Within the pursuit of piecing together the perfect everyday driver, many of us allow the end goal to manage the course of the build. We all get so caught up in the last horsepower number that we neglect to understand how well the truck works after incremental yet completely required mods have been made. Not so with regard to Jake Bosie and his ’12 Ram memory 2500. In the midst of making the necessary foundational upgrades that would help his fourth-gen support 700-750 hp, he required stock of the setup he’d currently come up with: a dyno -proven 576hp, 1, 166 lb-ft everyday car owner. Though not perfect, so far it is gotten him to work, towed anything at all he’s asked it to, and also played on the street. Most impressive, throughout the past three years the factory 68RFE hasn’t skipped a beat.
The first thing you notice under the hood associated with Jake Bosie’s ’12 Ram is the fact the stock Holset HE351VE continues to be replaced. Thanks to Fleece Performance Engineering’s second-gen turbo swap kit as well as the 6. 7L Cummins’ ability to spool an S400 with ease, the decision to operate an S467 was a no-brainer. In house, the Cummins sports the same internals it left the factory along with 112, 000 miles ago.
100-PERCENT STOCK CUMMINS—FOR AT THIS POINT
To date, the 112, 000-mile 6. 7L Cummins hasn’t already been touched other than a quick running um f the valves. And even though Mike knows the four-digit torque quantity the truck is making as well as the 40 -plus psi of increase he’s cramming into the engine can eventually yield a blown mind gasket, he doesn’t lose rest at night over it. Should the head seal go while he’s still rolling up the funds and parts which will complete his 750hp recipe, your head will be pulled, cut for fire-rings, and cinched back down with ARP studs.
In the middle of the Fleece second-gen turbo program sits a BorgWarner S400. Furnished with a 5-inch (od) compressor casing inlet to accommodate the Fleece 5-inch ManTake intake system, it comes with a cast compressor wheel with a 67. 7mm inducer. The popular 74/83mm generator wheel is employed on the exhaust aspect, which makes use of a spoolfriendly. ninety A/R housing. By starting with the charger that supports as much as 750-rwhp right out of the gate, Jake rescued himself the trouble of having to improve turbos later on.
SECOND-GEN TURBO SWAP
Starting with a bigger turbo rather than an injector plus CP3 upgrade, Jake ditched the particular factory Holset HE351VE variable angles charger for an unit that provided more flow and improved dependability. This meant a fixed geometry device in the form of a BorgWarner S400 had been on the table. To make it happen, Jake set up Fleece Overall performance Engineering ’s second-gen equipment kit and sourced an S467 through Fleece as well. The BorgWarner uses an 83mm turbine steering wheel, a spool-friendly. 90 A/R wear out housing, and mounts courtesy of the T4 divided flange Steed Speed exhaust manifold.
Opting for Steed Speed’s single item, T4 divided flange, second-gen design exhaust manifold, the S467 can be centrally located within the manifold’s exhaust flow. This offers equal exhaust movement to the turbine wheel, which means you can operate a significantly larger turbo without paying a problem in spool up. A budget-minded build, you can also spot the fact that the particular factory head bolts are still in position here.
ELECTRONIC WEAR OUT BRAKE
Because Jake tows heavily on occasion and hauls a good in-bed camper all summer, halting power is important. Thankfully, he had been one of the first customers in line to receive Fleece jacket Performance Engineering’s innovative new exhaust braking system. The electronically actuated exhaust braking mechanism works in conjunction with a fixed geometry turbocharger, is plug-and-play as far as wiring is involved, and performs as effectively since the factory brake did. Thanks to this particular addition, Jake can take advantage of the additional 60 to 70 horsepower plus cooler EGT the S467 offers while still being able to bring every thing to a halt as quickly as he could once the truck was stock.
Mounted between the turbo’s wear out housing and the 4-inch stainless steel downpipe is the discharge pipe included with Fleece’s new electronic exhaust brake. Completely electronically controlled, the exhaust braking mechanism controls exhaust flow via a butterfly valve that’s operated by a heavy duty actuator with a brushless DC engine. There are no air lines, vacuum cleaner hoses, belts, or an surroundings pump—it’s plug-and-play and it performs (and sounds) exactly the same as the factory wear out brake provision did.
