Expert Built By DPP

Vehicle Build: Hulk | 2007 Mega Cab Cummins

  Expert Built By DPP
Vehicle Build: Hulk | 2007 Mega Cab Cummins
5.9L Cummins


This truck is a relic to us at Diesel Power Products, and let me explain why. At the time of the release of the Mega Cab Rams in 2006, the owner of DPP had a nicely equipped 2005 Ram Quad Cab, and for ... read more

This truck is a relic to us at Diesel Power Products, and let me explain why. At the time of the release of the Mega Cab Rams in 2006, the owner of DPP had a nicely equipped 2005 Ram Quad Cab, and for any parents out there, you know how begrudgingly kids will ride in the backseat of a quad cab, its basically a glorified extended cab. The Mega Cabs, however, seemingly had more leg room in the back than in the front, and with the added benefit you could lay the seat backs down flat and literally take a nap back there. Upon their release, the owner had his eyes on a few different models, but patiently awaited "the right one" to come up for sale. A year or so went by and a pre-owned one popped up at one of the local dealerships, a white Laramie, but it had the rocker panels, fender flares, and front upper bumper trim painted a metallic tan color. It didn't look bad, just not his style, but was a relatively easy fix anyways. Unfortunately, the dealer didn't want to play hardball so we walked away from that one. Well, a couple months went by and apparently the dealer was still sitting on the truck and came back to make an offer. Done deal, let the fun begin!

That truck didn't last very long in stock form and was soon transformed with a Carli 3" Suspension System, some nice 35" all-terrain tires, 17" black wheels, and spray-in bedliner applied to the rocker panels, fender flares, and upgraded heavy duty front and rear bumpers. But where the fun started was in the list of performance upgrades. What started out as a modest single turbo would soon turn into a set of compounds, a Smarty Programmer turned into custom EFILive tuning, you get the point and have probably been in the same boat. But where the page really turns is when Carli Suspension announced they had been working on a 6" long arm kit in 2011, when previously they only offered up to a 3" short arm system. We've always had a great relationship with the crew at Carli, so we made sure that our name was on the top of the list for the first kit out of production. We anxiously awaited what seemed like a decade until we got the shipment notification it was finally on the way. Now, you may not think a new suspension is that big of a change, but what you may not realize is this would allow us to truly take the truck to an entirely new level. While Carli recommends a 37" tire with their 6" kit, well, that's not nearly as fun as 42's! No, that big of a tire still won't necessarily fit, but nothing that some aftermarket fiberglass fenders can't fix. Oh, but wait, 3.73 gears probably aren't a good idea with that big of a tire and a four speed transmission. No problem, 5.13 gears will make up the difference. Shoot, those tires robbed a little more power than we were anticipating, no biggie, more parts fix that! You get it. What to most people would just be a lift kit, turned into another complete makeover of the truck and it became our posterchild of the company. It was vinyl wrapped with our logos, we featured it in videos, magazine ads, and everybody knew that truck.

Then, we started acquiring more trucks (dooming music playing in the background), and it started to sit. And then it sat more, and in 2015 it was decided we should sell the relic in favor of some of the new builds. From a marketing standpoint, this is never a bad idea, you have to keep your content fresh, but that truck was just SO fun to drive, yet it had to go. A few years passed by (more like seven), and just like any truck enthusiast, we're perusing Craigslist and Facebook Marketplace, and BAM, there it is, up for sale! You could say its like when you see an old fling, and you know what, we were single and ready to mingle! We got a hold of the owner and got the full run down and basically, the truck was now just sitting in HIS shop not getting used as he had a work truck that was his daily. We asked him to swing it by so we could go through everything and it was like we hadn't skipped a beat. The truck was just as we'd left it, but it definitely needed some upkeep, buffing, painting, etc. Now that its back in our hands, thats just what we've been doing, as well as making some upgrades from the previously installed upgrades which are described below. As we continue our endeavors with this beast, we'll be sure to update the page.

