Cooper STT PRO 295/65R20 (35.4″), ready to winch under a 2017, fourth generation Ram/Cummins 2500.
Question: How much spare tire can you fit under your truck?
Answer: It depends.
This post is about squeezing a large (35.4-inches) tire into the stock location on a late-model, fourth-generation, Dodge Ram Cummins pickup.
Both my Ram 2500 trucks (2014 and 2017) have had the tailpipe heat shield removed to facilitate winching a much larger tire into the factory spot. Obviously a bigger tire sits closer to the tailpipe. Only you can decide if it’s too close for you and your application. This Cooper Tires STT PRO is only about one-inch from the tailpipe; close!
35.4″ Cooper STT PRO spare is close the factory tailpipe on this 2017 Ram/Cummins.
For several years I have carried oversized rubber in the factory location on my fourth-generation Ram/Cummins trucks, mostly tires that were 34.8-inches tall. The 295/65R20 Cooper Discoverer STT PRO is substantially taller.
This 2017 Ram has plenty of clearance for the rear-axle track bar.
My 2017 has less room overall than my 2014, as the factory trailer hitch receiver is still in place. (It was removed on the 2014.) There are also steel plates on the inside of the frame to mount the Hillsboro 2000-Series aluminum flatbed. The 3/8-inch plates, one on each side, consume 0.75-inches.
3/8-inch steel plates inside the frame are part of the flatbed mounting.
There are advantages to choosing 35-inch or smaller tires on late-model, heavy-duty trucks instead of the popular 37-inch versions, particularly if they will fit in the factory spare location. These include, but are not limited to, not needing an additional tire carrier or pushing a truck camper further aft to fit a spare in front of the camper (which increases rear-overhang, tail-swing, and impacts weight distribution). Unless your rig is geared low—and most new vehicles have tall gearing—the taller overall gearing that results from fitting larger diameter tires is often a negative, as it results in less torque at the wheels.
Many should ask themselves if they really need the extra clearance provided by 37-inch rubber, or are they just following the crowd, and potentially making unnecessary compromises. There are positives and negatives for nearly every modification and upgrade choice. Generally we need to give something to get something. Everyone should decide for themselves if the juice is worth the squeeze.
35.4″ Cooper STT PRO stuffed under a 2017 Ram/Cummins 2500.
Oscar The Pack Mule, with Hallmark flatbed camper, at CMEP, the Cummins Midrange Engine Plant, during 100th Anniversary Celebrations.
I was in Columbus, Indiana, for the 100th anniversary of the Cummins Engine Company, and the Turbo Diesel Register Rallly.
It will take me a while to sort through all the content I created, but I’m sharing some iphone snaps here and on Instagram. (Heck, I still have material from Overland Expo West I have not finished sharing.)
Tell ‘em you saw it on RoadTraveler.net.
James Langan
Copyright James Langan/RoadTraveler. All Rights Reserved
2014 Ram 2500 Tradesman EVIC display and TPMS waring light. Demanding 80 psi in the rear tires even if not necessary or optimal.
Oscar sent me a message asking the following TPMS question.
Question:
“I have a question involving the TPMS setting on my truck… I need to change the threshold on it; I have taken it to a dealer but they don’t want to do it.”
Answer:
Oscar,
My understanding is that dealers will not, or cannot, adjust TPMS thresholds on a Ram 2500s anymore, supposedly Ram removed their ability to make adjustments to the TPMS. That is what I was told by a local dealership when I asked, and they said they tried (I believe them), a few years ago. Idiotic, but even if dealers could still adjust the TPMS thresholds I’d not be surprised if most refused, given the highly litigious society we’ve created.
–
My very expensive solution more than a year ago was to buy a professional scan tool that allows me to reset the thresholds (and much more) on my two Ram Cummins 2500 trucks, though now there are cheaper options. Before buying the tool I just lived with the light on. (I frequently write light-truck tire evaluations, have several sets of wheels, and not all of them have TPMS sensors.)
Backgrounder and Addition Comments
UNDER-INFLATED TIRES ARE DANGEROUS
As many late model Dodge Ram 2500 truck owners have discovered, Ram Trucks eliminated the light-load TPMS driver-selectable feature after 2012, and began requiring maximum pressures in the tires regardless of the load to keep the TPMS light off.
2012 Ram 2500 with light load TPMS feature
That is fine if you are someone who uses your heavy-duty pickup to haul or pull big loads most of the time (the exception), but asinine if you are one of the many who moves big weight infrequently. Maximum pressure is required for safe operation with truly maximum loads, however is not required, and is actually detrimental, for moderate or minimum loads. The recommended and safe maximum pressure is also dependent on the specific tire size, rating, and construction. Tire and Rim Association load inflation charts exist for a reason.
