Back before folks were restoring ’89-’93 Dodges, Robert Schwarzli pieced together his own, one-of-a-kind first-gen—a crew cab long bed dually packing a compound turbo 5.9L Cummins, 550hp, and 24 forward speeds…
There are two types of truck enthusiasts: Those who buy their dream truck and those who build their dream truck. Robert “Cummins” Schwarzli is the latter enthusiast, a man who set out to transform a first-gen Dodge into the ultimate tow-rig. Because Robert has been driving Class 8 trucks most of his life, he wanted his Dodge to drive and feel like a semi as well. That means he wanted to have the same 1,400 lb-ft of torque on tap and be able to tow just about anything he needed to. Making the project unique from the get-go, Robert chose a truck that never left the factory with a diesel engine option: a 1980 Dodge Ram W350 Crew Cab.
Even though the truck’s cab was in tremendous shape given its age, Robert went all-in. A full-on, frame-off, nut-and-bolt restoration officially began in the winter of 2005. Along the way, a P-pumped 12-valve 5.9L Cummins was sourced, juiced up with common mods and then fitted with compound turbos. Then a wild, 24-speed manual transmission arrangement replaced the worn out Getrag 360, frame reinforcements were made, front and rear air ride was added—along with a rear four-link suspension—and the truck was completely rewired. Predictably, the finished product garnered plenty of attention, eventually leading to Robert’s founding his own first-gen parts business: 1st Gen Industries.
To date, this is the most extensive first-gen build we’ve ever come across. Keep reading and you’ll see what we mean…
Robert Schwarzli has built what could easily be the ultimate Cummins-powered first-gen. It has classic first-gen body lines, but in a never-offered four-door configuration. Then there’s the P-pumped 12-valve Cummins and one-off 24-speed manual transmission setup. According to Robert, the truck makes an estimated 550 hp and 1,400 lb-ft of torque. Better yet, it often tows loads with as much as 70-psi of boost on tap!Robert actually started the build at the back of the truck, where the rear axle was replaced with a low-mile, 1998 model year Dana 80 for added strength, and hung with a Kelderman air suspension system. Between multiple air tanks, a high capacity fuel tank, an inboard-mounted FASS fuel system, (real) train horns, and multiple other accessories, everything is tightly packaged together from the cab-back.A lot of people throw around the term “frame off” or “every nut and bolt” restoration, but in Robert’s case it’s 100-percent true. The entire body was removed and re-painted (as was the frame), while the Cummins engine was swapped in place of the gasoline V-8. It’s worth noting that the gas job had been swapped in place of a worn out 1993 12-valve the previous owner had attempted to install. At this point, all Robert had to do was build the entire rest of the truck…In keeping with the ground-up theme of the project, the Cummins was taken apart and rebuilt. Robert assembled the 1997 model year 12-valve himself, complete with a fire-ringed and ported cylinder head with 60-pound valvesprings, a Stage 3 camshaft from Hamilton Cams, ARP head studs, and an Amsoil remote-mount bypass dual oil filter setup. For fuel, the Bosch P7100—a 180hp pump from an automatic transmission truck—received 181 taper-cut delivery valves, a #10 fuel plate, and a 3,000-rpm governor spring set. Downwind of the P-pump, Robert settled on a set of Stage 2 (5×12) Dynomite Diesel Products injectors. The injection system is supported by the previously mentioned 95-gph FASS system.The transmission arrangement is probably the wildest part of the build. Configured to mimic an 18-speed out of a big-rig, the Cummins sends power to a modified NV5600 that’s been fitted with a modified NP205 transfer case and a Gear Vendors Overdrive unit. Double split/Overdrive capability means a whopping 24 speeds are at Robert’s disposal, and ensures that the truck is never in the wrong gear. At 2,100 rpm, and in conjunction with its 3.54 axle ratio, the truck can run anywhere from 15 mph (Low 1st) to 102 mph (High 6th, in Overdrive). A dual disc clutch from South Bend handles engine to transmission power transfer.One thing that made this project possible was Robert’s near-infinite access to tools and his own fabrication skills. Many parts and pieces are one-offs, and were fabricated using CNC machines, as well as lathes, mills, and drill presses.The front suspension was also completely rebuilt, and the braking system was improved with slotted rotors. A new steering box was also installed in place of the well-worn factory assembly and, like the rear, the front-end got the full Kelderman air suspension treatment. The front axle is a first-gen Dodge Dana 60 fitted with 3.54 gears.Older Dodge trucks are notorious for their wiring problems—so Robert’s solution was to replace all of it. The immense task of re-wiring an entire truck led to Robert piecing together hand-built control panels behind the rear seats, with a whopping 42 relays, fuses, and distribution blocks feeding the dozens of electronic items that were added to the truck. On top of that, Robert also added a 120-volt power inverter, a Ranger 10 Meter Radio with Firestik antennas, a full Infinity sound system with dual amps and a 10-inch subwoofer, and power, heated, and lighted mirrors off of a Peterbilt 379. You’ll also find front floor lights for off road/remote area driving and custom Hella headlights that look stock but light up a mile into the distance thanks to 130-watt, H4 bulbs. Further illumination entails underbody-mounted backup floor lights for backing trailers in the dark. If you can think of it, Robert has a light, gauge, or heater for it!An ultra clean engine bay houses the 5.9L Cummins Robert says produces roughly 550 hp and 1400 lb-ft of torque. For turbos, Robert went old-school on purpose, with a tried-and-true Piers Diesel Research HX35 over HT3B setup capable of moving at least 650hp worth of airflow. The Holset HX35 sits on an ATS exhaust manifold and has been ported and modified for more flow. Combined with the 74mm Holset HT3B atmosphere charger, the compound setup can make north of 70-psi of boost. EGT and intake temps remain in check thanks to the use of a second-gen Cummins intercooler. After the Cummins was rebuilt, the engine was topped off with a supporting cast of parts that included the Banks Twin Ram intake manifold shown here.Robert is so obsessed with towing heavy the “right” way, he even took the step of adding external transmission and differential coolers to his Dodge. Lower fluid temp means longer fluid life and less chance of “cooking” anything, so Robert felt they were a vital piece in the truck’s overall durability.The interior of the W350 is perhaps one of the nicest and well-executed we’ve seen in a first-gen restoration. In addition to the obscene amount of wiring, Robert’s Dodge has every gauge imaginable, and SRT-style seats with custom Cummins headrests that were installed to keep the ride comfortable.From the Captain’s chair, this is Robert’s view going down the road. After Robert is done rowing and toggling through his 24 speeds (not to mention an exhaust brake for those downhill grades) he can set his sights on his many analog gauges. If a measurement can be obtained, there’s a gauge attached to it. Anything that is oil, water, intake, or exhaust is measured in both temperature and pressure.