  • Carli 6" Dominator 3.0 Radius Arm Suspension System
    • WHY? At the time we'd originally built this truck, Carli was in the final stages of getting ready to release their 6" lift long arm options, which was kind of a big deal as they'd been known for so long to only offer up to 3" on a Ram. We had been in constant communication with Carli about the progress and were fortunate enough to have them send us the very first production kit to leave Carli. And to top it off, we went for their "biggest" shock package at the time, 3" diameter custom valved King shocks, that would make make this their "Dominator" kit, and let me tell you, that's exactly what it does, DOMINATE. In comparison to the majority of most 6" lift kits on the market, this system is not only a long arm up front, but it actually converts the system to a radius arm on top of it, which delivers unparalleled vertical axle cycling without the bind typically associated with short arm kits. Lets take a minute to explain this a little further. If you were to go to most suspension shops and request a 6" lift on this generation of truck, you'd probably get replacement control arms that are longer than the stock ones to push the axle squarely back under the truck. In doing so, the truck will now have a pretty drastic angle on the control arms which creates a pretty rough ride, even on smooth pavement. Now, if you step up to spend a little more you may get a 6" long arm that moves the mounting point of the arms further back on the frame to reduce this angle, bringing back some of that ride quality. That said, as the axle articulates with a long arm, the upper versus lower arm will bind against themselves, not allowing for full cycling of the front suspension. Carli sought to cure both of these concerns by converting the front end to a long arm to reduce the droop angle, but also convert to a radius arm that is a single beam that basically "Y's" to connect to the axle. With this type of system you have the best of both worlds. But wait, what the heck is that little shock on the passenger side upper radius arm mount?! Glad you noticed, that's what we call the "Baby Bilstein." The job of this shock is to prevent against axle dive which is also typically prevalent on taller lifts where the axle can literally roll. Carli figured out if you put a shock there charged with 200psi of Nitrogen, that axle ain't going nowhere!
  • Carli Billet Shock Towers
    • WHY? The factory front shocks on these trucks have what is called a "pin-top" upper mount in which there is a stud protruding from the top of the shock which passes into the factory shock tower that merely has a hole in the center of it, then you place a nut on it to secure it. For most, this is more than satisfactory. However, when you're pushing the truck to its limits, or anywhere near it, this stud is known to snap off. Suspension systems designed for more "performance" will convert the shock to having a cross bolt at the upper mount which requires a new shock tower to convert to this style. In doing so, it also allows for a taller (or shorter) tower so you can fit a longer travel shock in place. Back in the day, Carli had these really cool machined billet aluminum shock towers that outfitted the truck with. Since then, the billet towers have been replaced by a fabricated steel version to lower the costs but still gets the job done. We admit that we're a fan of the billet versions, because why not, its billet!
  • Carli Front Hydro-Pheumatic Bump Stops
    • WHY? Bumpstops ensure that your axle cannot come into direct contact with your frame. While these trucks have factory installed bumpstops, they are built from an extremely rigid rubber, and in the off chance you do cycle the suspension enough that the axle smacks this bumpstop, you'll be fortunate if you have any teeth left. Carli builds these hydro-pheumatic bump stops that are basically like a really stiff shock, capable of absorbing an enormous amount of energy, such as what would be experienced if your Ram goes airborn. While we may not jump this truck, it surely will be making some passes through rough terrain, so better safe than sorry.
  • Carli Suspension Torsion Sway Bar
    • WHY? The factory sway bar is essentially a u-shaped bar that is attached to the bottom of your frame, linked to the axle via a sway bar end link on each side. While this works "okay," the main issue is that it does not allow the independent vertical movement of the axle from side to side. Carli's Torsion Sway Bar is a unique design that is basically three separate parts: a straight center bar that attaches to the bottom of frame and a separate bar on each side locked to this center bar via a teflon bushing. This multiple piece design allows for the two sides to move independent of one another, hence allowing the axle to cycle up and down, without effecting the otherside as drastically. In terms of seat of the pants difference, it delivers a very noticeable improvement in body roll resistance and the rebound effect typically associated with a factory sway bar.
  • Hellwig Big Wig Air Bags
    • WHY? The progressive leaf springs included with the Dominator system are great for improving ride quality and suspension performance, but when it comes time to hook up a hefty trailer, they will allow the rear to squat more than factory, thus we opted to add some airbags. The benefit to the Big Wigs from Hellwig is they are a physically larger airbag compared to most of the competition. By having more volumetric space, the bag will deliver a better ride quality as you're not squeezing as many PSI's into a smaller space.