Requiring the maximum PSI (or near max.) for both axles, particularly the rear, when loads are light is ridiculously idiotic and negatively impacts handling, traction, tire wear, and ride quality… but those things seem not to matter any longer; avoiding liability from irresponsible drivers is likely paramount.
2012 Ram 2500 tire pressure placard for heavy AND light loads
My preference for the standard G56, 6-speed manual transmission (lower engine power rating, and discontinued for 2019) behind my Cummins Diesel 6.7L engines means that both of my Ram 2500 trucks—a 2014 crew cab and a 2017 regular cab—are essentially the same as a 3500. The obvious exception being that late-model 2500s have rear coil springs instead of rear leaf springs. However, there is a TPMS system difference as well.
For those that don’t want to run maximum tire pressure with minimum loads, a strong argument can be made to choose a Ram 3500 over a 2500, because the 3500 TPMS system is informational, not a nagging nanny, and allows using lower pressures without a TPMS idiot light. At least that was how the 3500s pickups worked up to 2018, I don’t know how the 2019 or 2020 models function.
James Langan
Copyright James Langan/RoadTraveler All Rights Reserved
Tires have been a popular subject in magazines for decades, and forums continually see new threads seeking information and expertise. This is partly because they are expensive. They can also provide dramatic style and performance improvements and are an easy upgrade. With so much talk, it is surprisingly difficult to get unbiased, detailed, and authoritative information.
Fuel economy is another perpetually popular topic. Since tire choice affects mpg, or so we have always believed, the subjects are intrinsically linked. Some folks don’t care about mpg, but many care a lot. Except for the purchase of a new(er) truck or major repairs, fuel is our biggest operational expense.
What if it was possible to improve your highway mpg by 5 or 10%? Not a possible increase from the latest magic program pushed by a snake-oil salesman, but simply by choosing a different tread design? An improvement that could be measured and verified, repeatedly, with real world testing, not just theory or laboratory results that are difficult, if not impossible, to replicate.
What Affects MPG?
In the enthusiast truck world it is commonly accepted that bigger rubber reduces miles-per-gallon. Maybe, but bigger is not specific, sometimes it means wider, taller, or both. Taller tires will increase the overall final-drive-ratio, which can help or hurt efficiency depending on the platform and usage.
Previous tests with my 3.42:1-geared, 2014 Ram/Cummins 2500 used for this article indicate that taller meats up to 35” helped economy, or at least hurt mpg less than one might expect when unloaded. Tradeoffs include less torque and slower acceleration from higher final-gearing, though current generation trucks make plenty of torque and horsepower for most reasonable loads. My sense is that stepping-up to 37s would require lower differential gears for optimal performance.
When folks upgrade their tires, particularly on a four-wheel-drive, they often switch to a higher-void pattern; sometimes the more aggressive tread is chosen simply for looks. Even if we don’t mind the road noise or faster wear of an aggressive pattern, how much fuel does looking cool consume if one rarely or never drives off-road? With multiple, simultaneous changes, it’s impossible to say what caused a reduction in fuel economy. Instead of belaboring what modifications can do to our trucks, or what affects what, I’ll briefly quote myself, “Modifications lead to modifications.”
Beefier tires might cost you more mpg than you think.Three great tread choices depending on your priorities.
Controlling Variables With Cooper Discoverer Tires
With generous support from Cooper Tires, I performed a series of real-world tests to document how tread design (or pattern) or tread width impacts fuel economy. I invested a substantial amount of time and money to prove or disprove commonly accepted hearsay and to produce solid data I could not find anywhere. The pattern design tests are complete, and my procedures are detailed below together with the results in Table Two. The width results are concerning, or at least surprising, and additional work may be necessary to become comfortable with the facts.
Worth $11.Love knowing what it really weighs.
The primary variable to be controlled for the design test was the size, but weights, odometer and speedometer error, wind, and temperatures were also logged. The bullet list below offers details.
Weather forecasts were monitored until several similar days were on the horizon. Because wind is common in Nevada, and typically increases with the afternoon temperatures, just one test was performed each morning, avoiding the higher winds and heat that would influence outcomes if I conducted multiple runs each day.
Three used sets of the same 29.8-pound, forged-aluminum (WBJ) Ram Bighorn 18” wheels were purchased from Craigslist, allowing all tires to remain mounted and balanced in case a test needed repeating.
