He could’ve P-pumped it or moved on to a common-rail, but he didn’t. Meet one of the most flawless ’98.5-’02 second-gens around.
Michael Asher's 2001 Dodge has been treated to a cab-on resto, fresh factory paint, a full interior makeover, and an engine overhaul.
Every rendition of the Cummins has its loyal followers. From first-gens to fifth-gens, all of us have a favorite. Some even gravitate toward the underdog 5.9L’s—the fuel-limited, VE-pumped 12-valves or the ’98.5-‘02 24-valves. Michael Asher prefers the latter, having all but restored his ’01 Ram 2500. Along the way, he could’ve P-pumped it or moved on to a common-rail, but he didn’t. He loves the VP44, the high-idle clatter of the ISB 5.9L, and the challenge of making respectable power with this often-overlooked platform.
But make no mistake, the truck itself means just as much to Michael as the Cummins under the hood. This is why he treated the second-gen Dodge to a cab-on restoration a few years back, along with a full interior makeover (complete with Katzkin Leather), select NV4500 upgrades, and an array of steering and suspension mods. Then he rebuilt the 5.9L from the ground up, adding the right supporting parts to make 550 hp at the wheels. Now, his Intense Blue Pearl Dodge spends its summers hitting the show truck circuit and collecting trophies. This is Michael’s story.
Cab-On Resto
Without question, the Valspar PB3 Chrysler Intense Blue Pearl paint on Michael Asher’s ’01 Dodge Ram 2500 (a factory color) pops in the sun, but it’s equally impressive when the truck isn’t in direct sunlight. Pop’s Garage and Restoration in Camden, Ohio handled all of Michael’s auto body work. And although the second-gen was still in presentable shape when he dropped it off, the cab corners, rockers, fenders, the rear doors, and both bedsides were all in need of some TLC. The cab-on resto also included taking a wire wheel to the frame and ultimately coating it with John Deere Blitz Black—the same, highly durable enamel paint the global equipment manufacturer applies to its machinery.
Haisley-Built 5.9L
While Michael’s 24-valve Cummins didn’t need to be treated to a full rebuild, he decided to give it a fresh start anyway—and he left the job in the highly capable hands of Haisley Machine. In Haisley’s care, the block—an ’02 Mexico version, chosen for being stronger than the Brazilian/Tupy blocks (which are prone to cracking)—was machined to accept 14mm ARP main and head studs, along with being treated to a 0.020-inch overbore Mahle pistons. Valvetrain upgrades performed during the rebuild included a 178/208 camshaft from Hamilton Cams and 6.7L rockers and bridges (chosen for their improved oiling ability). A Haisley-made, MLS head gasket and a Keating Machine billet front cover and tappet cover made the cut also, with Michael’s good friend, Erik Hucke of E&M Repair And Fabrication, rewiring and installing the engine.
Hot Rod VP44 & 7×10’s
Not only is Michael a huge fan of the 24-valve Cummins, but he’s arguably an even bigger proponent of the VP44 injection pump. Due to their limited fueling capability from the factory (especially when compared to the P7100 that preceded them), the electronically controlled, rotary style Bosch pump isn’t normally a horsepower seeker’s first choice. However, as Michael and so many others have proven over the years, respectable power can still be made with the VP44—and it can be done without breaking the bank. The version on Michael’s engine is a standard output (SO) VP44 built by Scheid Diesel. It routes fuel, through mild-steel lines, to a set of SAC-style, 7×10 (7-hole nozzles, each measuring 0.010-inches) injectors from Ducky Fuel Injection.
A Properly-Spec’d Turbo
You won’t find a Holset HX35W or a factory exhaust manifold bolted to the passenger side of the head. Instead, a BorgWarner S300 and a Steed Speed manifold sit in their place. Built by Chris Beardsley (formerly of Engineered Diesel, it’s sized for an all-around mix of performance: spool up, mid-range, and high-rpm. The S300 sports a 6-blade, billet compressor wheel with a 63mm inducer, a 68mm turbine wheel (exducer) and the common 14cm2 exhaust housing. The charger breathes through an S&B cold air intake and forces boost through a BD intercooler. A Banks High-Ram intake elbow and polished grid heater delete complete the unrestricted path for airflow to enter the engine.
