Author Topic: PC1P's 1993 RamCharger LE - 1ton Build  (Read 5618 times)

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Offline pc1p

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PC1P's 1993 RamCharger LE - 1ton Build
« on: September 6, 2019, 11:08:02 am »
Well I thought it be a good idea to start a separate thread for the RamCharger build...

For those who are familiar with my W150 restomod, aka "W1ton50", you'll have already seen the RC before. If you haven't, go ahead and mosey on over to the W150 thread to see where she started, came to, and where she'll go now that I'm building a RamCharger. The W150 thread can be found here: https://ramchargercentral.com/projects/pc1p's-1990-w1ton50-rcsb-restomod/



 The Mrs. made a comment a few weeks ago that put a bug in my ear. She casually mentioned that she wished the Dodge was a 4-seater so that we could take it camping (instead of our Subaru) as it would allow us to take the dog (and our soon-to-be-had second pooch). I was thinking about what I'd consider getting and historically have been thinking about getting a Jeep Grand Wagoneer namely because it has 4-doors and a fairly good sized cargo area. Well, after thinking about it for a while, I came to the realization that Wagoneers are simply too small in the cargo area. So, one thought led to another, and few minutes of Facebook Marketplace shopping turned up a clean 1993 RamCharger. Some bartering and dealing later and tad-da - I'm the new owner  :D



The owner mentioned that it had been an Arizona truck it's entire life and the underside proves this accurate. It has been used as a camping/hunting rig from ~2007 to 2016, at which point it needed some parts. It was fixed a few times and running up until March of this past year, when the fuel pump went out again. Since then, it hasn't been running. Allegedly the engine and trans run great, but the problem related to the fuel pump will need to be addressed before I can verify that.



With that, sans a dent on the pass side fender (from an angry bull at the PO's ranch!), the body is super clean and complete and the interior is in good shape too (though very dirty/dusty). It not only has the factory t-case skid, but also the factory steering box brace (missing the gas tank skid, so I'll be on the lookout for that). For creature comforts, it boasts cruise control, A/C, power windows, locks, and even power mirrors!

So what are the plans? I'm glad you asked...

Short Term:
1.) Swap the D60's from W1ton50 over (I'm replacing the W150 axles with a D44/D60 combo) and add true 35" tires (the 34" R17's will go to the W150)
2.) Swap the 4" Rancho Lift springs currently on the RC onto the W150, transferring my 2" Skyjacker Softrides over to the RC (as well as the Bilstein shocks).
3.) Fix the dent on the passenger side fender
4.) General tune up and ensure the engine is in tip-top shape
5.) Replace the carpet with a molded vinyl floor and add some butyl sound deadener
6.) Repair the A/C and heater core (it is currently bypassed, which makes me assume it's bad)
7.) Reupholster the seats
8.) Replace the radio and speakers
9.) Add a nice exhaust/muffler - maybe a Flowmaster Super 50.
10.) Add a Warn 10k winch

Long Term Plans
1) Build the 408 Magnum stroker (originally going into W150) and 46RE and swap that into the RC; take the 5.2L/46RH lockup and put that into the W150.
2) Repaint the RC the factory colors
3) Enjoy it :)
'93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

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    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #1 on: September 6, 2019, 02:49:08 pm »
    Getting some work done on both rigs, but nothing starts without a good deep cleaning first. I picked up this electric power washer up for ~$50 a decade ago and it's been great for stuff like this.



    I confirmed that the 5.9L is not original, nor is it even a 5.9L. It's a 5.2L, from what appears to be a 94-95 Dakota or maybe a Durango. Not the end of the world as my plans include upgrading to a 408 stroker with OBD-II anyways, but it would have been nice to have a 5.9L that would drop in place in the W150.

    I got the tank dropped and it's easy to see why the fuel system was leaking - the entire nipple coming out of the sending unit had cracked off! It didn't help that the PO used Ford-style QD fittings (which works... kind of!). At least they used an EFI style fitting here, the engine side (arguably the more dangerous side) had a slew of hose clamps and generic hose. Needless to say, I've already ordered new fittings to fix this properly.

    Not surprisingly, there were other issues with the fuel system besides broken nipples. The 5.2L Dakota engine is a return-style fuel system. The original 5.9L is a returnless style, so rather than update and swap out the fuel rails, the PO simply installed a 5.2L fuel pump, but connected the tank vent hose up to the return line of the fuel rail - with you guessed it, a bunch of hose clamps! Yikes!!!  :o 

    I have a spare Magnum intake with returnless style fuel rail on my parts shelf, so I'll snatch that and put it to use. There are some differences in regulator pressures and injector pound/hr rates, but from everything I've heard and read, the SBEC and JTEC ECM's can adjust sufficiently via pulse width. I just need it to run sufficiently well enough to pass emissions before eventually swapping in the OBD-II 408 cid...

    Unfortunately, in the process of removing and cleaning out the tank, I noticed a small crack. It doesn't seem brittled, so I'm going to try to repair and stabilize like I did with the W150 tank. I'm putting that on my to-do list this weekend - my goal is to get this baby running by the weekend!



    I'll need to fix the vent hose to the EVAP canister (which is missing, luckily I have a spare) to maintain emissions compliance. I noticed the radiator has some scale, so I bought a few cans of radiator flush, so once I get the engine running, that will be one of the first things I need to address...
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline jungle

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #2 on: September 7, 2019, 09:30:13 am »
     {popcorn} {popcorn}

    Nice find!!
    Jim
    1988 RC.the gold one   pics
    1988 RC.440,4" lift,727 
    BIG BLOCKS RULE !!!!!!!
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    Offline AzTrailduster

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #3 on: September 8, 2019, 04:49:34 pm »
    Before you start the project, you should see if she wants a convertible.  Then you can get a 1st generation ramcharger.  ;D
     Nice truck, Good luck with the project.
    77 Trail Duster Sport
    440 A727 NP203 D44 9.25 4.56 2xTrack-lok 4 inch Rough Country lift 33x12.5R15 Mickey Thompson Baja MT

    My Trail Duster project page
    https://ramchargercentral.com/projects/77-trail-duster-440-on-going-project-aztrailduster/?all#lastPost

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #4 on: September 9, 2019, 09:29:20 am »
    Before you start the project, you should see if she wants a convertible.  Then you can get a 1st generation ramcharger.  ;D
     Nice truck, Good luck with the project.
    She does want a convertible, but one shaped more like a 65-66 Mustang :)
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #5 on: September 11, 2019, 02:27:00 am »
    While I'm waiting on parts to finished the axles for the W150 (since the ones under the W150 currently will be used for the RamCharger), I started fixing the mess that was the RC's fuel system. First, it involved getting the Dakota 5.2L return-style fuel rail swapped out for a returnless style unit. I ordered some new o-rings and within an hour, the old rail was off and the new rail was in place:


    Since the use of generic fuel line and 3 hose clamps per connection were not what I would consider "roadworthy" (especially so when the hose was literally resting on the exhaust manifold!), I made replacement hoses using braided stainless hose, AN fittings and EFI specific (and rated!) QD connectors:


    The fuel tank has been cleaned and repaired, but I ran into an issue with the rollover vent. I need to find a replacement (or one that I can make work)... once I get that sorted out, she'll be ready for her first fire-up!
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #6 on: September 22, 2019, 09:02:47 am »
    Been on the road a lot, even managed to sneak off to a Falcons game while in Georgia, but did get some work on the RamCharger done...