Odometer error was measured for every design using mile-markers (MM) and GPS, as different treads in a certain size are not dimensionally identical. A single, constant-GPS distance was used for all mpg calculations. Road speed was monitored with GPS and corrected speedometer measurements.
To reduce the possibly of substantial inaccuracies during fueling, and to increase the validity of the data, the roundtrip route distance was 222.7-miles, over mostly level freeway.
Refueling was done at a particular pump, on the slowest fill rate to prevent foaming, and never topped-off. The freeway onramp is just one mile and three stoplights from the filling station.
Appropriate, not maximum, pressures were used for the modified but unloaded truck- 8,900-pound GVW.
The tailgate was up and the A/C was on.
Cruise control was used and only adjusted or turned-off briefly when absolutely necessary, and notes were logged regarding any irregularities. If an accident, construction, or other mishap would have caused stopping or a substantial speed adjustment for an extended distance, I would have aborted and repeated the test.
Same GPS distance used for all runs.EVIC mpg info is often inaccurate, doing the math is better.
All-Terrain, Commercial Traction, Or Mud-Terrain?
When enthusiasts upgrade their rubber it’s common for choices to fit into one of three categories; all-terrain, commercial traction (hybrid), or mud-terrain. I chose the LT295/70R18E size, which is approximately 34” tall and 12” wide, with an impressive 4,080 pound capacity at 80 psi. Cooper offers three of their popular, yet distinctly different Discoverer patterns in this size: the Discoverer A/T3, Discoverer S/T MAXX, and Discoverer STT PRO.
Readers should remember than although every effort was made to limit variables, these were real-world tests using off-the-shelf products; some differences naturally exist. One easily overlooked fact is that tire compounds are proprietary, and each has its own special cocktail. Tread depth, and sidewall and tread plies also vary depending on the terrain and audience targeted. So the differences affecting performance and mpg are not just the visible patterns, but they include the compounds and the overall construction of each tire.
Cooper A/T3, S/T MAXX, and STT PRO designs.
Discoverer 295/70R18E Measurements
The differences between tires of a particular size are often small, though one should be careful when comparing those from different manufacturers and/or a vastly different pattern. Over the past decade I’ve evaluated several sets of Cooper-branded and Cooper-manufactured tires, and my measured values have repeatedly matched the published specifications. Occasional, slight variations appear to be from measuring tools, mounting on narrower rims, etc. Manufactures know precisely what they are producing; they want to be as accurate as possible. Careful measurements were made of each Cooper design, and the details are in Table One.
Reading forums leads me to believe that some consumers don’t measure accurately, and/or expect the on-vehicle dimensions to be identical as the wheel-mounted, off-vehicle measurements; these folks cry foul when they are not. That is silly, as the weight of the vehicle, psi, and wheel width all affect the on-vehicle stature, and this is something the manufactures have no control over.
If you read carefully, and do some math, you may notice that the measured weight of a solo tire, plus the 29.8-pound wheel, does not match the mounted data, there are a few extra pounds in the sums. I’ve seen this many times before, as measuring bare wheels is difficult, and generally I must hold them against my chest and subtract my body weight. The figures listed in table one are what my shop scale, a good bathroom scale, indicated, plenty accurate for weighing heavy auto parts. Emphasis should be placed on the mounted weights, as nobody drives on wheels without tires. The few pound difference between these designs is negligible on a heavy-duty truck with prodigious torque and weighing nearly 9,000 pounds.
All 295/70R18 tread designs were about 34.25” tall.Straight edge, a rule, and a keen eye were used to record height and width.
Table One, 295/70R18 Measurements
Cooper Discoverer 295/70R18
A/T 3
S/T MAXX
STT PRO
Weight (pounds)
60.2
66.4
68.8
Weight mounted (pounds)
92.0
97.4
99.8
Height unmounted
33 11/16”
33 13/16”
34”
Height mounted @60
34 4/16”
34 5/16”
34 5/16”
Tread width
9 7/16”
9 10/16”
10 3/16”
Tread depth
17/32”
18.5/32”
21/32”
Table Two, Tread Affecting MPG Test Data
Tread Matters MPG 295/70R18
A/T3
S/T MAXX
STT PRO
Test GVW (pounds)
8,900
8,900
8,900
Tire PSI F/R
60/40
60/40
60/40
Date
9-28-16
9-27-16
9-29-16
Time
0832–1202
0859–1230
0837–1208
Temperatures F
54-59-72-70-76-72
52-58-67-73-75-78
58-60-56-69-79-76
Wind/Gusts
1/2-5/5-2/5-4/4-1/2
4/4-2/3-0/0-1/2-0/0
0/0-3/4-5/6-3/8-0/0
Odometer
27,241–27,459
26,950–27,168
27,503–27,721
Trip Odometer
217.6
217.7
217.5
Odo error % MM & GPS
2.24/2.34
2.17/2.29
2.28/2.39
GPS (miles)
222.7
222.7
222.7
MPH indicated
64
64
64
MPH GPS
65.0–65.5
65.0–65.5
65.0–65.5
RPM Tach/Edge Insight
1,700/1,677
1,700/1,680
1,700/1,677
Fuel used (gallons)
10.380
11.033
11.533
ECM indicated MPG
23.2
22.4
21.0
MPG calculated
21.45
20.18
19.30
The less aggressive Cooper A/T3 delivered much better mpg.
