paint, Begley turned to Matt Hutcheson Design to lay down the Lobster Red color, a factory Mopar option on the late-model Jeeps. The chrome bumpers, grille, mirrors, and trim were refinished in gloss black.

The process was meticulous. After blasting, the parts were sent to a reputable painter known for his work on high-profile cars, ensuring the quality and precision required for such a project. During the assembly, a minor setback occurred when the doors and fenders did not match perfectly color-wise. This was promptly addressed with a repaint, ensuring a seamless appearance.

Inside, the interior was kept clean and simple. With roll-up windows and a manual transmission, this truck is full of old school cool factor without all the late-model fluff. The front and rear benches were reupholstered in black to match the fresh black paint on the dash and door panels. A layer of Dynomat coats the floorboards underneath the new black carpeting to finish off the interior for a factory showroom new look.

With the exterior and interior perfectly coordinated, the truck exudes a blend of classic style and modern functionality, showcasing the thoughtful decisions made at every step of the restoration process.

 

What adjustments were made in response to these challenges?

To rectify the color mismatch, the parts were repainted before being installed, ensuring a consistent and visually appealing finish.

 

What challenges or issues were encountered during the process?

During the installation of the doors and fenders, a color mismatch was discovered, indicating an issue that needed to be addressed before final assembly.

 

Who was chosen to perform the painting, and why?

A painter in Bracebridge, Ontario, was selected due to his expertise with SEMA cars, ensuring the truck would receive a professional and high-quality paint job.

 

How was the decision made to repaint the truck?

The decision to repaint arose logically after completing the driveline and chassis work, as it became apparent that a fresh coat of paint was necessary to complement the newly refurbished components.

 

What preparatory steps were taken before painting?

The truck’s frame was thoroughly stripped and sandblasted to remove old paint and rust. Following this, a media blaster using baking soda was employed to ensure the body panels were clean and ready for painting.

 

What motivated the author to begin restoring a first generation Dodge Cummins Ram truck?

A few years back, Begley was in the market for a new daily commuter to go to and from the shop and haul his family around. While most would expect him to build a late-model prerunner stuffed full of modern creature comforts and the latest technology, Begley went retro, overhauling a 1990 Dodge Ram D250 Cummins 4×4 from the ground up. The truck had been passed down from his father and had nearly 350,000 miles on the motor. At that point in time, it was collecting dust in his driveway, so Begley decided to breathe new life into this family heirloom.

His journey into the world of Cummins wasn’t just about practicality; it was a passion that took root in 2003. Back then, his father had suggested—more like insisted—that his first vehicle be a robust pickup, perfect for a farm kid. The 1990 model, equipped with a Cummins engine and initially acquired for its snow plow capabilities, became Begley’s canvas for exploration and learning.

As he delved deeper into the mechanics and history of his vehicle, Begley discovered that this wasn’t just any truck. It was a piece of automotive history. Intrigued by the rare full four-door crew cabs available in the old Ram body style, he embarked on a quest to find a donor cab to enhance his project. This search was more than just a hunt for parts; it was a journey into the past, uncovering stories of conversions done in northern Alberta, where only a handful of these trucks were ever crafted.

Through research and dedication, Begley transformed what was once a dusty relic into a living tribute to both family legacy and automotive ingenuity. His project was not merely about restoration but about creating something unique—a testament to his enduring fascination and the rich history behind these iconic machines.

 

How long did the paint job take, and what were the challenges faced by the painting facility?

The Lengthy Paint Job and Its Challenges

The painting process for the truck stretched over several months, from October to April, and was fraught with obstacles. Initially, the vehicle was sidelined in the workshop as its 23-foot length and complex requirements made the project daunting.

Challenges Faced

• Unstable Paint:A key issue was the instability of the paint applied. When fasteners on the door were tightened, the paint cracked, exposing the primer beneath.
• Multiple Applications Needed:To remedy this, multiple layers of paint were applied—up to nine coats on the driver’s door alone—without resolving the problem.
• Chemical Deficiency:The root cause was traced back to a flaw in the hardener used in the paint. This missing chemical component compromised adhesion, necessitating a complete repaint.

After extensive consultations between the paint shop, the paint manufacturer, and field specialists, it became clear that the entire paint job was defective. Ultimately, the vehicle required full stripping and repainting, extending its stay at the shop significantly.

 

How did the addition of a second turbo contribute to the vehicle’s performance?

How Did the Addition of a Second Turbo Enhance the Vehicle’s Performance?

Introducing a second turbocharger to your vehicle can provide a significant boost in performance by enhancing both power output and efficiency. Here’s how:

• Increased Air Intake:By installing an additional turbo, you’re effectively increasing the volume of air entering the engine. This allows for more fuel to be burned, ultimately leading to higher power production.
• Improved Engine Response:A second turbo helps reduce turbo lag, the delay between accelerator input and the turbo’s response. With two turbos working in tandem, the engine becomes more responsive, providing quicker acceleration.
• Enhanced Torque:The extra turbocharger can dramatically improve torque, particularly at lower RPMs. This translates to better towing capacity and overall improved drivability, especially under heavy loads or uphill conditions.
• Broadened Power Band:A well-chosen twin-turbo setup can widen the engine’s power band. This means more consistent power delivery across various speed ranges, enhancing both high-speed cruising and low-speed maneuvers.
• Thermal Efficiency:By distributing the workload between two turbos, the engine can run cooler. This thermal management can lead to more sustainable performance over longer durations without risking overheating.