  • Daystar Air Bag Cradles
    • WHY? Okay, so now contradicting the above, for when we DO want to play with the truck, airbags become a limit strap of sorts, not allowing the rear end to sag as much as if there were no bags. The Daystar Air Bag Cradles changes up the mounting on an airbag that is traditionally bolted on one end to the frame and the other to the axle. Instead, its still bolted up top, but then "floats" at the axle by installing opposing cradles onto the axle and the bottom of the bag. With these installed, the axle has full articulation capabilities, but at normal height, the bag is nestled in the cradle, just as if it were bolted down.
  • PSC Hydraulic Assist Steering with PSC Steering Box
    • WHY? With 42" tires, any gearbox will struggle to push those meats when you're at a standstill on dry pavement. By adding a hydraulic assist, this becomes a one finger operation. PSC is known as the originator in hydraulic assist and we've used their kits on numerous builds with great success.
  • Dynatrac ProSteer Heavy Duty Upper and Lower Ball Joints
    • WHY? Stock Dodge Ram ball joints suck, and Dynatrac makes ones that are stronger, rebuildable, and greasable. Pretty easy decision, right?
  • Apex Chassis Extreme Duty Steering Kit
    • WHY? This truck was originally equipped from the factory with what is known as a "Y-Style Steering" that Ram themselves later superseded to a "T-Style Steering" in mid-model year 2008. The change from a Y-Style to a T-Style was in an effort to eliminate the dreaded Death Wobble, and we'd have to say it did a relatively good job of. When we'd built this truck, there was no aftermarket coverage for better steering kits, such as those from Synergy or Apex, so the truck was upgraded with the Mopar T-Style Steering and when we got it back, it still had it. Because the tie rod ends were showing some noticeable slop, and honestly, there were better options now, we opted to toss the stock stuff and bolt on an Apex kit. At the time of the swap, we had only recently started our relationship with Apex so you could say we were stepping out on a bit of a limb, but the moment we merely opened up the packaging, any worry was gone. This kit is 100% Grade A Beef. With a mixture of SAE 1045 Solid Steel Forged Housings, Hot Forged Chromoly Ball Studs, E-Coating, and more, this kit will undeniably stand the test of time....and 42's!
  • Borgeson Steering Shaft
    • WHY? Once the gearbox is out, its pretty straightforward to replace the steering shaft, and Borgeson is known as the best in the business. Featuring a telescoping shaft and a built-in vibration reducer, its a noticeable upgrade the second you drive the truck.
  • Nitto Trail Grappler Tires (42x13.50x20)
    • WHY? When we'd originally built this truck, we were running 42" x 17" Goodyear MTR Kevlar tires. The benefit of the Kevlars were that the tires were substantially lighter compared to other offerings in that size, and you'd be surprised at the difference in takeoff speed when you lighten the rotational mass. That said, while having that large of a sidewall is great for offroading, it causes a lot of tire flex when driving on the streets. For the next iteration of the truck, we kept with the 42" tall tire, but went with a more dual purpose tire and wheel combo. We've had great success with the entire lineup of Nitto tires and used the Trail Grappler on numerous builds. They perform fantastic in the dirt, snow, and even ice, yet still smooth and quiet enough on the streets.
  • KMC Grenade Crawl Wheels
    • WHY? As mentioned above, we decided a taller wheel would deliver less sidewall flex, so the truck was upgraded with a set of KMC's Grenade Crawl Wheels. As with the tires, we've used these wheels on several builds and the offset is spot on, plus the look really complements this truck.
  • Nitro Gear & Axle 5.13 Ring and Pinion Package
    • WHY? It’s amazing what a difference a ring and pinion ratio change can make to how a vehicle drives, especially once tire size has been changed. With the majority of truck manufacturers making 3.30 ratios the norm, increased tire sizes can have a dramatic degradation on the drivability of these vehicles. By changing the ring and pinion to match the new tire size, you'll regain any lost power and many times fuel economy, that came along with the increased tire size. Not sure what gear ratio is right for you? Well, that's simple, its merely cross multiplication. If your stock tire size was 33" and your factory gear ratio is 3.30, but your new tire size is 37", just do this: new gear ratio/new tire size=old gear ratio/old tire size (x/37=3.30/33), which in this scenario would mean that the proper gear ratio to make everything "the same" would be 3.70, and then just round to the closest available gear ratio, such as 3.73. On Atlas, the truck came with 4.30’s and to keep the ratio without going under while running the 43’s, 6.17’s are the way to go!
