2006 Superduty Urban assault vehicle

[153624]

I'll try to plow through the last four years of mods. Bought in 2010 virtually stock except 6" lift and 35s.




The stock diffs were pounded out of it, so in typical fashion I begin over building. Timing being everything one of the other guys at work rolled the spare service truck. No injuries but truck was a write off. So I bought the rolling chassis from work. 2006 F450 can and chassis. Striped it, robbed the diffs out of it. Sold the rest off for what I paid for it.

 

[153624]

Bought 20x11 single wheels from First Attack engineering and 37" toyo MTs. Super60 front D110L rear 4.30:1

 

[153624]

Drove for a couple years like this. Fitted up stock Ford 450 Center caps. 2011 6 way power mirrors. Deleted lock tumblers for those that know how easy these trucks are to steal. Installed all four doors, billet aluminum handles. No lock cylinder or rods. Built a pull point hitch. Solid 2" stock, half inch backing plate, 1" laminated laser cut eye. 25ton Crosby shackle.

 

[153624]

6.0 powerstroke. 5R110. Stock hard parts. Head studs. Updated oil rails. H&S programmer. Atlas40 FICM. Worked fairly well.

Turns out I might not have any shots of the stock engine. I'll try again tomorrow. And get into the suspension and further morph to dually.

 

[coastal616]

Welcome...I see we frequent a lot of the same forums...lol

 

[underdrive]

This reminds me of something you'd see in Iceland. That was an excellent judgement call on the axle swap, and the result is one of the best looking I've seen. If you kept your factory F350 front springs (I see you have air rear) it probably rides quite nice also? The center caps were a really neat touch too! Now carry on with the updates, lol

 

[153624]

Welcome...I see we frequent a lot of the same forums...lol

Lol it's true.

 

[153624]

So next in process was installing the the rear air ride. Remove rear springs, install radius arms and pan hard bar. With 8" Firestone tractor bags. Used two different sizes of tractor tandem torque rod bushings for radius arm ends. Large bushings on frame ends require 1 1/4" bolts. Smaller bushings on diff end require 1" bolts. Steel sleeves were machined for radius arm weldments. Arms approx 70" long. Lower tube sleeved for additional strength.

 

[153624]

This is how the sleeve looks in the lower tube. You ask why is it sleeved instead of just using thicker tube. Don't really have an answer for that. We had it on hand. And will be just as strong if not stronger.






Installed new front springs at same time. 4.5" lift progressive rate coils instead of the sagged out 6" single rate pro comps.

 

[153624]

Then I went To the dark side. I did the deed.

Converted to DRW. Picked up 24.5" Alcoas and adapters. Had the rims machined down to 24.0" and the Center bores to fit the adapters. Stay with 37" Toyos. Just a slightly larger rim. Fiberglass fenders.

 

[153624]

It's true the dually conversion was all for looks. I believe I've got that all out of my system. And will be swapping back to single wheel. Though that's not written in stone. What is written in stone is dropping back down to a more common and functional rim size.

Also upgraded to 2011 tailgate with step insert and backup camera. 5" drive shaft eliminated the carrier bearing.

 

[Bojak]

Srw looks way mo better. Dually needs equipment on a trailer behind it.

 

[TXJFrosty]

absolutely sick bro! sickest Superduty I've seen. great job.

 

[153624]

Thanks bud. So ya the next process and where I'm at now is engine. The 6.0L was fine right up until it chunked a valve. I wasn't about to fix something inferior. So a twin turbo Ppump 24valve 6b cummins was built with a G56 6spd from an 05 dodge behind it.

 

[153624]

Picked up an 01 dodge 2500 parts truck. Running driving but 515,000 km and beat to snot. Pulled engine tranny tcase. Parted out rest. Sold 47re and nv241. Striped engine. As this was a "53" casting block. That have been known for having core shift during casting and cracking along water jacket passenger side rear. Usually behind the tranny cooler if you have an automatic. Was not cracked. But changed out block for a slightly newer "56" casting block. For piece of mind. Sent block for machining oversized cylinders .020". Head inspection showed 80% of valve seats cracked. Not useable. Picked up new casting head from cummins. They took mine as core. Sent new head for machining Orings and higher pressure springs. Assembled new .020" pistons and reman 12v rods. Arp main studs and arp head studs. Changed gear train and front structure for Bosch P7100 pump mounting. and cam shaft to aftermarket profile. Hamilton cam 181/220 iirc. Have coolant bypass on rear of head to reduce heat build up on cylinders 5-6 due to oem coolant flows. Cummins industrial valve cover to top it off. Swapped a dodge input shaft into my ford 273 in order to bolt up my tcase to the dodge 6spd. And retain stock shifting and current driveshafts. Injection pump gear is an adjustable gear. Means it's been modified by machining the Center out and replacing it with a multi pinned adjustable Center that's keyed to the pump shaft. So timing changes are very easy and there is zero chance for timing slippage as is most common with the OEM setup that is strictly a friction fit taper on the pump gear.