Fail-Safe Fuel Supply
One of the biggest issues that plagued the VP44 Cummins was the factory lift pump’s tendency to fail prematurely. Any time the VP44—an injection pump that relies on diesel fuel to cool it—is denied proper fuel pressure it can die in relatively short order. This won’t be the case on Michael’s second-gen. He entrusts the health of his injection pump to this reliable, AirDog II-4G system. The chassis-mounted lift pump can flow up to 165-gph and he keeps supply pressure (for the VP44) set at 18 psi. In case the lift pump ever has an issue, a low-pressure indicator light kit in the interior (also from AirDog) comes on any time pressure dips below 10-psi.
Old Reliable (NV4500)
For a lot of second-gen lovers, the Cummins engine/manual transmission makes for the quintessential combination in a diesel truck. Michael’s Dodge sports the NV4500 five-speed, a transmission he prefers over the NV5600 six-speed that was also available in ’01 and ’02. The latter gearbox’s tendency to break counter shafts drove him toward the tough-as-nails five-speed. However, to hold up to the 550 to 600-rwhp he planned to make (along with 1,100 to 1,200 lb-ft of torque), Michael’s friends at E&M Repair And Fabrication upgraded the input shaft to the 1-3/8-inch diameter (vs. 1-1/4-inch stock). Efficient power transfer is made possible thanks to a 3250 street dual disc clutch from South Bend.
Well-Placed Powder Coating
Select interior and engine parts were powder coated to match the truck’s exterior color, and that theme continues on some of the suspension components. Top Gun Customz’ 0-to-1-inch stock short tubular upper and lower control arms wear it, as do the factory coil springs. The truck itself is leveled up front thanks to a set of 2.5-inch coil spring spacers from Rough Country. The same, eye-catching blue can be found on the traction bars out back. They were built by E&M Repair And Fabrication using 1.75-inch diameter tubing, greasable Ballistic Fabrication joints, and sturdy, weld-on mounts.
Optimizing The Driving Experience
A completely reworked steering system is perhaps the biggest improvement Michael made to the truck. Synergy Manufacturing’s heavy-duty steering kit—complete with a heavy-duty drag link, tie-rod assembly and steering stabilizer—replaced much of the factory hardware, and an adjustable BD track bar is along for the ride, too. Recently, the folks at E&M Repair And Fabrication modified the Synergy steering box brace to accept a Performance Steering Components (PSC) big bore steering box—a much more rigid unit originally intended for fourth-gen trucks. Now, Michael’s ’01 drives like a brand-new truck.
Welds & BFG’s
Is it a show truck? Sure. But does it need to remain versatile enough to tow a trailer or haul cargo in the bed? Absolutely. For those reasons, as well as his personal preference, Michael’s Dodge sits on 20×10’s, not 24’s or 26’s. It’s hard to argue with his taste in wheels, with the polished Weld Cheyenne’s looking right at home under the spotless second-gen. As for rubber, it’s difficult to find a better tire than BFGoodrich’s time-tested and highly-popular all-terrain T/A KO2’s, so Michael runs a set that measure 305x55R20.
Enhancing The Interior
Turning his attention to the interior, Michael had the seats refinished in Katzkin leather, along with adding the blue stitched RAM logo you see here. The top-shelf work was performed by Ronnie Price Upholstery & Top Shop in Fairfield, Ohio. It’s important to note that prior to overhauling the interior, it was by no means dilapidated. In fact, the dash was uncracked and the factory cloth seats were so well preserved their flaws had to be specifically pointed out in order to notice them. In short, Michael is a truck lover who takes care of things—and we fully expect his Dodge to remain in its current, pristine condition for many years (even decades) to come.
High-RPM Fueling & Vital Monitoring
Tuning and powertrain monitoring comes by way of an Edge Competition Juice with Attitude CS2. The infamous power level 7 allows for full fueling up to 3,600 rpm—something the VP44 trucks need when you’re chasing horsepower. Based on ’98.5-’02 setups similar to Michael’s, anywhere from 550 to as much as 600-rwhp is possible. Other than navigating tunes on the CS2, Michael typically uses it to keep tabs on EGT and coolant temp. Next to that, two A-pillar mounted, analog style Isspro gauges display boost produced by the S363 and low-pressure fuel supply being provided by the AirDog system.
Stunningly Clean
Now more than two decades removed from production, you don’t see many second-gens in this kind of condition anymore. Looking at Michael’s second-gen, you would never guess that nearly 300,000 miles have been racked up on its odometer. Thanks to maintaining the truck’s original look—namely in sticking with the OEM paint and the flawless auto body work—his Dodge could even pass as an all-original, 22-year-old survivor. At truck shows large and small, Michael’s old-school Ram rarely fails to catch the judges’ eyes, and we have a feeling he’ll be bringing home his fair share of well-deserved trophies in the years ahead.
