2009 Dodge Ram 3500: Work And Play

1011Dp 2009 Dodge Ram 3500 Work And Play Front Driver Side Shot

Part of a diesel truck's promise is that even after extensive modifications have been performed, its durability won't be sacrificed. Performance doesn't come at the expense of altering drivability, or usability. This was reason enough for Josh Dellinger to turn his '09 Dodge 3500 Mega Cab into an 8,000-pound hot rod and never worry about whether or not he could tow 20,000 pounds every day of the week. As the manager of an equipment sales and rental center, it's often Josh's responsibility to get man lifts, underbridge platforms, industrial-sized air compressors, and other necessities to construction sites-sometimes even in the middle of the night. So you can bet Josh wanted the option of delivering equipment with his personal vehicle when those 3 a.m. phone calls come in.

The 6.7L Cummins was first treated to a round of deletions, including the diesel particulate filter, EGR cooler, and the EGR valve. Then the additions began. An air intake, 5-inch exhaust system, and a Smarty were added-which kept Josh happy for a little while. Then, the truck was taken to Fleece Performance Engineering for some serious upgrades.

An AirDog fuel system was bolted to the framerail, a set of Fleece Performance's 120hp injectors replaced the factory units, and ARP head studs were installed for ultimate head and block fastening. And because the stock CP3 was still being utilized, an MP-8 module from TS Performance was thrown into the mix to help maintain rail pressure under wide-open throttle. Then it was time to find the perfect turbo.

The Cummins 15.0L ISX engine found in Class 8 trucks features a Holset HE451 variable-geometry turbo (also with an exhaust brake function) that is quite a bit larger than the HE351 found on the 6.7L. Adding the HE451 turbo to Josh's truck was something new and unique, and straight from the minds of the folks at Fleece Performance. After all, if it can support the 565hp ISX engine's needs with ease, it would be a good fit for a modified 6.7L. Bolted to a second-generation exhaust manifold, it keeps the truck's spool-up time nonexistent, yet provides enough air to keep exhaust gas temperature and drive pressure manageable and led to a smoke-free truck on the street.

Once all the power-adders were bolted on, a dual-disc clutch from Haisley Machine was added to handle all the newfound horsepower. And with a quick trip over to Danville, Indiana, the truck put down 658 hp and 1,438 lb-ft on Danville Performance's dyno. However, as we've seen in the past with other high-powered common-rails, Josh soon destroyed the stock G56 six-speed manual transmission (grenading Fourth gear). Following the advice of his friends at Fleece, Josh immediately located an NV5600 and had it swapped into the truck. After a handful of sled pulls, hard workweeks, and plenty of hot-rodding around town, the NV5600 has been solid.

The simplicity of Josh's truck defies the trend toward twin turbo and twin CP3 setups on street trucks. It's virtually smokeless, runs cool, and makes more than 650 hp at the wheels. One of the best aspects of the truck is the fact that it spools instantly and still utilizes the factory exhaust brake function that makes the 6.7L so attractive to prospective truck owners. Think of it as a 658hp work truck. It can haul the mail, yank the sled, and tow any type of equipment to the job site with ease.

Under the hood, the EGR cooler and EGR valve have been deleted, and a second-generaton exhaust manifold is bolted to the turbo. A set of 625 ARP head studs resides inside the 6.7L, as do 120hp injectors from Fleece Performance Engineering.
Under the hood, the EGR cooler and EGR valve have been deleted, and a second-generaton exh
This rail pressure gauge is warranted, being that Josh is still running the stock CP3. Surprisingly, 25,000 psi of rail pressure is maintained under wide-open throttle, thanks to an MP-8 from TS Performance accompanying Smarty tuning. At 658 hp, Josh knows he's on the edge of what the stock CP3 can support-which is why a modified unit will be his next upgrade, as well as a goal of 700 hp at the wheels.
This rail pressure gauge is warranted, being that Josh is still running the stock CP3. Sur
Trying something different with the turbo, Josh had Fleece Performance replace the factory HE351 variable-geometry Holset turbo with one off a 15.0L ISX Cummins. The HE451 Holset is also a variable-geometry unit with an exhaust brake, but with a 64mm compressor wheel (vs. 60 mm on the HE351) and a larger exhaust housing (26 cm vs. 29 cm)-it moves quite a bit more air and keeps drive pressure at bay.
Trying something different with the turbo, Josh had Fleece Performance replace the factory

The primary reasoning behind Josh's purchase of a manual transmission truck was that he didn't expect the 68RFE automatic to ever hold up to the kind of power he wanted to make. And, while the G56 six-speed held up to 658 hp for a little while, it was always on borrowed time. He ended up disintegrating fourth gear, leading to another trip to Fleece Performance for a transmission swap. The NV5600 that replaced it has been bulletproof so far.
The primary reasoning behind Josh's purchase of a manual transmission truck was that he di
A 165-gph AirDog II keeps fuel free of air, water, and contaminants, as well as maintains plenty of pressure to the stock CP3.
A 165-gph AirDog II keeps fuel free of air, water, and contaminants, as well as maintains
Four 20-inch black XD series Monster wheels complement the Mega Cab's dark blue paint and 305/55R20 Toyo Open Country A/T tires put the power to the ground.
Four 20-inch black XD series Monster wheels complement the Mega Cab's dark blue paint and

Traction bars are a necessity with 658 rwhp-and if you like hooking to the sled on occasion. We like the uniform, clean look of the truck. The only badges left on the Dodge are the ones calling out the engine's manufacturer.
Traction bars are a necessity with 658 rwhp-and if you like hooking to the sled on occasio
Josh made it to a handful of sled pulls throughout the summer, and because the truck weighs close to 8,000 pounds, he usually finds himself competing in the Work Stock Class-in which hanging weights typically aren't allowed.
Josh made it to a handful of sled pulls throughout the summer, and because the truck weigh
We could tell Josh had been to a sled pull the day before, since this hitch was sitting in the truck's receiver. Speaking of pulling, Josh told us he regularly tows 19,000-pound industrial air compressors to construction sites with his Mega Cab-often choosing to do it with his personal truck instead of the company Ford F-550.
We could tell Josh had been to a sled pull the day before, since this hitch was sitting in