Tread Results Commentary
Choosing the Cooper S/T MAXX over the STT PRO mudder offers a 4.6% bump in fuel economy. Running the A/T3 instead of the S/T MAXX delivered a 6.3% increase. The leap from the STT PRO up to the A/T3 is 11.1%. Wow!
It’s impressive that a modified, heavy-duty, 4WD pickup with prodigious capabilities, weighing 8,900 pounds empty, with 34” x 12” tires mounted, can still reach or exceed 20 mpg during highway travel. Obviously most driving involves at least a few and stops and starts, but these repeatable tests demonstrate what is possible if speed and idling are minimized. If I picked the Discoverer A/T3, it appears that long distance highway runs, even with a couple pit stops, could top 20 mpg.
If one needs the extra grip offered by the STT PRO or S/T MAXX, choosing the A/T3 all-terrain might not be an acceptable tradeoff. Yet, if one is so inclined and has the space, these numbers seem to reinforce the practice of having two sets of tires and wheels. Whether they are all-terrains and mudders for your truck, or highway and winter rubber for your car, strong arguments can be made about picking the right tool for the job. We don’t wear flip-flops to go mountain climbing, and our clodhoppers are out of place in a gymnasium.
Off-highway traction is great with a mudder, but you will pay at the pump.
Does Width Matter?
The initial primary platform for measuring how tread width affects mpg was my modified, heavy, and low-geared ‘06 V8 4Runner, because I already had one of two desirable sizes. One might think the results would be relevant for most light-truck platforms. The conditions and procedures were the same as those for the different tread patterns.
I used Cooper’s S/T MAXX in 255/80R17, and 285/75R16, both 33” tall, but the 285s are substantially wider. The 255s are about 10” wide and the 285s about 11.5”; conventional wisdom says the 285s would consume about 1–2 mpg. Without creating another table, the short story is that theses tests delivered ambiguous results, there was very little difference. I was shocked! Followup runs might indicate these results were a fluke, but there were no obviously problems or procedure inconsistencies. The narrower 255s delivered 18.34 mpg, and the 285s 18.22 mpg.
I thought wider treads consumed more fuel, not so sure anymore.On the car or dismounted, the 285s are much wider than 255s.
Ram Width Comparison
Two sets of tires and wheels for my ‘14 Ram partially met the width criteria, meaning they were very similar height with the identical tread pattern, yet the width difference was small. I had them, so test I did, using the same parameters, during the same week, weather conditions, etc.
One set were the 295/70R18 S/T MAXX in table one. The other were 285/75R17 S/T MAXX mounted on 2015 (WFV) forged aluminum Power Wagon wheels, which weigh 28.6 pounds each. These 285mm-wide Discoverers are also 34” tall, but just fractionally shorter than the 295s. The mounted, measured tread width difference between these two sets is only about 3/8”.
The seventeens were evaluated at the end of six consecutive days of testing, and the weather started to change, with 22 mph winds near the end of this last trip. This was noteworthy, but I’d argue that there was not enough wind during most the run to impact the outcome. The data appear to support that opinion. For the slight difference in width, the results appear appropriate. There simply was not enough difference to influence economy, 20.18 vs. 20.22 mpg. I call that a draw.
295/70R18 vs. 285/75R17. Not a huge width difference but still easy to see.Forged 17” Power Wagon wheel on the left, forged 18” Bighorn wheel the right.
Table Three, 285/75R17 Measurements
Cooper Discoverer 285/75R17
S/T MAXX
Weight
64
Weight mounted lb.
93.4
Height unmounted
33 11/16”
Height mounted @60
34”
Tread width
9 1/4”
Tread depth
18.5/32”
Table Four, Ram Width Matters 285/75R17
Width Matters MPG
S/T MAXX 285/75R17
Test GVW lb.
