It’s not news that oil and water don’t mix, but if it happens inside a driveline component and you are unaware, the results will eventually be catastrophic. The factory differential breathers on late-model Rams are raised slightly, to near the top of the tires, which is good enough for most folks. Hopefully that would be plenty for me too, as I’m not a fan of playing in deep water or soupy mud. However, it has happened before, including an unfortunate loss of forward progress that lasted hours. Being an ounce-of-prevention guy, I chose to be proactive regarding keeping the H2O out of my gearing lubricants.
For decades I have extended the breathers for driveline components using small, inexpensive air or fuel filters, but a few years ago ARB introduced a most tidy aftermarket solution that I’ve used since. Employing the same filter as their 12-volt air compressors, ARB makes a neat aluminum manifold into which their filter and extended vent lines attach. Vent tubing and fittings are also supplied, and the kit retails for $72.
Aluminum manifold block and air filter.
For the 2017 Ram/Cummins 2500 Pack Mule with Hallmark flatbed camper, I mounted the ARB manifold at the top left of the engine compartment, similar to my 2014 Ram, but I drilled a new hole this time. Using the OE rubber vent hose as my start, the rear axle breather line was extended using ARB’s plastic vent tubing, first inside the Hillsboro flatbed frame, then along the truck frame under the cab and up into the engine compartment. The front differential vent was extended the short distance from near the left front shock, and the transfer-case breather was raised from atop that gearbox into the engine compartment. A trained eye might notice the ARB Differential Breather Kit as aftermarket, but it’s very tidy and clean.
Low, factory vent hoses/caps can get clogged with goop, snow, or ice, causing housing pressure that can lead to leaks. Mounted in this spot, the filter just clears the closed hood.
Sunrise shadows between Beatty and Goldfield, Nevada, after leaving the 2019 SEMA Show in Las Vegas earlier this month. A few miles west of Highway 95 on BLM-managed public land.
James Langan
Copyright James Langan/RoadTraveler. All Rights Reserved
After installing TUFTRUCK front coil springs the caster and camber were still great. Toe needed adjustment. If you want your truck to drive well and your tires to last as long as possible, make sure alignment settings are optimal.
James Langan
Copyright James Langan/RoadTraveler. All Rights Reserved
Timbren auxiliary rear springs. Other than mispronouncing the name of the product, Aeon, this is a good first look at these small but mighty little springs.
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James Langan
Copyright James Langan/RoadTraveler. All Rights Reserved
Big Wig bar diameter is noticeably larger than the OE anti-roll bar.
Hellwig Big Wig Anti-Roll Bar
Both my Fourth Generation Ram/Cummins 2500s have been frequently or constantly loaded to their Gross Vehicle Weight Rating (GVWR), and the stock suspensions and chassis have impressed me with their ability to handle maximum loads, including the factory rear stabilizer bar’s ability to tame body-roll. However, when pushing the limits of ratings, sometimes a little help from the aftermarket can increase handling performance, safety, and improve our driving experience. My choice was a heavy-duty, adjustable, rear stabilizer bar from Hellwig Products; they call it the Big Wig (part #7306, $570). Hellwig makes another rear bar for late-model Rams; however, I wanted the stoutest one for my loads.
All parts and fasteners were included with the Big Wig bar.
Hellwig knows more than a little about suspension products, they’ve been doing it since 1946, remain a family-owned-and-operated company, and still manufacture their products in Visalia, California, with American-made steel. They make steel helper springs, anti-roll (sway) bars, and air springs. Back in the early 1980s I purchased my first sway-bar product from Hellwig, for a VW Bug, which also lowered the front of the car. (I’ve not lowered a vehicle since.)
Mounting the Big Wig was easy, similar to changing shocks on a Fourth Generation Ram. After assembling a few bits, and properly adjusting the end links, it’s simply a matter of removing the factory bar and mounting the Big Wig in its place. All the parts and fasteners needed are included, and the written instructions are clear. Hellwig gets extra points for above average photos that are bright, and separately securing both the heavy bar and small box of parts inside the large shipping box, avoiding common strewn bits, box failures, or parts damage.
Using the factory bar to measure and adjust the length of the much beefier Hellwig bar ends.Bar end bushings were pressed-in with a bench vise using the lube provided.
The Big Wig bar is substantially larger than the factory piece, and its shape provides plenty of clearance for my Mag-Hytec rear differential cover. Hellwig recommends starting at the outer, rear-most bar-end mounting hole, which is the softest setting, and moving to the two more firm holes, if desired after adjusting to the vehicle’s new handling characteristics. Because of my maximum load, I went straight to the firmest position.
Installation completed and ready for a road test.Using the firmest, most forward hole. Zero clearance concerns near the tailpipe on the passenger side.
Does It Work?
From the beginning of my first test, there was a noticeable reduction in body roll, and overall improved stability and control. It does not turn a heavy truck into a sports car, but it was a great improvement. I made detailed notes during my initial drives which included the following Big Wig attributes:
-Limits how much roll occurs; the performance is somewhat similar to a better shock absorber. With the factory bar, after the initial body roll, there would be added oscillation and wiggle before the chassis returned to neutral after the disturbing force ended. The Big Wig stops the roll sooner and then holds the chassis more firmly until centering occurs.
– Very noticeable difference on 75-mph freeway sweepers; much less body roll.
– In high winds, control was much improved; this should reduce driver fatigue.
– Slow speed roll was also limited, including when entering and exiting driveways.
These were substantial improvements, but it is even more impressive when one remembers my custom Hallmark cabover camper, several hundred pounds of tools and recovery gear, bumper, winch, and 35-inch-tall tires. The Big Wig works, is worth the money, and I’m considering adding Hellwig’s front bar also.
Glad I finally added the Big Wig. Fits and works well.
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James Langan
Copyright James Langan/RoadTraveler. All Rights Reserved