In conclusion, adding a second turbo can transform the performance characteristics of a vehicle, leading to a more powerful, responsive, and efficient driving experience.

 

What process was involved in changing the truck’s clutch, and why was it necessary?

To change the truck’s clutch, the cab needed to be removed once more as a preliminary step. Initially, the project had started with a clutch that was compatible with an earlier setup. However, with the engine now upgraded to handle more power, it became evident that the existing clutch would not suffice. Disconnecting all the wiring was necessary before using a hoist to lift the cab off its mounts, providing access to the clutch. The old clutch was then replaced with a new, more robust street dual disk clutch. This upgrade ensured that the clutch could handle the enhanced capabilities of the engine without becoming a weak point in the system.

 

What complications arose with the paint job, and how were they resolved?

Paint Job Complications and Their Resolution

The paint job on the truck faced several unexpected hurdles. Initially, the paint failed to adhere properly, leading to significant cracking. The discovery of this issue began when tightening the fasteners resulted in the door skin flexing, causing the fresh paint to crack severely, revealing the primer underneath.

Causes Identified

• Inconsistent Paint Application: It was found that the driver’s door had been coated with an excessive nine layers of paint during attempts to resolve the problem.
• Defective Chemicals: Further investigation involving paint specialists revealed that the hardener used was defective. This batch lacked a crucial chemical necessary for proper adhesion, leading to the widespread paint failure.

Resolution Process

1. Collaboration with Experts: Over several months, consultation with paint manufacturers and specialists pinpointed the root cause of the issues.
2. Decision for Repainting: By May, it was concluded that the entire truck required stripping and repainting to resolve the adhesion problems permanently. This decision took months of consideration due to the involvement’s emotional and practical impact.
3. Preparation for Repaint: In September, the truck owner began systematically dismantling parts like mirrors and wiring to prepare for repainting. This time, the body stayed on the frame to simplify transportation and to prevent any finished frame components from being disturbed.

Through perseverance and expert collaboration, the truck was prepared for a fresh start, promising a more stable and lasting finish.

 

What was the issue with the exhaust gas temperatures (EGTs) during towing, and how was it resolved?

When towing, the main issue was that the exhaust gas temperatures (EGTs) tended to run high. This was primarily due to the compressor’s inefficiency in managing the increased demands, causing the engine to overfuel—which is less ideal for towing and can lead to excess soot production.

To resolve this, the engine needed a way to cool the intake charger air more effectively, which would help manage the high EGTs. Although the vehicle was already equipped with a high-performance intercooler, the solution ultimately chosen was to enhance the turbocharging system. By adding a second turbocharger, specifically a 26 cubic cm HT3B, the engine benefits from improved airflow and more efficient operation. This not only helped reduce the EGTs but also provided a more reliable and consistent power output for towing.

 

What modifications were made to the cylinder walls and timing settings in the truck project?

In the truck project, several modifications were made to optimize performance. Firstly, the cylinder walls were adjusted to accommodate new head studs. This adjustment required the removal of the casting line atop the valve covers. As for the timing settings, they were configured to 16.5 degrees. This setting was chosen to achieve a moderate advance, based on past successful configurations done approximately five years ago.

 

How did the author modify the fuel system for long-distance travel?

To modify the fuel system for long-distance travel, the author explored the idea of using both fuel tanks simultaneously. They recognized that the existing setup needed enhancement to handle the increased fuel throughput. The plan involved integrating two six-way Polack valves in parallel, as the 5/16 line size of each valve was insufficient to handle the volume when both tanks were active. This setup would improve the efficiency of the fuel flow through the system without causing a backup into the pump. Alternatively, they considered using a minimum of a 3/8 fuel line if opting for a single-valve configuration, which would still accommodate the pump’s capacity without disruption.

 

What were the challenges in sourcing and upgrading the truck’s axles?

Challenges in Sourcing and Upgrading the Truck’s Axles

Transforming an old truck into a robust machine comes with its fair share of hurdles, especially when diving into axle upgrades. Let’s explore some of the key challenges encountered during this intricate process:

Uncovering Hidden Issues

Initially, the truck appeared to be in decent shape aside from a few cosmetic blemishes. However, once the cab and other body panels were removed, underlying problems came to light. The chassis, although structurally sound, revealed several aged components. These issues included rotted cab mounts, damaged shocks, worn-out springs, and a multitude of leaks. Each element demanded careful inspection, categorizing them as serviceable, needing rebuilding, or requiring complete replacement.

Expanding the Scope of Work

The decision to upgrade the driveline led to a cascade of additional tasks. What started as a simple swap quickly transformed into a comprehensive restoration project. The extensive wear and tear on various truck parts pushed the boundaries of a straightforward upgrade, highlighting the need for a meticulous approach to ensure durability and performance.

Taking a Holistic Approach

As the restoration progressed, it became clear that a methodical strategy was needed. This involved stripping the truck down to its bare frame for a thorough repaint and reassembly. Each component was evaluated on its condition: those meeting the standards were reinstalled, while others required rebuilding or replacing. This rigorous process ensured that every part was up to the demand of future use.

Overcoming Personal Resistance

A particular challenge stemmed from personal hesitation about the scale of improvements. Initially reluctant to repaint and perform extensive bodywork, external advice planted a seed of consideration. Although outward appearances suggested minimal upgrades were necessary, deeper mechanical issues necessitated a comprehensive overhaul. It was a pivotal moment in realizing that the investment in time and resources was essential for a reliable, durable vehicle.

