Quelling a ’12 Ram’s Axle Wrap Issues with Flight Fabrication Traction Bars
With 500 hp and 1,000 lb-ft so easily achieved these days thanks to custom tuning, axle wrap becomes a problem more quickly than you might think. Take a fourth-gen, single-rear-wheel Ram for example. Although spot-on calibration can wake up the 6.7L Cummins and keep the 68RFE automatic alive in the process, the added torque overcomes the factory suspension’s ability to keep the rear axle in place. Flight Fabrication’s Traction Bars are the perfect fix.
Part six of the major update and overhaul of this 1996 F350 we’ve dubbed Project (OBS)essed will focus on finally doing something about that horrendously rough riding, outdated, buckboard wagon inspired front suspension. But this month, we perform the swap from a poorly engineered OEM leaf spring setup to a Reverse Shackle Kit (RSK) that not only relocates the spring shackle to the rear of the front springs, but updates to the later model 1999-2004 Ford Super Duty spring.
Pushing A Stock Bottom End 6.7l Power Stroke Beyond 800-Rwhp
We’re on dangerous ground. We’ve crossed paths with the owner of a bone-stock, 5,000-mile ’17 Super Duty Platinum who’s not afraid to slip the trans, bend a few rods, or even window the block. It’s right where we like to be: on the edge and pushing the limits. While there are some definite do’s and don’ts associated with all ’11-‘19 6.7L Power Strokes, the definitive red line on horsepower is yet to be drawn— especially with the newest engines. Let’s see if we can find it:
Fighting Heat and Air Restrictions With PPE’s LLY Mouthpiece On An ‘04.5 Chevrolet
When it comes to GM pickups, there isn’t a better engine option than the 6.6L Duramax diesel. Introduced in ‘01, the Duramax was practically a Formula One engine in its time, with revolutionary aluminum heads and common-rail injection. There were a few shortcomings however, and it’s those issues that we’ll be addressing in our testbed 120,000-mile ‘04.5 Cheverolet 2500 HD. Just like many changes however, there were shortcomings to this new design. Thankfully though, they’re pretty easy to fix!
The Cummins. It’s the engine that brought inline-six architecture, direct injection, the P-pump, and true, industrial-level strength to the ¾-ton truck market. In either 5.9L or 6.7L form, its stroke (4.72-inch, and then 4.88-inch) dwarfs the competition and produces the most usable off-idle torque of any engine in the segment. Higher in the rev range, it’s always been able to hold its own in the horsepower department as well. Not surprisingly, the majority of all aftermarket endeavors are geared toward the ’89-present 5.9L and 6.7L Cummins mills.
The original Ford Super Duty was one of the longest-running platforms to remain largely unchanged. And in that time, we’ve seen some pretty great products built for the largest private-passenger vehicle to ever be made in America. But when it came to hardcore off-road parts, it seemed that the Super Duty’s obvious competitor was getting the attention from the aftermarket. Even Mercenary Off-road concentrated on the Ram bumpers to begin with. But the Ford parts came soon after, and the front Super Duty bumpers hold the same signature look that the boutique bumper company made famous when it debuted its revolutionary high-line front protection years ago.
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