8,900
Tire PSI F/R
60/40
Date
9-30-16
Time
0759–1130
Temperatures F
55-59-69-71-73
Wind/Gusts
0/0-3/4-5/5-5/14-22/22
Odometer
27,780–28,000
Trip Odometer
219.0
Odo error % MM & GPS
1.57/1.68
GPS miles
222.7
MPH indicated
64
MPH GPS
65.2–65.7
RPM Tach/Edge Insight
1,700/1,690
Fuel gallons used
11.011
ECM indicated MPG
20.9
MPG calculated
20.22
Good traction with a tolerable mpg penalty, I prefer a hybrid/commercial traction tires like the Discoverer S/T MAXX.
The Ram results were not a big surprise. The lack of separation between the 4Runner’s width test mpg numbers, and to a lessor extent the Ram’s, have me questioning how much tread width alone impacts fuel economy. Much taller tires, with the corresponding overall gearing changes, combined with more aggressive tread patterns may be the main story behind fuel economy losses when fitting aftermarket rubber. Sometimes testing answers questions.
James Langan
Copyright James Langan/RoadTraveler/Turbo Diesel Register. All Rights Reserved.
A version of this article was also published in the Turbo Diesel Register magazine.
Reversing and maneuvering large trucks, trailers, or other big outfits can be challenging and even stressful for those lacking skill or confidence. One way to mitigate the reduced visibility and risk of hitting something and causing property damage, or worse, is to move slowly. This is obvious to most everyone, yet the slowest transmission gears, first and reverse, are still tall for creeping around campsites, parking lots, and other narrow spaces. Adding grades and/or tight turns can increase the gearing deficiency. Excessive slipping of a clutch or loading of a torque converter is not a perfect solution, but sometimes a necessary evil. Done improperly with too much rpm, or repeatedly, wear or a mechanical failure may be the eventual reward.
Transfer Case Auxiliary Gearboxes
Four-wheel-drive (4WD) trucks have become extremely popular in recent decades, even with folks that rarely, if ever, venture off-pavement. The low gearing in most transfer cases lives a very lonely life. The point of low-range is to go slow in technical situations, with the added benefit (or impediment) of powering the front tires. Using low-range increases torque and helps the engine move loads at slower speeds, even at low idle. Some savvy and careful drivers will shift into 4WD-low to access the gears for backing and maneuvering, but this is not without consequence.
Traditional part-time transfer cases split engine torque equally between the front and rear axles and are designed for slippery surfaces. A slipping tire can release the inherent bind that occurs at the transfer case between the front and rear shafts. When used on high-traction surfaces that don’t allow dissipation, there is a possibility of drivetrain damage, though the risk is small if the steered tires remain straight and distances are short. Once the front tires are turned, which dramatically increases the need for differential action, drivetrain windup will result. This energy is transmitted to and felt in the steering wheel, which will move or jerk in the driver’s hands as the drivelines complain. (Full-time 4WD systems use a center differential, avoiding the conflict between the front and rear drive systems.)
Two-Wheel-Drive Low
When most 4WDs had manual-locking front hubs, simply keeping the hubs in their normal, unlocked position allowed shifting into low range without connecting the front wheels to the axles. This works, and I did it for decades. Drivers should be careful and smooth because all of the engine’s torque, now multiplied by the transfer-case gears, is going to only one driveshaft, not two.
Manual hubs on Dodge Turbo Diesels disappeared with the First Generation in 1993. Second Generation trucks have a vacuum-operated front axle disconnect system that allows a relatively simple bypass to use low-range 2WD. BD Diesel Performance still makes a kit for these Second Generation Dodge trucks. After Dodge eliminated the disconnect system in favor of constantly driving the front axles, no simple solution existed; the only real option was to add manual hubs. With the return of front axle disconnect on heavy-duty Rams in 2013, now electrically-activated, preventing 4WD from engaging while accessing the low-range gears is again easy.
DISCLAIMER—As always, use extreme care and (un)common sense. Operate all machinery with due care, while also accepting the inherent responsibility that comes with any modification. You may be your own warranty station.
2 Low UnLoc
Spring 2017, BD Diesel Performance introduced their two-wheel-drive low solution, the 2 Low UnLoc kit for 4WD 2009–2017 1500, 2014–2017 2500, and 2013–2017 3500 Rams. BD sent me one of the first units.
One end of the harness has two OEM-quality connectors that go inline at the Drivetrain Control Module, another has ports for the two included relays, and a third connects to the supplied switch. My friend Phil and I installed the kit on his 2014 2500 with 35,000 miles on the clock. He tows a 24-foot travel trailer.