Final Thoughts

Navigating the complexities of axle upgrades and overall truck restoration brought unforeseen challenges, each teaching valuable lessons. From hidden mechanical flaws to expanding project scopes, every obstacle transformed the endeavor into a worthwhile venture, far exceeding the original vision of a daily driver.

 

How did the decision to repaint the truck affect the project timeline?

The decision to repaint the truck had a significant impact on the project’s timeline. Initially, when the paint crack surfaced in January, it sparked a wave of frustration and even fleeting thoughts of selling the truck. However, it wasn’t until May that a resolution was proposed: a complete repaint of the truck’s exterior. This suggested solution required an immense amount of time and effort to come to terms with, ultimately delaying further progress.

The sense of enthusiasm originally fueling the project was dampened by the prospect of stripping the truck to its base. It took until September—a lengthy 4-5 month contemplation period—to make a firm decision on how to proceed with the repaint. This delay reshaped the project’s timeline, pausing advancement as the various components, such as mirrors and wiring, had to be removed and the body prepared for its new coat. The choice to keep the body on the frame for practical reasons streamlined transportation and component management, making further disassembly unnecessary.

 

How did the installation of larger radiators and intercoolers affect the vehicle’s cooling system?

Upgrading the vehicle’s cooling system by installing larger radiators and intercoolers significantly improved its thermal management capabilities. Initially, the engine’s power output was increased to around 350 horsepower, which led to inadequate cooling during demanding conditions, such as towing uphill. This became evident as the vehicle nearly overheated at a previous 250 horsepower.

To address these cooling challenges, a decision was made to install a radiator and intercooler setup from a later vehicle generation, which are approximately 70% larger than the original components. This upgrade required accommodating a wider design which, although more substantial, was necessary to effectively dissipate the additional heat generated by the enhanced engine performance. Consequently, the larger capacity of the new radiator and intercooler improved heat exchange efficiency, ensuring the engine operates within safe temperature ranges even when under heavy load.

 

How were new door and window seals installed, and what was involved in wiring the dash?

Installing New Door and Window Seals

The process of installing new door and window seals begins with removing the old, worn-out seals from the vehicle. This involves carefully prying them off to avoid damaging the surrounding materials. Once removed, the area must be thoroughly cleaned to ensure no residue or debris impairs the new seal’s adhesion.

Next, the new seals are positioned carefully. It’s crucial to align them perfectly to ensure a snug fit, which will prevent leaks and reduce noise. Secure the seals using a recommended adhesive, pressing firmly to ensure they sit flush with the doors and windows.

Regularly check their alignment and make necessary adjustments to address any areas that don’t sit correctly, as this will maintain maximum efficiency and longevity.

Wiring and Installing the Dash

Rewiring the dash is a meticulous task that starts with removing the dash entirely, allowing full access to the wiring harnesses. Begin by labeling or diagramming the existing connections, ensuring that you can easily reconnect them later.

With the dash removed, route the new wiring harness through the intended paths. This typically involves securing wires with clips and ties to prevent movement and chafing, which could lead to future electrical issues.

Upon completion of wiring, reinstall the dash, taking care to connect each wire to its designated terminal. It’s essential to double-check all connections to ensure functionality and safety. Finally, the entire assembly, including vents and any trim pieces, is reattached. Each component should be fitted precisely to enhance the vehicle’s aesthetics and functionality.

This thorough approach ensures the vehicle remains in optimal working condition, ready for the road.

 

How does the author reflect on the time and resources invested in the truck restoration?

The author expresses a deep personal connection to the truck restoration project, highlighting it as a passion-driven endeavor rather than one guided by practicality. They humorously suggest that the project’s complexity and the resources involved are best left unquantified until completion. This approach avoids potential discouragement, indicating an awareness of the substantial time and financial investment. Rather than focusing on these aspects, the emphasis is on the satisfaction and enjoyment derived from the experience, despite the challenges it presents.

 

What challenges were faced during the removal of the casting line in the valve covers?

Challenges in Removing the Casting Line from Valve Covers

When it came to removing the casting line in the valve covers, several challenges presented themselves. A primary issue was the interference caused by the head studs. These head studs were positioned in such a way that they obstructed access, making the casting line removal a more intricate task.

Furthermore, precision was key. The removal process required careful attention to avoid damaging the valve covers themselves. This delicate operation necessitated the use of specialized tools and techniques to ensure the integrity of the remaining structure.

Additionally, time constraints added pressure to the task at hand. With multiple components to consider, aligning the removal process with overall engine assembly timelines complicated the effort.

In essence, the task was not just about eliminating a casting line, but also maintaining engine performance and reliability throughout the process.

 

What are the unique features and modifications of the 1993 W350 Crew Cab truck?

Unique Features and Modifications of the 1993 W350 Crew Cab Truck

The 1993 W350 Crew Cab truck stands out for several reasons, thanks to a series of unique modifications. Below, we cover its distinctive features:

1. Rare Combination of Elements

• Crew Cab Design:Crew cabs weren’t factory options after 1985, making this aspect especially unique.
• Diesel Engine:It houses a diesel engine, which first became available in a certain truck line during the 1989 model year.

2. Conversion Process

• Hybrid Construction:The truck combines elements from different models, specifically a 1993 diesel driveline matched to a 1980 dually chassis.
• Custom Fabrication:This involved swapping major components such as cross members, interior elements, and doors onto the new framework.

3. Technical Specifications

• 4×4 Capability:The truck boasts four-wheel drive, enhancing its off-road potential.
• Enhanced Features:Includes the full suite of diesel-specific items like dash wiring tailored for optimal performance.