    In AZ, in my county at least, they won't let you transfer the title or register your vehicle unless you pass an emissions test. This means before I could start doing anything major, emissions + registration was top priority. This meant not only did I have to get her running again, I had to make sure all the emissions equipment was installed and operations.

    Since the factory charcoal canister was removed, I pulled the one from the W150 as a temporary fix (I already ordered a replacement from a guy on FB parting out a truck). I had a hard time finding a replacement roll over valve. I ended up using one for a Jeep (the same one as on my YJ actually). It wasn't very tight, but was snug enough to build pressure (I blocked the vent line to check), so I had high hopes!

    The radiator in the truck was disgustingly filthy, but I happened to run across a Craigslist advertisement of someone parting out a 1993 W250 (gasser). I got a near-new radiator, complete HVAC box, and mint-condition owners manual for $100. After getting the fuel tank and replacement pump installed, purging the fuel lines, and topping off the new radiator with some water and radiator flush, she fired right up!

    She ran rough but not terrible. The CEL was on for code #22 (coolant temp out of range), but that turned out to be due to an unplugged sensor. After snaking through 16' of emissions hose, plus a handful of adapters and fittings, I'm happy to report that she passed her emissions test on the first try - gotta love multi-port EFI!!



    Just like the W150, I had to go with Historic Tags  8)



    Next up:
    - Swap axles and springs from W150 to the RC, then install the D44/60 combo into the W150
    - Swap over crossover steering (W150 goes back to factory style push/pull and I'll steal the sway-bar from the RC axle)
    - Freshen up the '99 5.9L/46RE and install
    - Convert to OBD-II and replace "fusible link spaghetti" with a Ram PDC
    - Trim/extend the 1410/1350 Adam's Driveshafts to fit the RC; extend the RC rear shaft to fit W150

    That should get the RC back on the road and running well. The weather is starting to break and work will go much smoother now that I'm not sweating buckets to do basic stuff! One of my first tasks will be to completely strip the interior out, remove that raggedy carpet and replace with a vinyl floor. From there I'll get some fresh upholstery
    -
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline stftruck

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #7 on: September 22, 2019, 12:26:55 pm »
    Good lookin' plate! 
    Send a little of your excess energy up my way,  {lol}  Great progress!!

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #8 on: September 30, 2019, 05:37:23 pm »
    It cooled down a bit and feels great out compared to a few weekends ago. That said, it's still it's a tad warm. As a result, I had to stretch the rear-end swap out over a few hours over both Saturday and Sunday. Even with the slow moving pace, I was able to get it done and am happy about the progress...



    Started on the RC first - got the rear end jacked up and started on the tear down. The driver-side spring had a frozen bolt, so I had to put the angle grinder to work...



    Rinse and repeat on the W150, though thankfully there were no frozen bolts...



    The remnants of the RamCharger rear parts...



    Got the Skyjacker SoftRide springs and D60 installed under the RC, though I had to repair a broken brake line to make it work. I'm really happy with how the tires/wheels seem to fit the RC's proportions better than the W150.



    Now that the rear is done, time to flip her around and get started on the front end (not without doing a handful of FWD burnouts first)...
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #9 on: October 1, 2019, 07:37:05 pm »
    I got the front bumper removed, as well as the sway bar and shocks. Unfortunately, I can't do much at the moment for the front axle swap until the parts for the W150 arrive...



    So, while I'm in a holding pattern on the axles, I switched my focus to other areas. I'll be converting the RC to an OBD-II motor and 46RE (and then a 408 stroker in the spring), so the logic step #1 is to prep the harness for the upgrades. I found, while working on the W150, that the PDC from a 94-95 Ram works great to upgrade the fusible links and fender-mounted relays to a more modern setup with slow-burn fuses and easy-to-find Bosch style SPST relays.

    I can usually grab these at the local Pick-A-Part for $12-20, but as I said, it's been way hot and I simply don't have the the time to head down there. I found one for $36 shipped on eBay and ordered it up...



    I cut the tape and the loom, then removed all the extra and unnecessary wiring. From there, I used some parts from the other PDC I picked up last year and modified this one to suite my needs. Essentially, all I did was use the open fuse spot and the 2 empty relay spots that were reserved for the ABS stuff, and will now be using that to convert the headlights to a dual relay setup. All the wires were then labeled and PDC set aside for the 5.9/46RE swap coming once the front axle swap is done.
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #10 on: October 14, 2019, 10:37:42 am »
    We had a blast in Vegas with the kids and I was pleasantly surprised at how much kid-stuff there is to do. We always try to hit up at least one "educational" place on any of our trips and this time was the Hoover Dam... the Dam Tour was a success and everyone enjoyed it. We did the entire inner tour and got to go way down into the generator room, as well as up and through the dam itself.



    Now that the fun is over, it was time to get back to work. I got the front axle pulled...


    With the old springs out of the way, I used my trusty air chisel to get the frame bushings out. After messing with these on the W150, the air chisel is really the only reliable way to get these out and now that I knew what it needed, it went much faster than last time (15 minutes vs 3 hours!):



    Now that the D44 was out of the way, the D60 was shimmied back in its final resting place:


    I really like the ride height but still think it needs some more width on the tires and less backspacing on the wheels. For now, this will work just fine!