Plug-and-play harness makes for an extremely easy installation
It’s So Easy
The 2 Low UnLoc for late-model axle disconnect trucks is a simple add-on. BD’s directions were followed almost to-the-letter because I found no way or need to improve the process. The one slight deviance was drilling the switch hole.
Removing three push-in retainers for the carpeted panel below the glove box allows pulling the carpet rearward, which exposes the drivetrain control module. Unclipping the black plastic cover exposes the blue factory male connector that is replaced with BD’s. The OE male plug snaps into BD’s female connector. Re-clipping the drivetrain control module cover was only a minor struggle with the extra BD connector inside.
There is plenty of harness to locate the relays far from the drivetrain control module if desired, but we secured them below module with mounting tape. The last thing to do was to make a hole for the switch.
First step, remove carpeted panel below the glove boxPulling the passenger side carpet exposes the drivetrain control moduleBD’s harness placed inline at the drivetrain module
Pulling The Center Stack Cover
Removing the center dash cover that surrounds the radio and HVAC control is a simple task, though like doing anything for the first time there can be trepidation. The first step is the most critical and can be easily overlooked by the uninitiated.
A plastic liner snaps into the tray above the radio and must be removed to expose two TORX T20 screws. Remove these two screws first and replace last. The remainder of the piece is held with several snap-in clips, mostly around the perimeter, and it is simply pulled away at the edges. I use my fingertips and/or a plastic interior trim tool. After the surround is loose, a few connectors on the rear must be unclipped before the piece can be completely removed.
Drilling
Phil and I started this 2 Low UnLoc project by removing the dash center stack cover, which confirmed we could use the blank spot below the cubby on the right. From the front it appeared that the matching blank space on the left could be used instead. This was not the case on Phil’s truck, as there was a connector on the back. These little panels are great locations for switches, plus they are replaceable, secured with four Philips screws on the rear.
Rocker switch requires a large hole
BD recommends using a stepper drill bit to make the hole for their lighted rocker switch. I don’t own a stepper bit, but I would have been concerned about going too deep and making the hole too big. The largest bit in my toolbox is a 5/8”. After stepping up to this size we were close, but the hole was still slightly undersized. Carefully enlarging the hole with the same 5/8” bit worked; I stopped while the rocker was still a very tight, interference fit. A small file was used to cut a notch for the locating tab on the left side. Because of the snug fit, we were unable to use the 2WD LOW sticker BD provides with the kit.
Notched left side of hole for locating tab
Function Testing
Before pushing the rocker switch into its tight, final resting place we loosely connected the three color-coded wires and tested the 2 Low UnLoc system. The operating procedure requires rotating the rocker switch to the on position first, then moving the transfer case selector or lever to low-range. The red light on the rocker will illuminate, indicating that front axle engagement has been bypassed, and BD’s 2 Low UnLoc is active. To deactivate, the sequence is reversed; the transfer case is shifted back to two-wheel-drive high-range, then the switch is turned off.
Color-coded harness wires for the switchAfter rotating the rocker, and shifting the transfer case, the switch light illuminates
We reassembled everything and tested the feature again. It worked. Phil and I both love the BD 2 Low UnLoc and think the $148 price is worth the functionality and ease of installation. Geno’s Garage stocks the 2 Low UnLoc kit, and reports they have been selling well.
James Langan
Copyright James Langan/RoadTraveler/Turbo Diesel Register. All Rights Reserved.
A version of this article was also published in the Turbo Diesel Register magazine.
This 2016 SEMA Show post is centered around diesel pickups, and towing and hauling. Originally written for and published in my Still Plays With Trucks column, for the Turbo Diesel Register magazine.
Was it Ford’s Year to Shine At SEMA?