4. Limited Edition

• Exclusive Production:Only about 20-25 of these trucks were produced by a specific shop, making it a rare find.

This careful assembly process resulted in a truck that blends the best features from different eras, achieving a configuration not available directly from manufacturers.

 

What is the history of the 1993 W350 Crew Cab truck restoration project?

The Journey of Restoring the 1993 W350 Crew Cab

The restoration of the 1993 W350 Crew Cab is a story of passion, discovery, and transformation. This project began when a fervent Dodge enthusiast, fascinated with Cummins engines, set out to create the ultimate first-generation truck.

Early Beginnings

The owner’s interest in automobiles dates back to childhood, spurred by a farm upbringing and a keen curiosity about internal combustion engines. The journey into Cummins territory commenced in 2003, driven by the need for a reliable first vehicle—a pickup truck fitting for farm life. A 1990 W250 Cummins Ram was acquired, despite initial skepticism, primarily because it was simple, robust, and a perfect companion for a young driver.

The Search for Perfection

Dissatisfaction with the W250 sparked a desire for a vehicle with specific characteristics: a crew cab, dual rear wheels, manual transmission, and Cummins power. A unique find in British Columbia—a truck that seemingly defied factory offerings—proved to be the ideal starting point. This vehicle married a 1993 Cummins engine with a 1980s crew cab, hinting at a conversion history done meticulously by a specialist shop in Alberta.

The Restoration Journey

Upon acquiring the truck, it immediately became a daily driver while simultaneously revealing several mechanical issues, primarily with the transmission and engine, both of which were on the brink of failure. This marked the beginning of a long and evolving restoration plan.

The journey began with addressing functional problems—locating and restoring a new transmission and upgrading engine components for better performance. However, what started as simple fixes unveiled the truck’s extensive wear and the limitations of its components, such as the rear axle.

A Full-scale Rebuild

The project gradually grew in scope. The frame and body were stripped down, revealing deeper issues that necessitated a complete overhaul. The restoration was not just about fixing the truck, but enhancing it—upgrading the suspension to air ride for smoother weight handling, and swapping in stronger drivelines and axles to support increased horsepower ambitions.

Progress and Challenges

Every component was thoroughly inspected, repaired, or replaced. Sandblasting the frame and powder-coating parts ensured long-lasting durability against environmental factors. The meticulous rebuild focused on both function and aesthetics, with body parts media blasted and painted, and the interior upgraded for comfort and soundproofing.

The Vision Realized

The undertaking, though long and arduous, resulted in a roadworthy masterpiece. The 1993 W350 Crew Cabrestoration stands not only as a testament to one man’s dedication and love for trucks but also as an inspiration for others in the automotive restoration community. It’s proof that attention to detail and a willingness to take on significant challenges can turn a vision into reality.

This restoration project isn’t merely about reviving an old truck. It represents a personal journey of learning, overcoming obstacles, and achieving the extraordinary with passion and perseverance.

 

What decisions led to upgrading the transmission to a NV5600 6-speed?

Exploring the Journey to a Transmission Upgrade

The decision to upgrade the truck’s transmission to a NV5600 6-speed stemmed from a combination of in-depth research, expert advice, and personal preferences. Initially, a rebuilt G360 was considered, alongside sourcing PW and PDL motors. However, the upgrade journey took a turn after consultations with an experienced family member, who is also a class 8 mechanic.

Key Factors Influencing the Transmission Choice

1. Expert Guidance: A pivotal conversation with the family mechanic, who owned a factory-ordered 1989 W250, highlighted the limitations of the G360 for towing and long-distance reliability. This expert guidance laid the foundation for further exploration.
2. Research Insights: Hours of meticulous research followed the initial discussion. The analysis unveiled that while the Getrag offered decent performance, it might not withstand the demands of heavy-duty hauling and towing. This discovery was crucial in steering the decision towards seeking a more robust solution.
3. Performance Preferences: The owner’s passion for horsepower and perfectionism played a significant role. The need for superior towing power aligned with the pursuit of enhanced performance capabilities, driving the search for a transmission better suited for these requirements.
4. Evaluating Options: After a few weeks of detailed research, the NV5600 6-speed was identified as a superior alternative. Originating from models built between 1999 and 2005, this transmission promised enhanced durability and functionality, meeting the criteria necessary for the truck’s intended use.

Conclusion

The transition to a NV5600 6-speed was not a spontaneous decision but rather a well-considered choice. Through leveraging expert advice, extensive research, and a clear understanding of performance needs, the decision was made to opt for a transmission that ensured reliability and power for heavy-duty tasks.

 

How did the author discover and acquire the 1993 W350 Crew Cab truck?

On a Saturday morning, the author decided to reach out to a dealership in Campbell River, BC, piqued by their potential new purchase—a 1993 W350 Crew Cab truck. After an engaging exchange filled with inquiries and discussions, they concluded the transaction by sending the necessary funds to secure ownership of the truck.

Initially intended to replace their snow plow vehicle, this new acquisition promised to serve as the author’s daily ride. While the truck’s history wasn’t crystal clear, the author pieced together its past adventures through various receipts found tucked away in the glove compartment. These documents revealed that the truck had traversed provinces like Alberta and British Columbia and even embarked on a journey up to Alaska. It’s believed that the vehicle might have played a role at a fishing camp or something similar during its earlier years.

 

What role does the Horton Fan Clutch play in engine cooling, and how is it installed?