  • Front Axle Truss
    • WHY? Most people have probably never heard of an axle truss let alone honestly need one. For starters, an axle truss is just as the name implies, a "truss" that is welded to the bottom of the axle to ensure it can't bend. The AAM 9.25" axle found under these trucks is known to develop a smile when its put through the paces of offroad use. In order to eliminate this possibility, we installed a complete truss system that is welded to the bottom that provides a substantial amount of reinforcement to keep our axle nice and straight.
  • Dynatrac Free Spin Heavy Duty Front Hub Conversion Kit
    • WHY? The factory unit bearings that make up the components which allow for engagement of four wheel drive are weak and in a constant state of rotation, even when you're in two wheel drive. This constant rotation creates drag, in turn reducing power, efficiency, ease of steering, and excessive wear that can be avoided. Dynatrac's Free Spin Kits convert the front axle to an old school manual locking hub. Even better, their "Dynaloc" hubs are built to take a beating and are even rebuildable.
  • Dynatrac ProSteer Heavy Duty Upper and Lower Ball Joints
    • WHY? Stock Dodge Ram ball joints suck, and Dynatrac makes ones that are stronger, rebuildable, and greasable. Pretty easy decision, right?
  • Mag-Hytec Rear Differential Cover
    • WHY? The factory differential cover is built from a thin stamped steel that is both prone to getting dented when you find yourself backing into an obstacle, as well as not able to dissipate heat very well. Mag-Hytec's cover is manufactured from cast aluminum and features integrated heat sinks, prolonging the life of the ring and pinion. Oh yeah, it looks a heck of a lot better, too!
  • Yukon 38 Spline Axle Upgrade with Grizzly Locker
    • WHY? True, most people will not need this, but we're not most people. While the factory AAM 11.5" rear axle is pretty stout with its factory 30 spline axles, when you start adding significant horsepower and large tires such as we do, then its very likely you can cause damage or break an axle. Yukon went above and beyond by creating a set of 38 spline axles that are larger than the stock units, requiring the axle housing to be physically machined to a larger inside diameter, and then paired them with an axle specific Grizzly Locker to deliver unparalled traction. Beyond the axles merely being larger, you are given the option of either 1541H Alloy or the premium 4340 Chromoly. Of course, we went with chromoly.
  • ATS Aurora 5000/3000 Compound Turbo Kit
    • WHY? Yep, we've got a pair of purple turbski's under the hood! While the Aurora 5000/3000 may be considered "old school" and we briefly considered swapping to a more modern Borgwarner SX-E based set of turbos, honestly, when you drive the truck.....whats the point? These compounds light nearly instantaneously, sending the 42" tires into a spinning frenzy, but still delivers a nice broad powerband. What worked then, still works extremely well today!
  • Glacier Diesel Power Air-Boss Intake Plenum and Grid Heater Delete
    • WHY? When it comes to diesel performance, airflow is king. The stock intake plenum is literally a flat plate with a square hole in it bolted to the top of the plenum bulge on the side of the head. Glacier Diesel's Air-Boss features an elevated plenum that is machined on the bottom, giving more airspace right before the cool air enters the combustion chamber. Further, eliminating the stock grid heater removes the last point of restriction and turbulence for a faster, flatter air stream.
  • AFE Blade Runner Intake Manifold
    • WHY? Aaahhhh....MDV technology. AFE's intake manifolds feature a patented Multiple Directional Vane Technology which basically has internally vanes to direct and speed up the airflow. This aids in throttle response and air/fuel mixture as a result.
  • BD-Power Stage 2 90HP Injectors
    • WHY? When you get to a certain point in your quest for added power, upgrading the injectors is a necessity as the stock sticks can only squirt so much fuel. BD-Power has been in the fueling business for years...decades actually. Before "BD-Power," it was "Valley Fuel Injection" and they've got all of their bases covered. Sure, there are options for more horsepower, but with everything else done to the truck, 90 horsepower is a great balance to deliver a ton of overall power with minimal exhaust temperatures. We see too often people go big with their injector options, only to be stalled with other plans on the truck that would balance those big injectors, and the result is a big, slow, smoky mess. We'd rather have too small of an injector versus too big for a great balance.