The publisher of the Turbo Diesel Register suggested that I gauge enthusiasm for the new 2017 Ford Super Duty trucks based on how many were used for SEMA projects. There were certainly several new Super Dutys prominently displayed and flying Ford colors at various booths. One of my favorites was Mickey Thompson’s Tall Boy, created by X-Treme Toyz, which had a 6.2L gas V8 under the hood instead of a Power Stroke Diesel. As big and bad as the Tall Boy is, it is tastefully moderate compared to many of the ridiculous and all-show-but-no-go trucks. But that is SEMA, and I’m guilty of being too practical. Sporting Mickey Thompson’s new 20” Sidebiter wheels and 40” Baja MTZ P3 tires, the front bumper and grille treatment tastefully subdued Ford’s huge and blinding factory pieces. mickeythompsontires.com
Tall Boy 40 Mickey Thompson Super Duty Project
Tall Boy 40 Mickey Thompson Super Duty Project
Noting a few new Fords was fine, but my personal bias favors the Ram/Cummins combination. Despite 18-years of Ford Power Stroke ownership (a good-old 7.3L) I never loved the sound of the rattling V8 compared to the inline-6 tractor music of the Cummins ISB. Even in its quieter modern form, there is simply no comparison. Despite the race to upstage each other with the highest power, torque, and/or tow rating numbers, the venerable inline-6 still delivers, admittedly with less horsepower, as an inline-6 doesn’t like to rev like the V8s. However, personal biases aside, all the heavy-duty diesel pickups offered in North America these days are insanely capable and cool. Pick one. For my 2016 SEMA Show assignment for Turbo Diesel Register, I focused on some of the new stuff, some of it Ram-specific, and the remainder good for most any truck.
PERFORMANCE/MAINTENANCE
BD Diesel Performance
New for the 2007.5 to 2016 6.7L Cummins is the BD HE351VE Screamer Turbo, which offers:
-Drop-in replacement for the factory turbo; no downpipe or air intake mods required
-New Ballistic 64.5mm 7+7 blade compressor wheel, and new 70mm 12-blade turbine
-Exclusive BD turbine profile to reduce back pressure and increase turbine flow
-Supports up to 690 HP
-Lower EGT
-NEW Holset VGT actuator
BD’s Brian Roth explained that one of the problems observed with the 6.7L engine is high exhaust temperatures and high-drive pressures (the amount of pressure it takes to drive the turbo—or resistance), even on stock trucks without increased fuel delivery. This drop-in replacement turbocharger was designed to address these issues, while supporting 90HP injectors and a tuner set on “extreme”, delivering up to 690 horsepower.
It’s noteworthy that BD includes a new control module atop these turbos, which is important because it’s one of the more failure-prone components, even on the OE turbos according to Brian. He cautioned that often rebuilt turbochargers employ used electronics of unknown reliability. This isn’t surprising because the controllers are about $1,400, but BD focuses on quality and reliability and doesn’t want worn electronics on their new turbo. The MSRP for the new Screamer Turbo is $3,000, and the very good factory exhaust brake button on the newer trucks will still work.
BD Diesel Perfomance Screamer Turbo
Fewer performance products have been available for late-models trucks, partially because of increased emissions testing and enforcement, which helps make this bolt-on product even more significant. Of course, it takes extra fuel to make more power and torque, so the Screamer is intended to complement fuel-delivery modifications. Diesel Tech Magazine liked the Screamer Turbo enough to award BD one of their top five “Show Stopper” awards.
BD Dana 70 Diff Cover
There is no denying that high-capacity, replacement aluminum differential covers are functional, sharp, and come with none of the possible compromises associated with some high-performance modifications. This new BD cover is for 1981 to 2002 Dodge trucks, and features:
-Baffled design to keep the oil on the gears
-Extra oil capacity
-Internal and external cooling fins
-Stainless-steel Allen cap screws and fill plug
-Magnetic drain plug
-Gasket-less, reusable O-ring-sealed cover
BD Dana 70 Rear Diff Cover
Patriot Plug
The aftermarket’s response demonstrates that many enthusiasts are not comfortable with the capless fuel filler on new Ram diesels. BD joins the fray with their anodized billet aluminum filler cap. It has a magnetized base, a bottle-opener feature, and a gun-cylinder-styled handle that accepts spent 9mm shells. dieselperformance.com
BD Patriot Plug fuel cap
TOWING/HAULING
BOLT
TDR readers know from my TDR93 SPWT column that I love BOLT’s ignition-key locks. (BOLT Lock review on RoadTraveler) Their new Off Vehicle Coupler Lock makes it virtually impossible for someone to hookup and move your trailer. I hope to give this piece more attention in an upcoming article. boltlock.com
Off Vehicle Couple Lock from BOLT
CURT Manufacturing
The A25 fifth-wheel hitch from Curt includes:
-25,000 pound rated fifth-wheel hitch (20k was the largest before), designed to work with the factory Ram fifth-wheel prep option
-360-degree locking jaws
-Release lever that rotates in an arc around the pivot pin, instead of pulling straight out
-Patented yoke system under the head provides 10-degrees of movement in all directions
-Auto resetting jaws allow coupling without a manual reset
-Green, yellow, red coupler condition indicator
TruTrack 15k weight distribution system for 2” shank receivers:
Building on the existing TruTrack system that integrates sway-control into the weight-distribution hitch, Curt revealed a new 15,000-pound version. Trailers and ratings continue to climb, but not everyone wants a 2.5” receiver, preferring to keep their 2” hitch.