Understanding the Horton Fan Clutch’s Role in Engine Cooling

The Horton fan clutch is a pivotal component in managing engine temperature, specifically designed for use in semi trucks. It utilizes magnetic engagement to enhance its functionality, allowing drivers to control the clutch directly from the cab. This control feature becomes instrumental when preparing engines for demanding tasks, such as tackling steep grades, by enabling a pre-cooling process.

Key Functions:

• Efficient Cooling Management: By engaging or disengaging the fan, the clutch helps maintain optimal engine temperatures, preventing overheating during challenging conditions.
• Driver-Controlled Engagement: The ability to operate the fan clutch from inside the cab offers convenience and precise temperature regulation tailored to immediate driving needs.

Installation Process

Installing the Horton fan clutch requires some preparatory steps to ensure a smooth setup. Here are the main points to consider:

1. Removal of Obstructions: First, any components like fenders that obstruct access to the engine may need to be removed. This provides a clear working area and facilitates easier installation.
2. Mounting: Once the workspace is clear, the fan clutch is mounted onto the engine, aligning it with the existing fan mechanism.
3. Connections and Calibration: Connect the control wiring from the clutch to the cab controls, ensuring all magnetic engagement functions are calibrated according to the vehicle’s specifications.

By understanding and integrating these steps, the Horton fan clutch can be effectively installed to offer enhanced engine cooling and control, suited for varying driving demands.

 

What was the author’s first experience with a Dodge Cummins truck?

The author’s first encounter with a Dodge Cummins truck traces back to the early 2000s, thanks to a suggestion from his father. Growing up on a farm and frequently borrowing his dad’s vehicles, the author felt it was finally time to have his own set of wheels. The discussion about which vehicle to choose became vibrant with options, all centered on Dodge trucks—ranging from Dakota R/Ts to the unique Indy Edition Rams.

However, the journey took a definitive turn when his father suggested a particular model, a 1990 W250 CumminsRam equipped with a snow plow. This truck wasn’t just any vehicle; it was a robust, diesel-powered, and easy-to-maintain 4×4. This initial purchase, strongly encouraged by his father, marked the beginning of the author’s deep-seated relationship with the Cummins trucks. Through this vehicle, the author embarked on a path filled with fascination and enduring interest in diesel-powered pickups, particularly those from Dodge’s stable.

 

How did the author’s interest in Dodge trucks and Cummins engines begin?

The author’s fascination with Dodge trucks and Cummins engines kicked off in 2003 when the time came to purchase their first vehicle. Growing up on a farm, they instinctively leaned towards picking a pickup truck, an idea that was fully supported by their father. As discussions flowed about various Dodge models like the Dakota R/T and the SST Rams, their father pointed them towards a 1990 model with a Cummins engine. It was a sturdy 4×4 snowplow truck that was straightforward to maintain, and this practical choice sparked what would become a long-term interest in Dodge trucks and Cummins engines.

 

What was the process of restoring and modifying the drivetrain of the truck?

Under the classic sheet metal, the original 5.9L Cummins diesel is alive and kicking. With roughly 350,000 miles on the odometer, this first-gen 5.9L is just getting broken in. Most of the miles on this truck were logged by the Begleyfamily, so it has seen its fair share of family memories, backcountry adventures, and daily commutes.

Begley kept the Cummins relatively stock, featuring the stock Bosch VE44 rotary injection pump and Holset turbo. However, beneath this seemingly modest exterior, a meticulous restoration and modification process was undertaken that transformed this truck into a powerhouse.

Restoration Journey

The journey began with a thorough assessment of the truck’s condition. The chassis, although initially appearing solid, revealed its age with signs of wear and high mileage. To address this, the frame was stripped down and sandblasted, revealing areas that needed reinforcement. Support plates were welded into the frame, ensuring structural integrity for future enhancements.

Suspension Overhaul

Begley faced a common challenge: the rear end of the truck squatting under heavy loads. After extensive research, it was decided to implement a semi-truck style airbag suspension system. This upgrade provided the flexibility of a smooth ride without compromising load capacity. The front retained a few leaf springs for axle retention, while airbags handled the weight distribution.

Drivetrain Innovation

Power is sent back through the Getrag 5-speed manual transmission to the NP205 transfer case. JE Reel driveshafts transfer power to the front kingpin Dana 60 and rear Dana 70, both fitted with 4.11 gears and Nitro X-treme diff covers. This setup ensures optimal power distribution and handling.

To enhance performance further, a Gear Vendors system was installed, effectively transforming the truck’s transmission capabilities into a 24-speed setup. This innovation was crucial for heavy towing and long-haul journeys, aligning with Begley’s vision for the truck.

Fuel System and Exhaust

The fuel system underwent a significant upgrade with the addition of a custom 95 GPH FASS fuel pump and lines, ensuring efficient fuel delivery. A secondary fuel tank was integrated, using a Ramcharger SUV tank mounted where the spare tire would typically reside. This modification allowed for extended travel without frequent refueling stops.

Exhaust comes from RBP with a modified 4-inch side exiting system that dumps just in front of the passenger rear tire. This custom exhaust setup not only enhances performance but also adds to the truck’s unique character.

Final Touches

Chris Begley has outdone himself with this build. This super clean crew cab Cummins has tons of cool factor and room for the whole family. The culmination of thoughtful restoration and strategic modifications makes this truck a testament to craftsmanship and ingenuity. We dig the Lobster Wagon.

 

What were the final stages and components involved in the truck’s restoration?

