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.
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.
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.
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.
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.
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.
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.