    Up next is measuring for the new rear driveshaft length and getting that sent off to Adam's Driveshafts in Nevada. From there, cleaning up the 4" lift springs I removed from the RC and transfer them over to the W150 so I can get that back off the stands as well. After that, I need to rebuild the RC's steering gear, convert to crossover steering, swap boosters and get the brakes all hooked up and bled. Plenty to do but I'm making progress...
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline jungle

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #11 on: October 17, 2019, 03:11:45 am »
    Looking better!!!
    Jim
    1988 RC.the gold one   pics
    1988 RC.440,4" lift,727 
    BIG BLOCKS RULE !!!!!!!
    440 pics

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #12 on: November 11, 2019, 09:20:19 am »
    Well the suspension is done, the brakes are bled and working, and the crossover steering and rebuilt steering gear is working perfectly. I think I'll need to adjust the back brakes some and then rebleed since I wasn't happy with the flow out of the passenger side rear, but that's a simple task I'll tackle next week. With all the above done, I decided that it was time to start working on the engine/trans. The engine lacks powers and although it passed emissions testing, it isn't what I'd consider to be "road ready"...

    I started pulling apart the spare 5.9L I have. This was a block, sold as a "core only", and came with most of the harness and ECM for $100. The block was filthy and smelled of old, old oil, but the bores look fine and the bearings had plenty of life left on them - just goes to show how durable these Magnums are!

    I'm going to be on the road this week, but when I get back next week, I'll power wash the block a bit and then take it to the machine shop for a tank dip, magnaflux and bore check. If it's clean, I'll figure out the specific parts list I need. I have some extra travel coming these next few weeks as well, so I may end up bringing the machine shop the parts and having them assemble the short block. I'll just have to see if I can get the time I need to build the block AND pull the old engine/trans from the engine bay.

    For internals, this will be a moderately built 408/6.7L stroker:
    - SCAT cast crank 4" stroke
    - Forged 4.030" pistons (~10.6 compression)
    - Forged 4340 i-beam rods
    - "RV" style cam, maybe slightly more aggressive but still a low RPM option
    - PIE-prepped EQ heads

    By all conservative estimates, this should be a 405-425 hp motor, with 500+ ft lbs. ATK and other builders are making basically the same motor as a short block and with a slightly more aggressive cam are advertising these as 475 hp motors. This should be plenty for a street-driven RamCharger and I'll accept the slightly lower power levels to maintain emissions compliance :)







    This is the recently rebuilt trans I picked up for the W150. I decided that I want to get the RC going first, so that I have time to get everything else working and addressed before April/May (and the before the heat of summer comes back!). I was going to swap it in as it was into the W150 but glad I decided against it. The aluminum planetary was about to completely strip out. My builder is currently going through it, swapping out the aluminum planetary for a steel version, adding a 5-disc clutch pack, replacing all internals, adding a Stage II trans kit, etc. This should mate up to the stroker build quite nicely and provide plenty of years of reliable service...


    « Last Edit: November 29, 2019, 10:25:21 pm by pc1p »
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #13 on: December 18, 2019, 08:53:51 am »
    Well it feels like progress is taking forever here but things are moving...

    The block has been cleaned, inspected and fluxed and is a good candidate for a rebuild. The bores had some uneven wear on the rear two cylinders (#7 and #8) and need 0.030" overbore to get them clean and straight. This is perfect since I'm going with a 408 stroker kit, which requires a 0.030" overbore to reach the full 408 cubic inches.

    Speaking of the stroker kit, it has been ordered from Scat (through Summit Racing). I went with kit 1-98113BI (https://www.summitracing.com/parts/sca-1-98113bi), which included the internally balanced rotating assembly, plus rings and bearings. It's a cast crank with forged pistons and rods. I went with the forged pistons in case I ever decided to add a little boost. Mancini Racing had their complete Eddy aluminum heads on sale a few weeks ago, so I ended up picking up a pair of those for the same price as a set of PIE-prepped EQ's. These are aluminum (vs the iron EQ's) and flow a tad better than the stage 1 PIE's and will let me run a slightly higher compression ratio. Running the base numbers with the compression height, stroke and anticipated head gasket, I'm looking right at about 10.2:1 SCR. I was told this is slightly LOW for these heads, particularly with a fast-fill ramp on the cam I'm getting, so I may end up running a thinner Cometic head gasket (which would bring compression into the 10.4 range).

    In doing some research and talking to a few builders, I have been told that I can go with a slightly more aggressive cam than I've been considering, thanks to the larger cubes sucking up some of the "aggressiveness", while still maintaining emissions compliance. I need to make a decision shortly, as the block will be ready to go at the beginning of the year!



    While I'm waiting for engine parts to arrive, I turned my attention to the rest of the stuff that needs to be done. First up was the NP241D t-case. This was an extra t-case that I got with a bunch of Dodge parts. It was filthy but otherwise in good shape. One of of the output bearings (the front actually) was a bit crunchy. Although there was no signs of damage, I couldn't tell what was wrong, so I decided to err on the side of caution and ordered a Timken rebuild kit.

     

    The rebuild was easy, though for anyone looking to rebuild a NP241D, note that you'll need to order a 307L front bearing (same as the NP 205). This is specific to Dodge t-cases (the GM version take the same smaller bearing front and rear).
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline Hellrico

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #14 on: January 14, 2020, 01:42:44 pm »
    We should be neighboor,
    Same as you,I bought Mancini alu head last december. Also have a 408 on assembly line.

    You may take a look inside head, I found aluminium shaving sticking on grease spot nearby intake valve guide. Also, some hole were not debur properly.
    1993 2WD RC 318
    Engine under construction: 408 LPG

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #15 on: January 30, 2020, 11:59:37 am »
    About time!  ;D





    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #16 on: February 5, 2020, 09:18:49 am »
    Got almost all the parts I need ordered (except the pushrods, which I'll need to check the length with the new valvetrain installed first). I should have the block assembled, sans the pushrods, hopefully by this weekend...

    In the meantime, I snatched the motor and trans from the RamCharger and will clean up the frame with a twisted wire brush and some paint.
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #17 on: April 15, 2020, 04:32:47 pm »
    I can't believe I started the tear down on Feb 5th and here I am almost 2 months later still wrapping it up! With the W150's brand-new transmission temporarily causing me fits, a 9-day trip to Hawaii, my Jeep's t-case blowing up, and this COVID-19 throwing a monkey wrench into everyone's life - it's been slow moving on the RamCharger...

    But - thankfully I'm still making progress! The original intake manifold had a stripped out EGR hole and had some serious corrosion issues around the water ports. Rather than fix it, I elected to find a replacement. Although it took some time but I found a perfect swap candidate that will work well for now (or at least until I can find an elusive Mopar M1 with EGR!).



    With the help of a few buddies, we dropped the motor and trans into their new homes last weekend. I buttoned up as much of the reinstall as I could, but was waiting on a few parts to arrive. More importantly, I quickly realized that the factory valve covers I had weren't going to work since they were hitting the roller rockers.