RAISING THE BAR

The stock leaf springs served this truck well over the years, but with plans for 37s Begley needed extra altitude. Front and rear BDS 5-inch leaf springs were installed along with custom built shackles to net a total of 6 inches of lift. Up front, a pair of shock hoops were built from 4130 tubing to mount a set of FOX 2.5 triple bypass shocks. In the rear, a pair of FOX 2.0 IFP shocks were added to help control the rear suspension. For steering, Begley upgraded to Off Road Design’s crossover steering kit to improve steering angles and strength. With the suspension complete, a set of 37×12.50 Nitto Terra Grappler G2 tires were fitted, mounted up on 20×10 KMC XD Rockstar III wheels. The setup is comfortable for Begley to drive around town and reliable for any on or off-road trips he takes with the family.

FIRST GEN FIVE NINE

Under the classic sheet metal, the original 5.9L Cummins diesel is alive and kicking. With roughly 350,000 miles on the odometer, this first-gen 5.9L is just getting broken in. Most of the miles on this truck were logged by the Begleyfamily, so it has seen its fair share of family memories, backcountry adventures, and daily commutes. Begley kept the Cummins relatively stock. The 6BT has the stock Bosch VE44 rotary injection pump and Holset turbo. Begleybuilt his own killer dowel pin (KDP) kit to help keep from having any issues down the road with the 12V Cummins. Exhaust comes from RBP with a modified 4-inch side exiting system that dumps just in front of the passenger rear tire. Power is sent back through the Getrag 5-speed manual transmission to the NP205 transfer case. JE Reel driveshafts transfer power to the front kingpin Dana 60 and rear Dana 70. Both axles were fitted with 4.11 gears and Nitro X-treme diff covers. Chris Begley has outdone himself with this build. This super clean crew cab Cummins has tons of cool factor and room for the whole family. We dig the Lobster Wagon. DW

FINAL TOUCHES AND INNOVATIONS

In the final stages of restoration, meticulous attention was given to both function and aesthetics. The fuel system underwent significant enhancements, with tanks cleaned and painted to ensure reliability on long trips. A secondary tank was added, cleverly utilizing space where the spare tire would typically reside, thereby conserving valuable bed space.

Engine and transmission work were crucial in this phase. Begley opted for a straightforward installation by bolting the engine and tranny together before dropping them into the frame, a task requiring a tractor, two engine cranes, and a dedicated team. Although the engine remained mostly stock, select upgrades, like the Banks twin ram intake, were incorporated to boost performance.

The paintwork was an extensive process. After multiple trips to the paint shop and over a year of effort, the truck finally sported a new coat, though challenges like color mismatched doors and fenders arose, requiring additional attention.

The interior received a thorough makeover, starting with the installation of the steering column and sound deadeners to minimize noise. Wiring for the radio, gauges, and toggle switches was intricately laid out, ensuring all accessories were seamlessly integrated.

Performance was not forgotten. To achieve a new horsepower target, Begley implemented a series of engine upgrades, including DDP stage 2 injectors and 60 PSI valve springs. These modifications were complemented by a Cometic head gasket and ARP head studs to bolster engine integrity.

All these elements combined to create a truck that not only delivers on power and reliability but also stands as a testament to Begley’s dedication and craftsmanship. This blend of innovation and respect for the original makes this restoration truly remarkable.

 

What performance upgrades were made to the engine?

Performance enhancements included upgrading to DDP stage 2 injectors, a Banks twin ram intake, and several other components to increase the engine’s horsepower from the factory setting, aiming for 350 HP. A Cometic head gasket and ARP head studs were added for reliability.

 

How was the interior of the truck assembled?

The interior assembly began with installing the steering column and cutting necessary holes in the floor. Sound deadening materials were applied to minimize noise, followed by wiring for the radio, gauges, and accessory switches.

 

What challenges were faced during the painting process?

The painting process encountered delays and color matching issues. After a year-long painting job, mismatched colors on the doors and fenders required additional repainting to ensure consistency.

 

What modifications were made to the fuel system?

The fuel system underwent notable changes, including cleaning and painting of the fuel tanks and adding a secondary tank for extended travel. A tank from a Ramcharger SUV was adapted to fit, necessitating new cross members and straps. A switch in the cab was installed to transfer fuel between tanks.

 

How were the engine and transmission installed?

The engine and transmission were bolted together before installation to facilitate the process. This required a tractor, two engine cranes, and several people to guide the nearly 1,700-pound assembly into the frame.

 

What steps were involved in the reassembly and installation of the truck’s components?

Dodge never offered a 1st gen crew cab Cummins truck; the crew cabs were phased out in 1985 and the 5.9L Cummins wasn’t introduced until 1989. While there were a few ways to go about the conversion, being a fabricator, Begley wanted to use the best parts from both trucks. After stripping both down to rolling chassis, careful measurements were taken and the frames were cut. The front chassis belonged to his 1990 to utilize the 5.9L Cummins and 4wd. The rear came from the 1984, using the longer frame section to accommodate the crew cab and long bed. The two frames were overlapped and welded inside and out before being boxed in for extra rigidity. With the crew cab fitted and the bed reinstalled, the next step was cleaning up the body panels that had been plagued with waves and ripples throughout the sheet metal. With the help of Shawn Hengstebeck, the body panels were straightened out and prepped for paint.

Once the structural modifications were complete, the focus shifted to reassembling and installing the truck’s components. The engine and transmission were first in line. For ease of installation, the engine and transmission were bolted together and carefully lowered into the frame. This task proved challenging, requiring a tractor, two engine cranes, and a team to guide the hefty 1700 lbs combo into place.

