1998 Dodge Ram 2500

Extended Cab Pickup

Cummins 5.9L 12 valve

Automatic

1B7KF23DXWJ147317

Clear

Diesel

98 Dodge Ram 2500 4X4 12V Cummins “holy grail” 186,000 original miles VIN: 1B7KF23DXWJ1473173 ownersnon smoking vehicle, no petsTruck has been in AZ, CA and TXHas never pulled a gooseneck though it is set up to do soNew spray in bedliner and swing out tool boxes285/70R17 Tires 95% front tires 75% rear tires matching spare rim and tireSLT Package leather seats and heated power mirrors3.55 gear ratioClean title All owners have been mature middle aged men and the truck has not been hot rodded. The second owner was a machinist and diesel fanatic and did all the upgrades listed below. Cruise control works, power seats work, headliner and interior of truck are in excellent shape except for two small tears on driver side. Paint is in excellent condition EXCEPT for front driver fender see photo. Plastic and rubber looks great, front bumper rubber could be replaced. Minor dings, scratches. The 98 Dodge Extended version was the first year where the EXT cab door opened and the first six months of 98 were the last of the 12 Valves making this a rare truck, with low miles, very straight and clean. AC Blows cold, long bed. There is ONE dash crack in front of driver. Cannot be easily seen inside or outside, see photo. PERSONALLY I RECOMMEND THAT A POTENTIAL BUYER INSPECTS THE TRUCK IN PERSON. I have a 100% positive feedback and do my best to describe as accurately as possible and I want a buyer to be very happy with the vehicle. With the upgrades and noise dampening in the doors this truck rides far smoother than a normal 98 and the cab is about 80% as quiet as a new truck in my opinion. You won't find many 12Valve 98's as clean and cared for with low miles as this one. If you buy and do not complete the sale the deposit is NON refundable.I have the truck listed on other sites as well and I reserve the right to end this item without notice. Aftermarket Parts: Banks Power Pac- banks designed fuel plate, waistgate actuator and turbo exhaust housing. 4” MBRP exhaust system Triple pillar Boost and EGT gauge and column mounted Trans temp gauge 5x14 +150hp fuel injectors- stock size injectors were 5x 9.5 180hp KDP tabbed- Cummins motors had a “Killer Dowel Pin” under the timing gear cover that could work loose and fall in to the timing gears. The fix was a tear drop shaped washer that went under one of the internal housing bolts and captured the dowel pin so that it could not work it’s way out. AFC modded- The AFC controls fuel relative to boost. From the factory the the travel of the internal parts were limited to keep fuel at stock levels. This AFC has been modded to allow much greater travel, allowing greater fuel flow at high boost levels. The stock Spring was carefully stretched as the aftermarket springs tried were to stiff. 4K GSK- 4000rpm Governor Spring Kit. The stock governor began to defuel at about 2800 rpms. The 4K kit allows full fueling to 4000 rpms before the defuelling kicks in.* Other fueling parameters such as fuel plate position and AFC spring tension will also effect the top useful RPM.* S+B induction system feature CARB approved large high flow air filter w/pre filterNOT HEAD STUDDED- retorqued the stock head bolts from stock torque of 90lbs to 125lbs, the commonly accepted limit for the stock bolts. Head studding not needed. •60 VS- Valve Springs rated for 60 lbs higher closing pressure than stock. These allow the engine to turn higher than stock RPM’s with out floating the valves. Pusher Intake- Free flowing Air Horn to replace the stock California Smog compliant “restricter EGR valve” Air Horn. The stock air horn air box and related parts were sent with the truck should some one desire to return the truck to stock. Brake upgrades- Front vented rotors, Rear GM oversized brace cylinders Transmission upgrades: Over 5,000 dollars in parts and the rebuild expenses.Rebuilt by Left Coast Diesel with top of the line Goerend parts. Triple disk torque converter- Three lock-up clutch plates in place of the one.These allow for full power to be applied and held even in Overdrive or while towing. * The switch on the lower portion of the dash below the gear selector is a manual lock up switch, allowing full converter lock up as needed. Occasionally, heavy use of this switch will cause a check engine light to come on. This is a high trans pressure code and is irrellivent given the upgrades to this transmission. The code will clear on it’s own in a day or so.* Goerend constant pressure valve body- causes positive shift engagement even at part throttle. In retrospect I should have gone with Goerend’s variable pressure valve body as it is famous for buttery smooth part throttle shifts while still shifting firmly at wide open throttle.At the time I was going for the tuffest parts possible. Steel gear cage and billet band apply levers- the stock cage was aluminum and the stock apply levers stamped steel. Billet input shaft- Aproximately 10x stronger than stock, a must any time more than stock power is desired. Turbos: Compound towing turbos The stock turbo was used with the “Banks” exhaust housing- the stock housing used 12cm runners and the “Banks” version used an off the shelf 14cm housing with a grossly inflated price tag. The waist gate was modified from the stock bypass valve size of 0.500” to 1.00” and the runner divider drilled to 0.625. The Primary Turbo, the large one, is an unmodified Borg Warner 472/1.10. The twin Turbo kit came from “Crazy Carl’s Turbos”. Suspension: Carli 2.0 kit- Replaced the stock front coils with very soft coils and removed the rear factory overload spring and replaced it with a “Mid pack” a three leaf pack that moved better while retaining the stock load capacity. The shocks are rebuildable remote resivour 2.0” inch diameter housings with custom Carli valve packs. The front steering was upgraded with the 3rd Gen style idler arm using a pivot bushing in place of the failure prone tie rod 2nd Gen type. Frame tie steering arm brace- a frame brace used to prevent the steering box from twisting when large tires and heavy offload use is expected. Over kill on this truck, but does not hurt any thing either. Noise control- The skins of the four doors were treated with a sound deadener coating and “Fat Mat” sound mats applied over top. This treatment cut the interior sound levels in half, putting the interior noise level on par with much newer trucks. Camper ready with Air bags, camper hard mounts and power plug in. B + W Turn over ball hide-away gooseneck or fifth wheel mount Stock induction parts will also be included in case Compound twin turbos are not your thing Maintenance: Engine oil- 12 quarts or 3 gallons of synthetic 15/40w, Amsoil is best. Oil change interval about every 5000 miles.Transmission- ATF+4Transfer case- ATF+4Front differential- Synthetic 85/90wRear differential- Synthetic 90/140w with a limited slip differential additive *All fluids were change with the exception of the front differential, shortly before placing the truck up for sale.* Fuel additives- “Power Serve” has been added to replace the lubercation not found in“Low Sulfur” diesel. Future maintenance: Rear brakes have not been done recently and will need new brake drums when they are done.