STOCK FUEL & GOOD FINE-TUNING
From the outset of including the Fleece second-gen turbo package and S400, Jake had programs to “just deal with” the particular truck’s pending turbo lag till the bigger injectors and stroker CP3 went in. What he did not count on was Motor Ops banging the tuning out of the park over the first try. Having spent period behind the wheel ourselves, we can honestly state the S467 spools extremely well, actually on stock fuel. When working the hottest file in the truck ’s arsenal, the S400’s responsiveness is almost comparable to the stock VGT. Exhaust system gas temps are better, as well, with the S467 cooling peak EGT down by more than 200 levels. Jake’s one fuel-related mod integrated the installation of Fleece’s Powerflo in-tank raise pump, which with its ability to assistance 800hp was added to aid their future horsepower goal.
You would never know it because of its lack of noise and getting concealed in the factory tank, yet Jake upgraded the truck’s raise pump, too. Instead of bolting about the most chassis-mounted systems along the frame train, he went with the PowerFlo in-tank lift pump from Fleece. Moving nearly 170-gph and rated to aid 800 hp, the PowerFlo may have no problem handling Jake’s future injector and CP3 upgrades.
68RFE SECRET SAUCE: TCM FINE-TUNING
Believe it or not, Jake’s Cummins continues to be sending just shy of six hundred hp and 1, 200 lb-ft through the stock 68RFE for a couple of yrs now. His secret? Allowing the particular minds at Motor Ops in order to infiltrate the transmission control component to optimize its shift factors, improve converter lockup, and increase line pressure. To be sure, a constructed ’68 is on Jake’s listing of things to do, but for now the mixture of good tuning and driving properly (no boos ted, four-wheel drive launches) has kept the factory automated in perfect working order.
Although tearing lower and beefing up the 68RFE can be next on Jake’s long list associated with future upgrades, the stock automated continues to handle its current one, 200 lb-ft workload in a hassle-free manner. Jake attributes the spot-on TCM tuning from Motor Operations with keeping his six-speed full of life this long. The transmission’s modified shift schedule yields optimized change points, shorter shifts, improved lockup events, and the increased line stress it sees offers much enhanced torque holding capacity.
THE NEXT STEP(S)
Though Mike still intends to press forwards with his 700-750hp build, the present components combination has made his ’12 extremely fun to drive. It spools fast, runs exceptionally clean, and can make respectable power. The next step, building the particular 68RFE, will be his largest expense—but it’s one that will afford your pet the ability to enjoy the additional 150hp this individual plans to make with the truck for a long time to come. Once a rock-solid six-speed is within place, it’ll be time to fire-ring the head and add head studs. After those insurance items are usually in place, Jake will throw a collection of 60-percent injectors and a stroker CP3 at the engine, along with a tuning revising. If you’re looking for the perfect blueprint designed for power for your 6. 7L Cummins project, this is the way to execute this.
In looking for the perfect wheel to set the pickup truck off, Jake settled on a group of polished 22×12- inch B02 Trax SS wheels from American Force . Their particular -40 offset and 4. 93-inch back-spacing offers the exact stance he or she was after. Four hybrid landscape, 33×12. 50 R22 Nitto Shape Grapplers offer plenty of bite along with low road noise.
Very little wear and tear exists in the truck’s now eight-year-old internal, with Jake treating his vehicle to frequent detail work, within and out. Attached to the A-pillar, an Advantage CTS2 monitor shows rail pressure, transmission temp, EGT, coolant temp, and any other important he needs to see.
Transmission re-calibrating is not the only tuning that’s been performed upon Jake’s fourth-gen. The 6. 7L’s ECM has been optimized through the use of EFI Live . Five on-the-fly tuning files take tap courtesy of this CSP5 change, with each calibration producing greater than sufficient spool up, great handling, and (of course) added energy. In conjunction with the S467, EFI Live is really a big reason why Jake was able to drive past the 520-rwhp that 6. 7L-powered Rams usually produce and create more than 570hp on the dyno.
As evidence of what good tuning can do, the particular truck’s EGT’s peak at one, 330 degrees on the hottest document. Also notice the cool, 152-degree transmitting temp, which has definitely helped the particular 68RFE live while harnessing greater than twice the factory power result.
The truck looks superb and is surely a contender one of the diesel truck community. Most of the adjustments are relatively hidden and assist preserve its subtlety as a road truck.
To keep the aforementioned Ridge Grapplers grown and the rear leaf springs through getting out of shape, a set of Flight Fabrications ’ traction bars quell axle cover. Coined its single tube grip bars, they’re constructed from 1 . 75-inch DOM tubing, mount to the body and rear AAM 1150 through ¼-inch thick laser-cut steel mounting brackets, and make use of forged steel (fully greaseable) Johnny Joint rod finishes.
PacBrake back air springs offer added balance and load leveling capability whenever Jake hooks to the trailer. A devoted outdoorsmen, their services are also valued when he drops the in-bed camper into place.