Engine and Transmission

• Engine: Maintained at the factory 180 HP level with a few enhancements, like a twin ram intake and upgraded exhaust manifold.
• Transmission: A custom mount was crafted to fit a 2004 transmission to a 1993 cross member.

Fuel System Modifications

Fuel tanks were cleaned and painted, with a secondary tank added to extend travel range without frequent fuel stops. A Ramcharger SUV tank was chosen for its compatibility with the existing frame structure. The installation necessitated new cross members and straps, along with a new pump activated by a switch in the cab to transfer fuel between tanks. Dual live gauges were installed to monitor fuel levels, ensuring no overflow occurred.

Interior Assembly and Finishing Touches

The interior assembly commenced with the steering column installation, followed by:

1. Floor Modifications: Cutting and sealing the shifter hole.
2. Heater Core Box: Installed to ensure comfort and functionality.
3. Sound Deadening: Two layers were applied to key areas to minimize noise and enhance cabin comfort.
4. Wiring: Laid out for the radio, gauges, and accessory toggle switches.

After numerous trips and over a year at the paint shop, the truck body and box were finally ready. The assembly continued with fitting the cab and checking component alignments. The exhaust system was meticulously measured and fitted, requiring a trip to a specialist for precision.

Despite the paint shop’s efforts, color mismatches surfaced during the installation of the doors and fenders, necessitating additional paintwork. Once these hurdles were addressed, the truck returned home for the final assembly of the interior and under-hood components. The remaining body parts followed suit after the repaint, bringing the project closer to completion.

 

How did the author address the engine power limitations and performance improvements?

Under the classic sheet metal, the original 5.9L Cummins diesel is alive and kicking. With roughly 350,000 miles on the odometer, this first-gen 5.9L is just getting broken in. Most of the miles on this truck were logged by the Begleyfamily, so it has seen its fair share of family memories, backcountry adventures, and daily commutes. Begley kept the Cummins relatively stock, with the 6BT featuring the stock Bosch VE44 rotary injection pump and Holset turbo.

However, understanding the limitations of the Bosch VE injection pump for high-end power, Chris Begleyconsidered potential upgrades. Instead of simply replacing the injection pump, he explored a motor swap which offered a more comprehensive solution for performance improvement. This decision was driven by the need for a system that worked seamlessly together, ultimately opting for a newer engine that balanced cost and power efficiency.

To prepare for the increased power demands, Begley built his own killer dowel pin (KDP) kit to preempt any issues with the 12V Cummins. Exhaust enhancements came from a modified 4-inch side-exiting system by RBP that dumps just in front of the passenger rear tire, ensuring better flow and sound quality.

Power is sent back through the Getrag 5-speed manual transmission to the NP205 transfer case. JE Reel driveshafts transfer power to the front kingpin Dana 60 and rear Dana 70. Recognizing the need for a more robust rear axle to handle potential torque increases, Begley contemplated upgrading to a Dana 80, similar to the author in Their article, who addressed rear axle limitations by opting for a heavy-duty unit.

Both axles in Begley’s build were fitted with 4.11 gears and Nitro X-treme diff covers, ensuring durability and efficient power delivery. Chris Begley has outdone himself with this build. This super clean crew cab Cummins has tons of cool factor and room for the whole family. We dig the Lobster Wagon.

 

How did the author plan to integrate these components into a cohesive system?

The components were selected to work together seamlessly, with the motor and axles forming a reliable foundation capable of meeting the performance goals. The approach was systematic, ensuring each part complemented the others for optimal functionality.

 

What was the reasoning behind each major component upgrade?

Each component was upgraded to enhance reliability and achieve the desired 200 HP range. The motor swap provided a more integrated power system, and the axle upgrades ensured the drivetrain could handle increased torque and power.

 

What modifications were made to the drivetrain to support increased power?

The rear axle was upgraded from a Dana 70 to a Dana 80 to handle higher torque. Additionally, a DRW hubbed Dana 60 front axle was chosen to ensure compatibility and maintain aesthetic consistency.

 

What specific engine was chosen for the swap, and why?

A 1997 12V CPL 2174 Cummins motor with only 10,000 miles was selected. Despite having a pump from an automatic, the low mileage made it an attractive option.

 

What specific engine limitations were identified, and how were they addressed?

The original engine was limited in top-end power due to the Bosch VE injection pump. To address this, a complete engine swap was considered more effective than just upgrading the pump, as it offered a cohesive system without a significant cost difference.

 

What customizations were made to the vehicle’s dash and instrument cluster?

Inside, the interior was kept clean and simple. With roll-up windows and a manual transmission, this truck is full of old school cool factor without all the late-model fluff. The front and rear benches were reupholstered in black to match the fresh black paint on the dash and door panels. A layer of Dynomat coats the floorboards underneath the new black carpeting to finish off the interior for a factory showroom new look.

Custom Dash and Instrumentation

The customization journey didn’t stop with the upholstery. The factory dash underwent a significant transformation to accommodate the new instrumentation setup. Originally starting with a solid square of aluminum, the dash was meticulously crafted to house a new set of gauges that replaced the factory fuel level, oil pressure, and coolant indicators.

• Instrumentation Overhaul: The dash now features custom-fitted gauges, including a 5” tachometer, complete with LED blinkers and warning lights, offering precise monitoring and a modern touch.
• Integrated Wiring: Recognizing the importance of seamless integration, the wiring for these new components was expertly run behind the door panels and the dash itself.

This attention to detail ensures that while the truck maintains its classic charm, it benefits from the precision and reliability of a custom-built instrument cluster, blending the best of both worlds.