  • Bosch 6.7L Connector Tubes
    • WHY? First and foremost, lets explain what a connector tube is. Once fuel hits the fuel rail, it then passes through injector lines that screw onto the outside of the engine's head. What those lines are actually connecting to are the connector tubes that pass through the head and connect to the injector itself. The connector tubes basically look like a metal pencil. Now, lets explain why we replaced them! The tubes originally found on the 2003-2007 5.9L Cummins when compared to what came factory on the 6.7L's is built of a softer metal and have a smaller inside diameter. Especially on the 5.9L tubes, they are prone to having an indentation at the end where it meets the injector, which when you swap injectors can cause an internal fuel leak. The newer tubes are built from a stronger material that is not as prone to this, plus since they have a larger inside diameter will flow more fuel, and since Ram themselves superseded 5.9L's to even using the 6.7L version, its a pretty obvious choice which is the right one to go with. We've been using the 6.7 tubes in 5.9's for years and its always a good upgrade.
  • Industrial Injection Bag-O-Parts CP3 Upgrade
    • WHY? The factory CP3 injection pump will usually support about 500 rear wheel horsepower, after that, an upgrade is necessary. And while there are plenty of options, we decided to basically upgrade the existing pump ourselves! At the time of the original build, honestly, there weren't a TON of options, definitely none of the 10mm Strokers or even most of the dual CP3 kits. At that time, the ol' "Bag-O-Parts" was the go-to, and that's what we did. Here's another instance when we deliberated over upgrading to a complete replacement, but again, the truck runs so well as-is, so for now, we're gonna run it!
  • Fleece Performance PowerFlo In-Tank Lift Pump Assembly
    • WHY? There are obviously a lot of options when choosing an aftermarket lift pump that is better capable of supporting our horsepower goals, since the factory pump would obviously not be capable of doing so. The majority of systems on the market mount to the outside fo the frame rail and feature external filters for added filtration capability. Because this truck is intended to see a lot of off road miles, we opted for Fleece's version of a higher volume lift pump that literally takes the place of the stock pump inside of the tank, where it won't be susceptible to damage. The PowerFlo features two gerotor pumps that flow 170 gallons per hour, capable of supporting over 800 rear wheel horsepower.
  • 5" Turbo Back Exhaust
    • WHY? With the Aurora compound turbos, at least a 5" downpipe is necessary due to the turbo outlet. With the amount of power this truck is capable of producing, a 5" exhaust, compared to the stock 4", is necessary to keep EGT's (Exhaust Gas Temperatures) in check. And for a little throwback info on this truck, a LONG time ago, it was running a set of 6" mitre cut stacks in the bed, but we got tired of the in cab resonation so reverted it back to a traditional exhaust.
  • Aeroturbine 5050XL Muffler
    • WHY? We've been fans of Aeroturbine mufflers for years. They not only look great and have stellar construction, they give a great sound to the truck. Its not too quiet, eliminates drone (even with a 5" exhaust), and they have a unique baffling system that actually increases exhaust velocity.
  • Magnaflow 5" Catalytic Converter
    • WHY? Ram began implementing catalytic converters in 2004.5 model years due to heightened emissions regulations. In order to maintain requirements, we installed a high flow 5" catalytic converter from Magnaflow that we've proven has zero negative effects on performance or EGT's.
  • Hardway Performance Custom Tuning via EFILive
    • WHY? Ryan Milliken, the owner of Hardway Performance, is a master of his trade, custom ECM calibrations for Cummins vehicles. Overall, once you get to a certain point in upgrades, out-of-the-box tuning won't fully support the turbo, injectors, pump, gearing, etc. upgrades you've made. By going to custom tuning, you literally have someone behind the computer taking all of your upgrades and making tweaks to the standard tuning to deliver optimal results. We've known Ryan for quite a while (2012 to be exact) and we can attest that his abilities speak for themselves.
  • BD-Power Throttle Sensitivity Booster
    • WHY? Old school trucks had it good. You pushed the throttle pedal that was connected to a rod, and that rod moved something on a fuel pump to deliver more fuel. These new-fangled trucks have a sensor under the pedal that shoots a signal to a computer, which then probably sends that signal into outerspace, waits for it to get returned, translates it, then back into the computer which tells a couple of other sensors to finally command more fueling. Anyways, drive-by-wire systems have a throttle delay, plain and simple. BD's line of Throttle Sensitivity Boosters ramp up that signal electronically to deliver faster throttle response. And heck, when you're building a performance truck, don't you WANT faster throttle response?!