    I could clearance the internal baffles some, but doing so wouldn't let me run my PCV or oil filler cap. Mopar Performance no longer makes the nice "Mopar Magnum" valve covers, so I had to go with the Edelbrock valve covers. The black powder coated ones I wanted were >1-month backordered, so I ended up ordering just the standard cast aluminum covers. A few coats of VHT Engine Enamel and VHT clear coat (plus a couple of dabs of cast aluminum paint for accent!) and they look darn close enough (plus doing so saved me over $100 vs the factory powder coated options).



    Now that these are in, I will swap them out and I can begin hooking up the rest of the accessories, harness, fuel rail, etc. I'm torn on what to do for my exhaust. The idea of these hideous exhaust manifolds on this big ol' stroker breaks my heart some, but I need the EGR hookup to remain emissions compliant. There is only one company selling stainless/coated headers with the EGR tube (Pacesetter). The price is good (~$400) and they are listed as having 2-1/2" outlet (which matches the 92-93 manifolds). Some people report that they aren't 2-1/2" and are actually 2-1/4", but from what I can gather, they should be 2-1/2". I may order a set and hope they fit as they should!
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Online Mopar572

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #18 on: April 21, 2020, 01:50:36 pm »
    Actually the "magnum" valve covers from mopar are available under a new part number.  P4532621
    1985 W250, 318, 435, 208, 44/60
    1991 W350, 360, 435, 205, 60/70
    1991 D250, 360, 518, 60

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #19 on: April 22, 2020, 05:08:39 pm »
    Actually the "magnum" valve covers from mopar are available under a new part number.  P4532621

    I was told the same by Hughes - but when I called my local Mopar dealer, they said they have the number but it didn't appear to be the Mopar Performance #. The other place that I called said that it had "Mopar Logo" in the description, but they weren't able to place the order.

    I'm thinking these are still new and aren't shipping just yet. I'll be looking forward to getting a set or two for my rigs! Until then, these Eddy's will do the job :)
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #20 on: May 6, 2020, 11:02:23 am »
    Waiting for my exhaust parts to arrive, so I'm wrapping up some other items...



    There was a shoddy amount of trailer wiring dangling from the back. Similar to the W150, I drilled a large hole and mounted a 7-pole connector directly to the bumper. IMO this makes for a cleaner install that is less likely to get smashed. Unfortunately, I learned that my blinkers and brake lights aren't working so I haven't been able to test the plug yet.

    I checked and changed the bulbs, fuses, etc. and nothing. I did notice that the brake switch was always "on" (noticed it by change when I hooked up my MT2500 during the motor install). I adjusted it accordingly but the lights still don't turn on. I started to dig underneath the dash to see if anything was unplugged and noticed this wedged up the one side:



    I removed some extra wires not going to anything and fished this down. My original intent was to simply unplug it as I'll be going to a more modern wireless controller and remote starter, but when doing so, my engine wouldn't start! I'll need to dig into it more when I pull the dash to replace the heater core. I suspect that the turn signal and brake lights are tied into this system as well.

    Back to the engine - I replaced all the old fuel injector connectors with new ones I got from Amazon. The factory ones were very loose fitting on the injectors themselves and many have pins that looked worn out. I replaced these in about an hour and I like the fact that they have a positive retention design. While I was working on the injectors, I added some refurbished 30# Bosch EV1s.



    The motor is running fantastic, though I've only been able to do a few test rides around the block since the exhaust is barely on and I don't want to spend any time fixing it just to turn around and rip it off in a few days. That said, this 408 will turn 35" M/T's into dust with ease. A modest blip of the throttle breaks them loose instantly... I suspect this engine is going to get me in trouble :)

    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #21 on: June 4, 2020, 01:55:01 pm »
    Finally - the headers from Pacesetter showed up!


    I got the headers installed and made some cheap downpipes to be able to drive on over to my exhaust shop. I'm not sure my neighbors were happy with open headers and downpipes, but it did the trick and prevented me from having to have it towed on over...


    I went with 2.5" downpipes into a single 3" Y collector (with the O2 sensor right behind the merge). From there, it's 3" straight back to the Flowmaster Hi-Flow stainless catalytic converter, into a 3" Flowmaster Delta 40, then out as dual 2.5" pipes. The sound is great - no resonance at all with just enough thump at idle to make me smile :)

    Now that I'm able to drive the rig on the highway, it's apparent that I'm getting a ton of spark knock. I added some 108 Octane Boost as a short term fix (still didn't work all the way!) and it's looking more and more like I'm going to need to convert the truck to a JTEC/OBD-II ECM and tuner.
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline KurtfromLaQuinta

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #22 on: June 5, 2020, 06:08:03 pm »
    Movement on the project!
    500 c.i.- Scat Crank, Scat Rods, Indy Aluminum heads, Comp XR280HR Cam, Six-Pack, Milodon 8 qt. Pan, 727  (reverse-manual, low band apply, 5 clutch disc, 3 qt. xtra. pan), N.P. 205, Ford 9" rear axle (4:11, 31 spline axles, Detroit Locker, converted/ disc brakes). Dana 44 front (converted/ disc, 4:10, Tru-Trac limited slip). Hydra Boost Brake Booster, Gear Vendors OD. 600+ ft. lbs. of torque

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #23 on: July 8, 2020, 10:56:55 am »
    Well it's 109F outside with 20% humidity, but progress will not stop :)

    I've been riding around here and there and will without a doubt need to convert to OBD-II and get a tuner to keep this 408 happy. I'm 4 cans of octane booster into this tank and spark knock under mid or light throttle is always present. Even without a tune and without the ability to really ride it hard, the motor is impressively powerful and I'm excited for it to be my daily.

    While I'm getting ready to battle the blazing sun and inevitable monsoon storms on the way, I'm trying to wrap up a few other items. I hadn't yet installed a trans cooler, so that was first on my list. Rather than just run simply strapping across the opening, I welded up a bracket out of 1-1/4" x 1/8" angle iron. I pushed the cooler about as far forward as I reasonably could. The intention there was to give plenty of space between it and the A/C condenser so that I can run a small "pusher" fan (unshrouded) to help boost A/C performance during low-speed cruises or at idle.





    Nothing fancy, just a Hayden 5000# GVWR cooler for the time being. I'm gonna figure out the A/C condenser and pusher fan setup and will monitor trans-temps. As I upgrade the wiring to the 95-Ram PDC and get away from the fusible links, I'll make a dedicated 20A circuit for an additional fan and may switch to a plate-&-fin style trans cooler with a booster fan (this rig will be pulling my Jeep after all).