 

How do the dash customizations relate to other vehicle modifications?

The customization required running wiring for the mirrors behind the door panels and the dash, showing integration with other vehicle modifications.

 

Was there any custom fabrication involved?

Yes, a custom dash was crafted starting with a solid piece of aluminum, indicating extensive fabrication work.

 

What additional components were integrated into the dash?

LED blinkers and warning lights were integrated into the custom dash.

 

What materials were used in the customization?

The custom dash was fabricated from a solid block of aluminum.

 

What specific gauges were replaced or added?

The factory gauges for fuel level, oil pressure, and coolant were replaced with Autometer Phantom series gauges, and a custom-made 5” tachometer from the same series was added.

 

What was the process and rationale for repainting the truck during restoration?

When embarking on the restoration of this classic truck, the initial plan was merely to address the driveline. However, as the project unfolded, it became clear that a more comprehensive approach was necessary. The decision to repaint wasn’t immediate but was influenced by the discovery of underlying issues. As body panels were removed, it became evident that the chassis needed attention. This revelation led to a complete disassembly, revealing rust and wear that demanded a thorough restoration.

With the driveline and chassis in better shape, it was logical to consider the aesthetic appeal of the truck. For primer and paint, Begley turned to Matt Hutcheson Design to lay down the Lobster Red color, a factory Mopar option on the late-model Jeeps. The chrome bumpers, grille, mirrors, and trim were refinished in gloss black. This choice not only enhanced the truck’s visual appeal but also aligned with the overall transformation from a daily driver to a restored classic.

Inside, the interior was kept clean and simple. With roll-up windows and a manual transmission, this truck is full of old-school cool factor without all the late-model fluff. The front and rear benches were reupholstered in black to match the fresh black paint on the dash and door panels. This cohesive design approach complemented the meticulous mechanical and cosmetic restoration efforts, ensuring that the truck wasn’t just functionally sound but visually striking as well.

The journey from resisting a repaint to embracing it as a pivotal part of the restoration underscores the evolution of the project. What began as a simple repair turned into an opportunity to breathe new life into a beloved vehicle, ultimately creating a blend of classic charm and modern aesthetics.

 

What initial issues and challenges did the author face with the truck?

First problem: The truck was a single cab, so hauling his family of five around would be a tight squeeze on the factory bench. Begley started out hunting the local online trading posts for a Ramcharger body in decent shape before coming across a crew cab ’84 Dodge Ram dually 2wd pickup that was being parted out. $500 later, he had the cab and chassis in tow back to his shop where they got to work turning it into a custom crew cab Cummins capable of all his day-to-day needs.

But the challenges didn’t stop there. As Begley dove deeper into the project, he uncovered a series of mechanical issues that needed immediate attention:

• Transmission Troubles:The transmission was fried, posing a significant obstacle to getting the truck road-ready.
• Lock and Window Woes:Missing lock actuators left the door locks non-functional, and the power windows refused to budge due to seized regulators.
• Oil Leaks:Several pesky oil leaks added to the list of repairs, necessitating a thorough inspection.
• Rear-End Riddle:The rear end had dually adapters bolted to a single rear wheel axle. These adapters weren’t torqued properly, leading to damage and wobble issues.
• Gutless Motor:The engine’s lackluster performance was another headache. It struggled to reach 90 MPH, and a closer inspection revealed the odometer discrepancy—a salvage yard speedometer misled the true mileage, indicating extensive wear.

Each problem added layers of complexity to the build, transforming a simple upgrade into a comprehensive overhaul. Begley’s journey with the truck was not just about expanding space; it was about breathing new life into a vehicle riddled with challenges, all while crafting a reliable ride for his growing family.

 

What seating arrangements were considered and tested for the vehicle?

First problem: The truck was a single cab, so hauling his family of five around would be a tight squeeze on the factory bench. Begley started out hunting the local online trading posts for a Ramcharger body in decent shape before coming across a crew cab ’84 Dodge Ram dually 2wd pickup that was being parted out.

Over the last few years, he pondered various seating arrangements to solve the space issue. Initially, he considered sticking with the original two bench seats but soon opted for front bucket seats with a rear bench to maximize comfort.

The next experiment was a set of four bucket seats salvaged from a Ramcharger, aiming to provide individual seating for each family member. However, fitting these was a challenge, leading him to try a set of SRT Ram seats, which unfortunately did not fit.

His quest led him to a 2008 Charger SRT, a vehicle that had been totaled with just 2,000 miles on it. This seemed promising, yet the rear bench proved too narrow for his truck’s dimensions.

Not one to give up, Begley sourced a second set of front buckets from a wrecked Magnum SRT, a local find that promised a better fit. This journey through various seating possibilities reflected his commitment to finding the perfect solution for his family’s needs.

 

Where were the seats sourced from?

The seats were acquired from various sources, including a 2008 Charger SRT that had been totaled with low mileage, as well as a local wrecked Magnum SRT.

 

How were solutions found for these challenges?

A second set of front bucket seats was sourced locally from a wrecked Magnum SRT, providing a viable alternative to the ill-fitting options.

 

What challenges were encountered with the seating options?

The selected SRT Ram seats did not fit the vehicle, and the rear bench from the Charger SRT turned out to be too narrow for the truck’s rear section.

 

What specific seating configurations were considered?

Several configurations were explored, starting with the original bench seats. Alternatives included front bucket seats with a rear bench, four bucket seats from a Ramcharger, and seats from a 2008 Charger SRT.

---