Curt is still a U.S. manufacturer of truck accessories, making their products in Eau Claire, Wisconsin. curtmfg.com
TruTrack 15,000 lb. 2” hitch from CURT
Air LiftLoadLifter 7500 XL
Designed for owners of heavy-duty pickups, the new LoadLifter 7500 series provides up to 7,500-pounds of load-leveling capacity for towing heavy gooseneck and fifth-wheel trailers or hauling big slide-in campers. The 7” bellows were engineered for maximum loads, but like most air springs they can be run anywhere between 5 and 100 psi. airliftcompany.com
7500 XL LoadLifter from Air Lift
Trailer Legs
Are you concerned about flat spots and the overall health of your trailer tires as they sit motionless for months during the off-season? Pulling onto Trailer Legs rotates them into position and lifts your trailer axles, allowing the tires to rest without supporting the weight of the trailer. Each stand is rated to hold two tons, or 8,000 pounds per axle. trailerlegs.com
Off Season Trailer Legs supports
Transfer Flow 40-Gallon In-Bed Tank
This 40-Gallon in-bed auxiliary fuel tank system for 1999 to 2017 Ram trucks is available for both long and short bed pickups. It is designed to fit the newer pickups that come equipped with OEM fifth-wheel pucks in the bed. The tank will also work in RamBox trucks. As with all Transfer Flow tanks, it’s made from 14-gauge aluminized steel, with internal baffles, in Chico, California, USA. transferflow.com
40-gallon Transfer Flow tank that works with OE fifth-wheel pucks
GENERAL ACCESSORIES
A.R.E. Caps
Windows for the pickup shell industry are mostly aluminum-framed products very similar to those used in RVs. They work, but there are some limitations. A.R.E. is raising the bar by installing front and side windows using a new urethane adhesion process. These widows eliminate the frames and screws, provide exceptional sealing, and a seamless integration of tempered automotive glass to the caps. This also means that a local glass shop can replace a broken window easily. A.R.E. is also introducing all-glass rear doors that are contoured to fit modern tailgates, precisely. In early 2017, both the urethane adhesion windows and contoured rear doors will be offered for current trucks and a few recent models. 4are.com
Automotive-style windows for A.R.E. truck capsRear glass with tailgate contour
Rigid LED Lighting
The new ADAPT series from Rigid are capable of adjusting from a wide flood to a spot beam based on vehicle speed. Drivers can also use a dash controller to select eight different beam patterns from 60-degrees to a mere 5-degrees as well as any RGB-W accent light. All this from a single light bar that is available in several lengths. rigidindustries.com
Versatile ADAPT lights from Rigid
Luverne Truck Equipment
New Baja Guard uses 2” tubular one-piece construction, Made-in-USA, and powder coated black with vehicle-specific mounts for 2014-forward Ram trucks.
O-MEGA II 6” Oval Steps are an updated design featuring T6 aluminum 6” oval steps, vehicle-specific brackets, boards that are trimmed to the desired length, with the stainless-steel step pads (screwed-in) placement as chosen by the owner/installer.
The Tow Guard slides over your receiver, allowing 3/8” thick textured rubber flaps to deflect road debris, protecting your trailer. This 4-month-old product is designed for the most common 2” receiver, but Luverne is working on a version for 2.5” and 3” hitches. luvernetruck.com
Tow Guard 3/8” thick flaps
Extreme Outback Products Endura Compressor
Possibly the most powerful 12-volt compressor I own is an older ExtremeAire from Extreme Outback Products. However, that portable, metal toolbox-mounted version is not the smallest or lightest unit, and Extreme Outback’s new Endura was designed to fit a smaller space while still providing plenty of air for many needs.
The Endura can be permanently mounted (in any orientation), the compressors are waterproof, with a 30-amp motor rated for 1.2 CFM @ 100 psi, and they have a 100% duty-cycle at 70-degrees Fahrenheit. The Endura is ideal for air-suspensions, air-horns, or the occasional tire inflation chore. Single- or dual-compressor portables mounted in stout plastic boxes will also be produced. Like all Extreme Outback Products, the Endura employs only the highest quality fittings and hoses. This is just the latest addition to a complete line of 12-volt automotive compressors and recovery gear from Extreme Outback. extremeoutback.com
Extreme Outback Products Endura compressor
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