    With the cooler done, I can now reassemble the front end and put the grille back on. First up was getting the Hella H4 conversion bulbs installed. The headlight buckets have a small section in the rear that prevent the conversion bulb from fully seating. A quick trim with a jigsaw fixes that:



    I cleaned up the edged with a barrel sanding drum and the bulbs fit perfectly:



    All I need now are some new headlight adjusters and I'll be able to get the grille completely installed!

    Moving to the interior, I remembered that I don't actually have a set of keys for the door. I pulled the panels off and cleaned up the plastic barrier that was basically turning into white dust every time I closed the door. I pulled the locks and was hoping to find a locksmith that knew what they were doing and who could repin my locks to match the ignition switch.



    Unfortunately, of the 6 locksmiths I called, 5 had no idea what I was asking about and 1 forwarded my number onto the technician who I never heard back from. I did find a seller on eBay that could actually rekey my locks based on a picture. In our back and forth, it turns out that my 95 YJ, 98 TJ and the 93 RC all take the typical 1-1/4" "8-cut" Chrysler tumbler. I need to make some confirmation measurements, but we are thinking that I'll be able to replace/rekey all the locks (including ignition) in the RC and YJ to match my TJ for less than $100 (I'll obviously have to mail them in).

    One Key to Rule Them All is my new goal :)

    Next items on my list:
    1) get a radio installed and replace speakers
    2) decide on whether or not I want carpet or molded vinyl flooring
    3) swap my glorious "wood grain" console fascia for the spare black one I have
    4) clean up the door panels the best I can
    5) find a lock-remote to work with the factory keyless entry
    6) replace all the brittle door-lock clips with fresh ones and grease everything in the door up (including window parts)
    7) figure out what the heck the mount in the roof is (maybe an old CB antenna?)
    8) rebuild the spare HVAC unit with new evaporator and heater core

    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline KurtfromLaQuinta

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #24 on: July 8, 2020, 06:19:17 pm »
    That's what I did with my trans cooler.
    I was thinking about doubling it up with another on the port side.
    It does get hot in these parts.
    112 F. today. Warming up to 120 F. Sunday.
    500 c.i.- Scat Crank, Scat Rods, Indy Aluminum heads, Comp XR280HR Cam, Six-Pack, Milodon 8 qt. Pan, 727  (reverse-manual, low band apply, 5 clutch disc, 3 qt. xtra. pan), N.P. 205, Ford 9" rear axle (4:11, 31 spline axles, Detroit Locker, converted/ disc brakes). Dana 44 front (converted/ disc, 4:10, Tru-Trac limited slip). Hydra Boost Brake Booster, Gear Vendors OD. 600+ ft. lbs. of torque

    Offline rc12102

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #25 on: July 10, 2020, 12:54:05 pm »
    What do you think is causing the knock?  Is it because we've only got 91 octane around?  I'm about ready to order my stroker kit and am leaning towards new aluminum heads vs working on the 596 iron heads to try and avoid knock.
    1986 RC 150 Royal SE 4x4 360
    3/4 ton axles; soon to be 408/a518

    Offline dodge82273

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #26 on: July 10, 2020, 03:53:25 pm »
    my stock '93's run on 87 with 10% ethanol , with no knock , 2 are 360's 1 is a 318 . I'd pull codes . for some reason yours is not adjusting timing correctly , a sensor or 2 is off or wiring has deteriorated ? 
    78 to 93 parts trucks
    91 w250 318 518 44/60 single 9 foot driveway plow locked
    87w150 44/corp727 kandy w/ ghost bats/summer
    86-D/W100 44/corp/318mag/carb/4500/aka shit box/winter
    93w150short/44/corp/360/le/mag "caddie"
    93w250LB51844/60posi 318"New Truck"
    93w350 6 tire CC 60 c/a flat bed dump

    Offline KurtfromLaQuinta

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #27 on: July 10, 2020, 05:30:42 pm »
    What do you think is causing the knock?  Is it because we've only got 91 octane around?  I'm about ready to order my stroker kit and am leaning towards new aluminum heads vs working on the 596 iron heads to try and avoid knock.
    If you push past the high 9 to 1's into the very low 10 to 1's, you should be cool with aluminum heads.
    You really need to look at cylinder pressure more that compression ratio though. Just because the pistons are rated at 9.5 to 1 doesn't mean they will be that ratio in your engine. You need to be very careful when selecting pistons.
    The machine shop I used was very precise in the selection of the pistons when they built my short block. They wanted to know ALL my specs on the heads and the cam I was going to run. They actually sourced on the shelf JE pistons that were a perfect match for the heads/ cam/ c.i. displacement I was running.
    Here in our deserts, the heat is the #1 issue for detonation. That and the fuel we have to live with. Especially in California.
    Also, things depend on what kind of smog controls your dealing with.
     
    500 c.i.- Scat Crank, Scat Rods, Indy Aluminum heads, Comp XR280HR Cam, Six-Pack, Milodon 8 qt. Pan, 727  (reverse-manual, low band apply, 5 clutch disc, 3 qt. xtra. pan), N.P. 205, Ford 9" rear axle (4:11, 31 spline axles, Detroit Locker, converted/ disc brakes). Dana 44 front (converted/ disc, 4:10, Tru-Trac limited slip). Hydra Boost Brake Booster, Gear Vendors OD. 600+ ft. lbs. of torque

    Offline stftruck

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #28 on: July 10, 2020, 11:09:16 pm »
    What intake are you running?  Shorter runner length will help slow/stop detonation problems, if everything else is in order.

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #29 on: July 10, 2020, 11:16:24 pm »
    What intake are you running?  Shorter runner length will help slow/stop detonation problems, if everything else is in order.
    I didn't notice... what distributor are you running!
    500 c.i.- Scat Crank, Scat Rods, Indy Aluminum heads, Comp XR280HR Cam, Six-Pack, Milodon 8 qt. Pan, 727  (reverse-manual, low band apply, 5 clutch disc, 3 qt. xtra. pan), N.P. 205, Ford 9" rear axle (4:11, 31 spline axles, Detroit Locker, converted/ disc brakes). Dana 44 front (converted/ disc, 4:10, Tru-Trac limited slip). Hydra Boost Brake Booster, Gear Vendors OD. 600+ ft. lbs. of torque

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #30 on: July 13, 2020, 10:46:08 am »
    What do you think is causing the knock?  Is it because we've only got 91 octane around?  I'm about ready to order my stroker kit and am leaning towards new aluminum heads vs working on the 596 iron heads to try and avoid knock.

    I'm sure the 91 is adding to the issue. From my friends who build a lot of forced-induction stuff, even our 91 is really poorly rated (per their experience). I am running aluminum Eddy heads. I didn't measure the chamber size, but from many people's experience with them, they're ~60cc.