  • ARP Head Stud Kit
    • WHY? Okay, this is probably pretty obvious. This truck will have substantially more turbo boost pressure compared to stock, and at the levels our compound turbos will be producing, the factory head bolts can easily stretch, allowing the head to lift, blowing a head gasket. Replacing the head bolts with a set of high quality head studs, such as those from ARP, you can nearly forget any concerns over a blown head gasket.
  • Hamilton 188/220 Street and Race Cast Camshaft
    • WHY? Just about any Cummins running a larger than stock turbo can benefit from Hamilton's 188/220 cam. Due to the lobe design, you'll gain better bottom end spool up coupled with a broader peak RPM range, vastly opening up the power band. For those that think upgrading your camshaft is only for race trucks.....think again.
  • Hamilton 103 Pound Valve Spring Set
    • WHY? When running extra boost combined with an aftermarket cam shaft, the factory valve springs may not be able to overcome the additional cylinder pressure, causing the valves to not fully close. Hamilton is a trusted name in camshafts and springs and we've used their 103 pound valve spring set on numerous builds with great results.
  • Edge Insight CTS2 Monitor
    • WHY? Its hard to argue that Edge's Insight is the undisputed reigning champion of digital monitors. Beyond the easy-to-read layout and simple OBDII connectivity, they've built their EAS (Expandable Accessory System) that allows you to monitor any parameter that either the OBDII port doesn't monitor, or that you don't trust. You may have noticed this says "CTS2" and not "CTS3" and yes, that's because also, when this truck was built, the CTS2 was the latest and greatest. For the time being, the "2" will stay as its still working great. Sure, the CTS3 has expanded capabilities and is about half as thick, so we'll probably change it later.
  • Edge Products Universal Gauge Pillar Adapter with Mopar SRT-10 Pillar
    • WHY? Do you remember the Viper engine powered Ram 1500's from back in the day, called an SRT-10? It was the only 3rd Generation Ram that had an auxiliary gauge and it was mounted on a custom pillar under the grab handle. The cool part is this pillar fits any 3rd Gen Ram, including a 2500 or 3500 and we've used these for years as a clean way to mount a single gauge and keep a grab handle. Further, if you pair this with Edge's universal pillar adapter and you can mount the Insight monitor right below the grab handle for easy viewing. 
  • Edge EAS OBDII Pass Through Splitter
    • WHY? Trucks should come from the factory with more than one OBDII port. Doesn't Ram know we need to plug in a ton of aftermarket things they won't support?! Anyways, if you're running two or more items such as an Edge Insight and a set of AMP Research Power Steps, you'll need to run a splitter. We've tried about every make of splitter and the majority of them can cause issues with at least one of the things being "split" but the Edge has been the most reliable for us.
  • Mercenary A-Bomb Front and Rear Bumpers
    • WHY? We add a winch to pretty much every truck we build, but in order to do so, you'll need provisions for mounting that winch. Mercenary makes arguably one of the coolest, cleanest set of bumpers you'll come across. These don't just give you a way to install a winch, but also give the truck added protection due to the heavy duty construction, but a better approach angle when you're offroading, and even allowing for larger tire fitment.
  • WARN VR Evo 12,000 Lbs. Winch
    • WHY? As previously stated, we install a winch on basically every truck build. No, they're not just for offroading, you can find many uses for this tool, whether its dragging a downed tree, pulling a vehicle out of a ditch, or yes, getting you to the top of that trail you're struggling with. The VR series of winches from WARN deliver fast line speed in a compact package. This particular unit is rated for 12,000 pounds as you always want at least 1.5 times the weight of the vehicle you're installing it onto, which is just about right for Hulk.
  • Factor 55 Hawse Fairlead
    • WHY? Factor 55 makes some of the coolest, most ingenuitive winching and offroading accessories on the market. You'll see plenty of copycats out there, but you can rest assured, Factor 55 came out with it first.Their Hawse fairlead is a great upgrade to our WARN VR's factory fairlead due to an increased thickness and chamfered radiuses for less fatigue on the winch rope. Plus, it looks pretty cool.