    Many Magnums will spark knock on the factory internals, especially if the spark plug wires aren't run properly and if there is a plenum gasket issue. The ECM's, both the SBEC and JTEC, are known for trying to eek by to get the best efficiency and lowest emissions (to keep the consumers happy). The fuel maps and ignition timing simply are not conducive to adding compression or duration/separation to the cam timing. The factory cam has a fairly narrow 109 LSA (which makes torque quick - what these motors were noted for when new) and relatively fast ramp profile. The Mopar Performance ECM's from back in the day added some fueling to the maps, as well as a bunch of timing but still assumed a near factory cam profile. As I've come to find out, many exacerbate spark knock issues unless 93 octane was run.

    A side note - few people realize that the 5.9L engines installed in the trucks are the same engines that Mopar sold as their "300-hp crate" engine. The only major difference was the intake manifold and a bunch of added timing (for carb'ed applications).

    If you push past the high 9 to 1's into the very low 10 to 1's, you should be cool with aluminum heads.
    You really need to look at cylinder pressure more that compression ratio though. Just because the pistons are rated at 9.5 to 1 doesn't mean they will be that ratio in your engine. You need to be very careful when selecting pistons.
    The machine shop I used was very precise in the selection of the pistons when they built my short block. They wanted to know ALL my specs on the heads and the cam I was going to run. They actually sourced on the shelf JE pistons that were a perfect match for the heads/ cam/ c.i. displacement I was running.
    Here in our deserts, the heat is the #1 issue for detonation. That and the fuel we have to live with. Especially in California.
    Also, things depend on what kind of smog controls your dealing with.

    I don't know of too many places that will give a SCR rating for their pistons, including Scat, though many do have estimates to help you know what ballpark you're batting in. For me, Scat gave me an estimate based on stroke, combustion chamber size, head gasket thickness and bore size, etc. Their estimate was 10.3:1 and when I did the math myself, I got an almost identical # so it's a fair estimate. Personally, I don't get too worried about exact ratios - I just want to roughly know where the static compression will be.  Even cylinder pressures won't tell the entire store of the engine across its RPM range. I pick my build parts to compliment each other and let the tune work out the differences :) IMO based on what I know about these engines and the tunes for them, it's the factory ignition timing that makes it a problem when compression goes up (and quench height goes down).

    Luckily, the two major Magnum tuners out there (Marty at UTAwesome and Ryan and Flyin' Ryan Performance) have successfully tuned some serious builds with a reflashed ECM (OBD-II/JTEC of course). In taking to both of them, both are confidence that they can manage to get a tune to work with all my components to maximize torque and keep AFR happy for those hot summer days headed up the mountains (it was 116 yesterday coming down :( ).

    The early Magnums have EGR and EVAP. I'll be visually keeping the EGR but the JTEC does not have EGR functionality. EGR is known to reduce spark knock as it tends to lower combustion chamber temperatures some. This is partially why the 96+ Ram motors were "knockers" and many eventually got the "death flash"

    https://dodgeforum.com/forum/2nd-gen-ram-faqs-diys-and-how-to-s/239333-what-is-the-death-flash.html

    What intake are you running?  Shorter runner length will help slow/stop detonation problems, if everything else is in order.

    Factory Magnum "kegger" intake... We have emissions testing, which includes a roller test and visual inspection, so I had to keep something with EGR, though my goal is to find an older M1 Mopar intake with EGR (it's like a unicorn!). These intakes are fairly good options for a truck motor but will die above ~4700 RPM. Even though I technically won't be using the EGR when I switch to a JTEC ECM, having it there looking like it's working will be our little secret from the Emissions Inspector ;)

    The M1's historically got a bad reputation for "killing torque" but this is mostly internet myth. On an untuned ECM and mismatched parts, they can cause some issues. However, with a proper tune and a cam that will utilize the additional flow, I've seen +40hp at peak and +20hp across most of the RPM range, with no drop in low-end torque numbers.

    I didn't notice... what distributor are you running!
    Factory Magnum... similar to using the factory Kegger intake, I need to keep this emissions friendly (including visually). Some inspectors get quite turgid with aftermarket parts and there's nothing to gain for me running anything but an OEM distributor.

    my stock '93's run on 87 with 10% ethanol , with no knock , 2 are 360's 1 is a 318 . I'd pull codes . for some reason yours is not adjusting timing correctly , a sensor or 2 is off or wiring has deteriorated ? 

    My stock Magnums ran fine on 87 as well. I plugged my Snap-On MT2500 into the SBEC and everything is working as it should. All new sensors and the wiring was removed, inspected, and re-wrapped. My O2 sensor isn't new so maybe I will replace that out of curiosity, but it's showing plenty of signal response.

    Even the 408 runs "okay" on the 91 but will knock as RPM's climb high or in mid/low-throttle cruise. The SBEC uses the cam sensor to "find" cylinder #1 and then relies on crank sensor timing. The JTEC has the added functionality of monitoring and subsequently allowing changes to fuel sync. It is possible that even adjusting fuel sync slightly after converting to a JTEC can help and many tuners will use fuel-sync to maximize combustion efficiency.
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Alternative to Chrysler/Mopar Dorman headlight adjusters
    « Reply #31 on: July 13, 2020, 11:01:09 am »
    As many know, finding good aftermarket parts for Dodge trucks is a challenge. The plastic headlight adjusters are no exception...

    In April, I ordered a set of Dorman 42188 adjusters. I broke both of them immediately upon installing. I bought 2 more and let them sit in the sun to warm up a bit and broke 1 of the 2. Apparently, after reading the reviews, I'm not the only one.



    After reading failed install story after another, I ran across someone who installed a set of Jeep adjusters into his Dodge buckets and they worked perfectly. I figured for $5.99, let's give them a try!



    The good news - they worked perfectly!! This let me wrap up installing the rest of the front end, so naturally I had to take the RC for a spin (even in 109 weather!)...







    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline dodge82273

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #32 on: July 13, 2020, 03:49:26 pm »
    if you have the egr , its NOT mechanically  stuck is it ?
    78 to 93 parts trucks
    91 w250 318 518 44/60 single 9 foot driveway plow locked
    87w150 44/corp727 kandy w/ ghost bats/summer
    86-D/W100 44/corp/318mag/carb/4500/aka shit box/winter
    93w150short/44/corp/360/le/mag "caddie"
    93w250LB51844/60posi 318"New Truck"
    93w350 6 tire CC 60 c/a flat bed dump

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #33 on: July 14, 2020, 09:17:34 am »
    if you have the egr , its NOT mechanically  stuck is it ?

    I wondered the same - it's brand new and works as it should (confirmed)...
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline dodge82273

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #34 on: July 14, 2020, 11:19:11 am »
    if its a stock log intake , the valley gasket we hear so much about ?  how is the vacume onna gauge ?
    78 to 93 parts trucks
    91 w250 318 518 44/60 single 9 foot driveway plow locked
    87w150 44/corp727 kandy w/ ghost bats/summer
    86-D/W100 44/corp/318mag/carb/4500/aka shit box/winter
    93w150short/44/corp/360/le/mag "caddie"
    93w250LB51844/60posi 318"New Truck"
    93w350 6 tire CC 60 c/a flat bed dump

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #35 on: July 14, 2020, 01:48:46 pm »
    if its a stock log intake , the valley gasket we hear so much about ?  how is the vacume onna gauge ?

    lol, you'd think I'd go through the trouble of disassembling a block, bring to machine shop, spending $$ on a stroker, buying thousands in performance parts, rebuilding a trans to handle the power, meticulously clean and paint the intake, block and valve covers, but wouldn't change the $6 plenum gasket?? :)
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline dodge82273

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #36 on: July 14, 2020, 02:11:57 pm »
    humm ,, I wouldn't ................. lol    lean ,  hot , or spark timing .... 3 possibles  how is the fuel pressure ? where is the regulator , tank ? no return 360 ?
    78 to 93 parts trucks
    91 w250 318 518 44/60 single 9 foot driveway plow locked
    87w150 44/corp727 kandy w/ ghost bats/summer
    86-D/W100 44/corp/318mag/carb/4500/aka shit box/winter
    93w150short/44/corp/360/le/mag "caddie"
    93w250LB51844/60posi 318"New Truck"
    93w350 6 tire CC 60 c/a flat bed dump

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #37 on: July 14, 2020, 03:59:30 pm »
    humm ,, I wouldn't ................. lol    lean ,  hot , or spark timing .... 3 possibles  how is the fuel pressure ? where is the regulator , tank ? no return 360 ?

    I'm fairly certain it's a timing issue at cruise and lean condition at WOT. Currently running a correct-for-1993 in-tank 45 psig pump/regulator, but my plan is to update to a later 52 psig regulator when I convert to JTEC for tuning. I'm not worried about the tuning - my goal is just to get the computer converted over to OBD-II and then use a data logger for a while (I'd like for it to cool down outside first to have a bigger cushion of safety). I'll get a few different levels of tune files handy and then run down to the dyno. With some data logging, it should be easy to keep a big, low-RPM, naturally aspirated small block happy :)
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline rc12102

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #38 on: July 14, 2020, 06:27:28 pm »
    Let me know if you end up getting rid of those other wheels/tires once you get the 38's on there, i might be interested in taking them off your hands if i can fit them!
    1986 RC 150 Royal SE 4x4 360
    3/4 ton axles; soon to be 408/a518

    Offline dodge82273

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #39 on: July 14, 2020, 09:43:49 pm »
    ok get a hold of a spark plug heat range chart , try running a MUCH colder plug , if that works , step the plugs up some .  I'm too old and have NOT been an "auto" mechanic in years, forgive my dumb question , is there an injector that flows more than the stock ones , but fits ?  the pcm can turn down the pulse width but can't increase the injectors flow rate ( GPH?)  or yeah the pcm is not listening to what the o2 sensor is saying .. we know what the older tbi systems do if you put too much motor under them .... is a 408 doing that to the efi ? when will someone come up with a programmable pcm for DODGE ?
    78 to 93 parts trucks
    91 w250 318 518 44/60 single 9 foot driveway plow locked
    87w150 44/corp727 kandy w/ ghost bats/summer
    86-D/W100 44/corp/318mag/carb/4500/aka shit box/winter
    93w150short/44/corp/360/le/mag "caddie"
    93w250LB51844/60posi 318"New Truck"
    93w350 6 tire CC 60 c/a flat bed dump

    Offline stftruck

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #40 on: July 14, 2020, 09:50:28 pm »
    There are different OEM injectors... They are PSI tuned!  Any chance you have a mismatch of injectors to the ECM fuel PSI set up?  Or injectors from a returnless (or non) system in the opposite set up? 
    We did find that performance injected 360's did not like long intake runners.

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #41 on: July 15, 2020, 09:08:54 am »
    Let me know if you end up getting rid of those other wheels/tires once you get the 38's on there, i might be interested in taking them off your hands if i can fit them!


    Someone must have saw my post on social media  ;D I'll let you know when I'm ready to get rid of them...

    We are currently waiting on the final word from my wife's company about working from home full-time after the pandemic ends. If so, we plan on moving to Flagstaff ahead of schedule (we were always looking to move there but likely a few years down the road). The likelihood is high, so we're figuring out what we need to do in the short and mid-term to prepare for that. On top of that, my wife didn't think the Jeep TJ that I just picked up (as trade for my W150 project) isn't "safe enough" for a new driver (my daughter), especially on the snowy, mountain roads in Flagstaff.

    So with that, I've decided to sell my Jeep YJ and build the TJ for me. This means the set of Method 101 beadlocks on 38" Falkens sitting in my side yard will need a new home. I figured why not see if that home could be the RamCharger...








    I'm obsessed with how they look in real life - the pics don't do it justice! I literally, and I mean literally, walked into the side of the garage while looking at the wheel/tire on the RC as I was walking back into the house. These 38"s have some rock rash and I'll likely need to replace (and likely with 37x12.5x17 simply due to availability), but this is perfect motivation to get moving on making some room in the wheelwells.
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #42 on: July 15, 2020, 09:35:11 am »
    ok get a hold of a spark plug heat range chart , try running a MUCH colder plug , if that works , step the plugs up some .  I'm too old and have NOT been an "auto" mechanic in years, forgive my dumb question , is there an injector that flows more than the stock ones , but fits ?  the pcm can turn down the pulse width but can't increase the injectors flow rate ( GPH?)  or yeah the pcm is not listening to what the o2 sensor is saying .. we know what the older tbi systems do if you put too much motor under them .... is a 408 doing that to the efi ? when will someone come up with a programmable pcm for DODGE ?

    I had my local AutoZone transfer me in a set of Autolite 3922's just for this reason actually!

    And yes, there are many different injectors out there that work with Dodge motors. Dodge used various injector flow rates and different fuel line pressures but went to a "common-cal" setup in 1996 where all motors used the same 23.2 lb/hr rating.

    I am running a refurbished set of Bosch EV1 30# injectors (30 lb/hr at 43.5 psig). With my ~45 psig rail pressure and a 90% duty cycle, I should be okay. I want to swap to a later-style 54 psig regulator since most people have better injector performance with higher line pressures and will keep my duty cycle well below the 90% max that is typically recommended.