  • FACTOR 55 ProLink XXL
    • WHY? Pretty much any winch includes a hook with a little spring activated flapper on it. Unfortunately, this little flapper can fail and when you're pulling in any direction besides straight, can cause the other end to slide off causing destruction and/or injury. The ProLink XXL is part of a closed loop winching system where there's zero chance of anything sliding off or out.
  • Rigid 30" SR Series Single Row LED Light
    • WHY? One addition we did make to our Mercenary front bumper is the little "pre-runner" hoop that was added specifically for a single row, 30" light bar to be nestled into. Why did we add the light? Seems pretty obvious, to add more lighting!
  • Baja Designs S2 Pro Flush Mount LED in Rear Bumper
    • WHY? Have you ever hooked up a trailer at night? Of course you have, we all have, so you know that unless you add auxiliary backup lights, its a complete guessing game. Baja Designs' S2 Flush Mounts are a much cleaner, better protected, and brighter light compared to hanging some cheap Autozone lights off the bottom of the bumper.
  • Factory Night Runner Series Headlights
    • WHY? If you've followed any of our builds, you can probably tell we're not a big fan of chrome. The stock headlights have a chrome backing that just didn't mesh really well with the rest of the build. For a little knowledge, Ram had the same basic headlight design for 2006 through 2009 model years. However, 2006, and 2006 only, had an orange reflector bar that ran laterally across the bottom. Also in 2006, they had a "Night Runner Edition" that featured factory blacked out headlights. Well, the Night Runner Edition wasn't a thing in 2007 when they ditched the orange reflector bar, so our 2007 has the bar, but they're blacked out. Now you can easily tell a 2006 versus a 2007-2009 from a distance, just check the headlights!
  • Recon LED Smoked Taillights
    • WHY? Here's another "how you can tell this from that" schooling. Ram used the same taillights from 2003 through 2006. In 2007, they switched to the "bubble" taillights, instead of the normal, smooth lens. Well, we didn't really care for the bubbles on our 2007, so we swapped them out for a smooth set of Recons, but also ones that would complement the blacked out headlights.
  • Recon LED Smoked 3rd Brake Light
    • WHY? If every other light is black / smoked, might as well round out the package! Beyond aesthetics, the Recon 3rd brake light uses LED's that are brighter, both on the stop lamp, as well as the cargo lamps, and brighter is always better.
  • Fiberwerx Front and Rear Fiberglass Fenders
    • WHY? 42" tires and 6" of lift don't go together unless you want to take a Sawzall to your fenders. Fiberwerx fenders not only give clearance for the tires to fully cycle through their travel, but are also "bulged" to cover the tires side to side to avoid mud and rocks slinging everywhere.
  • SRT-10 Hood
    • WHY? It adds 100 horsepower......just kidding. For those unaware, Ram had a sport truck based on a Ram 1500 that had a Viper V10 engine. This truck had a unique ram air induction hood that was built from steel and fit like factory (because it was). The hood liner even says "Viper" on it, which pays a little homage to the powerplant we have under the hood. No, it doesn't add any horsepower, but it looks cool. We also painted the bulge black for a somewhat muscle car look and had a custom insert made with our Diesel Power Products logo.
  • Bedliner Rocker Panels and Bed
    • WHY? Before the truck went through most of the above treatment, it had a modest Carli 3" suspension system, stock fenders, and 35" tires. At that time, we had the rocker panels and Bushwacker fender flares sprayed with bedliner for rock chip protection and we liked the look. When we replaced the stock fenders, we had the option to grind off the bedliner on the rockers and paint everything, or just spray the rockers on the Fiberwerx bedsides. If you've ever tried to grind off bedliner, don't, just don't. Anyways, we like the finished two-tone look of it all, plus the added protection.
  • AMP Research Powersteps
    • WHY? Six inches of lift and 42" tires, that's why! No step on the market has more drop than AMP Research Powersteps, plus when the door is closed, they hide away out of sight and deliver enhanced ground clearance.
  • WeatherTech DigitalFit Floor Mats
    • WHY? The DigitalFit mats are arguably the best fitting, most durable floor mats on the market. These mats don't slide around, don't become warped or fade from the sun, and they're simple to pull out and clean if you need to.
Vehicle Build: Hulk | 2007 Mega Cab Cummins
Vehicle Build: Hulk | 2007 Mega Cab Cummins