    There is actually a "programmable" ECM - that's the OBD-II ECM (the factory JTEC). It can be easily programmed with hand-held tuners. Once monsoon season kicks in and our temps "drop" to the low 100's, that's the next thing I'm working on. The only disadvantage of the JTEC is that it can't control the 46RH. This isn't a big issue anymore, since I used the Computshift Mini on my W150 for 2 years without any issues.


    There are different OEM injectors... They are PSI tuned!  Any chance you have a mismatch of injectors to the ECM fuel PSI set up?  Or injectors from a returnless (or non) system in the opposite set up? 
    We did find that performance injected 360's did not like long intake runners.

    There sure are! For those curious, here is a good guide:
    Engine           Years   Flow-rate (lb/hr)
    5.2 Magnum    92-95     18.2
    5.2 Magnum    96-01     23.2
    5.9 Magnum    93-95     24.5
    5.9 Magnum    96-01     23.2

    For pushing max HP, the Magnum certainly doesn't like long-intake runners and that large intake chamber. Marty (at UTAwesome Performance) has been experimenting with VRP's (volume reducing plates) for a while and has found a good sweet spot between plenum volume and intake charge velocity - he's getting good HP gains while still making torque monsters! My plans are still to find an old Mopar M1 w/EGR so I didn't bother with any of those (though I do need to still send my throttle body out for 52mm boring).

    I think my 30# injectors CAN give it enough fuel, but need the mapping changed to accomodate the 16% larger motor displacement at WOT (the motor is happy until about ~3900 RPM where it begins to starve). Since my motor has much better quench, I also need less timing advance (which explains the pinging at low/mid throttle cruising).
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Online Mopar572

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #43 on: July 15, 2020, 02:21:45 pm »
    Well, now I remember why I switched to a carb!
    1985 W250, 318, 435, 208, 44/60
    1991 W350, 360, 435, 205, 60/70
    1991 D250, 360, 518, 60

    Offline dodge82273

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #44 on: July 15, 2020, 02:29:42 pm »
    yes , I understand , good there is programmable pcm , '96 began the obd2 inspection plug in deal and that used a rh 518 ... or at least that years flex plate and converter work in a '93 ....( had one ) . your f/pressure may be the answer , that "relationship" between flow and pressure , when you use larger injectors , their full out flow MAY be dropping the pressure ?   yep hot plugs ... one of those things the scan tool don't report :) 

     the pcm controlled 5.9 runs much better than a carbed unit , when they're working right ,  and I'm a carb guy ...LOL
    78 to 93 parts trucks
    91 w250 318 518 44/60 single 9 foot driveway plow locked
    87w150 44/corp727 kandy w/ ghost bats/summer
    86-D/W100 44/corp/318mag/carb/4500/aka shit box/winter
    93w150short/44/corp/360/le/mag "caddie"
    93w250LB51844/60posi 318"New Truck"
    93w350 6 tire CC 60 c/a flat bed dump

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #45 on: July 15, 2020, 03:35:21 pm »
    yes , I understand , good there is programmable pcm , '96 began the obd2 inspection plug in deal and that used a rh 518 ... or at least that years flex plate and converter work in a '93 ....( had one ) . your f/pressure may be the answer , that "relationship" between flow and pressure , when you use larger injectors , their full out flow MAY be dropping the pressure ?   yep hot plugs ... one of those things the scan tool don't report :) 

     the pcm controlled 5.9 runs much better than a carbed unit , when they're working right ,  and I'm a carb guy ...LOL

    Correct on the 96+ ECM... known as the "JTEC" (Jeep/Truck Engine Controller) it can only control a 46RE transmission. The earlier RH transmissions can only be run by the SBEC ECM. The Compushift Mini is a standalone controller that ties into the VSS and TPS for signal and can be programmed via a Bluetooth phone.

    I've been done with carbs for 20 years - couldn't pay me to go back :)
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #46 on: July 15, 2020, 03:36:54 pm »
    Well, now I remember why I switched to a carb!

    And every time I go from 1500' ASL to 7700' ASL and wheel at 30 inclines, I am thankful for how far along EFI has come and how (generally) easy it is :)
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #47 on: August 4, 2020, 05:51:00 pm »
    I decided to put the Methods on all four corners and see how she looked...  :o



    Needless to say, I've got a lot of space to make!

    The 38" Falkens are surprisingly quiet but are bigger than I want to run. I found a lightly used set of 37" Patagonia Milestars, including an unused spare tire (gotta love Jeep guys who change their mind every 3 months... unfortunately, I'm also a Jeep guy lol).



    These should require less trimming and be better suited on snow/ice since they're narrower and I can find chains that fit.



    My little guy came for his first ride in the RamCharger and was loved how it rode and looked. I think we have a confirmed future 4x4 Dirt Head   ;D

    I ordered the HGM Compushift Mini to control the A518 (the same one I used on my W150 project) during a 10% summer sale. I also have all the OBD-II harness wires identified and ready to go. I just need it to drop below 110 for a few days to get it done!
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline pc1p

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #48 on: August 18, 2020, 04:11:10 pm »
    Well those 38"s were obviously too big, so I found a deal on a set of Milestar Patagonias in 37x12.5R17. After ~5 hours of wrestling the old ones off and new ones on (plus with a lot of help from my friend and about 15 screwdrivers!), I got them mounted up and taken for a test spin...









    Curious to see how the 37"s feel against the 35"s on acceleration, I couldn't resist at least a few pulls in the local empty parking lots (hey COVID is good for something!)

    https://www.youtube.com/watch?v=-JFKv2dv0Oo



    @rc12102 - I have to apologize to you; I remember someone asking me to remember them when I was ready to sell the old wheels/tires but I thought it was on Facebook. I checked my posts, messages and even put some feelers out on the local pages to see if I could figure out who it was. It didn't dawn on me to check here - sorry man!  :(
    '93 RamCharger LE | 408 cid stroker | Built 46RH | Dana 60s | TrueTrac Rear | ORD Crossover Steering | 37" Milestars | 17x9" Method 101 Beadlocks

    Link: https://ramchargercentral.com/projects/pc1p's-1993-ramcharger-le-1ton-build/

    98 Jeep TJ | 4.0/AX15 | 4" RE Super Flex | D30 30-spline | D44 CM shafts | E-lockers | 5.13 | 35" KM3

    Offline Moparbob1987

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    Re: PC1P's 1993 RamCharger LE - 1ton Build
    « Reply #49 on: August 19, 2020, 06:26:07 pm »
    Awesome build I have always wanted a RC
    1993 D150