The 1990 W250

There comes a point in time where dedication and love for a vehicle may reach unhealthy levels. However, time builds ones bonds to something regardless of the object being a person, or a vehicle. For the car guy, it is kind of a similar love we feel for a vehicle as we would to a loved one, just in a different way. And the more time and effort that is put into said vehicle, the stronger the bond. At the point it becomes a very strong bond, we are generally referred to as “too far gone” and somewhat shunned by the non car people of the world. I believe I am now at that point as you will be able to read below! 😀

For me, this story is about my daily driver 1990 W250 regular cab Cummins. Many of you have seen this truck, or seen pictures of the truck, from over the course of the last 10 years I have attended diesel events all over Canada and the US in it and it has frequented most of the diesel forums since 2003. My truck and I started off on a rocky road but now as you will see, we have a mutual respect for one another. I will try to tell you the tale of the truck and some of the things we have been through. Sit back. Grab a drink. And enjoy. I apologize for your cell data bill if not on WIFI. 😀 I will also try not to get off topic as I normally do, and I will do my best to ensure I don’t bore you with the little things that took place along the way. So let’s start at the beginning.

The truck started off as a non intercooled 727 3 speed auto equipped Cummins (CPL 0804), and was built on October 23, 1989 at Warren truck Assembly in Warren Michigan. I guess the best point is at the start of anything that has to do with this truck. Well it all started back in October 1989. A dealer in Ontario ordered a brand new Cummins equipped 727 LE W250. A few weeks after it arrived at the dealer, an older gentleman by the name of Ellis purchased it to pull his RV trailer with as well as a form of daily transportation. The truck was babied its entire life and was only driven about 6K miles (10,000 KM) a year as its primary use was RV towing during the summer months, but also did serve as winter transportation. The truck made its way across country several times and made it to the East coast Canada, West Coast Canada, down into the Colorado/Arizona area, and all across the South East including spending several winters in Florida. In 2000, the truck was painted two tone silver as the original Daytona Blue paint was peeling (as typical of the paint on vehicles of the early 90s due to the government mandated change to water base paint).

Pic of old paint (how it came from factory). This pic also shows just how low the 4×4 1990 and prior trucks sat. These were known as the lowboy trucks.

Somewhere in the 90s a few modifications took place mostly relating to an aftermarket intercooler kit, as well as four gauges: Trans temp, tach, pyro and boost. Although I was not told it was adjusted, I believe it had slight fuel screw adjustments as it would put down 178 HP at the wheels with the auto when I first dynode it. The truck served its owner well with no issues owner until 2003 when he decided due to the truck being a regular cab, having a 100 lbs dog, and his significant other all riding in the truck across the country travelling; it was time for a quad cab. So with the new Gen 3 Ram truck bodies out, the decision was made. It was time to trade the truck into the local dealer.

So in November 2002 the truck was traded into the dealer with 122,300 KM on it and dad purchased the truck as a snowplow (Keep in mind, it was “just” a 12 old truck at this point). The truck served as a snowplow for the entire winter and when spring came, dad noted that there was a large fresh gash in the newer paint to the front fender, and the wheels in his head started working (this scar is still there and reminds people around the truck of the history in it). The resulting conversation with dad regarding the truck after its winter of plowing went like this:

Dad: So Robert, I think it is time for you to buy a truck
Me: I agree!
Dad: You have been driving for a few years now, it’s time you get something.
Me: Again, I agree!
Dad: Have any thoughts?
Me: For sure. Has to be a pickup so I can haul chicken feed.
Dad: Good call!
Me: I was thinking maybe a Dakota R/T.
Dad: Do you have the funds for that?
Me: Well not yet, but this idea was only sprung on me 30 seconds ago…
Dad: Keep thinking. You don’t need a Dakota R/T.
Me: OK. Another truck I like is the SST Ram or even an Indy Edition! Yeah!
Dad: You got the money for the fuel that thing will eat?
Me: Well…
Dad: Gas is getting expensive son. You need something more fuel efficient and reliable.
Me: Well what then?
Dad: The snow plow!!!
Me: Huh? Say what?
Dad: Its low mileage with only 123,400 KM on it, its diesel so it is fuel efficient, it has 4wd for winter, and it’s a great truck!
Me: Uh huh….riiiiight……
Dad: It needs a new headliner, wheels repainted, new rubber, a taillight, a grill repaint, new muffler as it is rotted, and some trim replaced but that is good. Best part is it will teach you some things along the way as you should learn to work on vehicles.
Me: But the newer body trucks…
Dad: Best part is it’s cheap and will last you for many years.
Me: Umm, OK….. But I…
Dad: Oh, I have already made arrangements for this too!
Me: Ooof.
Dad: So about your summer job so you can pay me for this truck……. 😉

And that is how I became the owner of a 1990 W250! LOL It was not until about 8 years later I found out why he was so hell bent on my purchasing that truck. Seems the top end was 71 MPH pedal on floor and he was afraid I would be street racing with whatever I was driving, so this would keep me out of big speeding infractions and would help keep me safe! Also he was genuine in the fact that it would be reliable and the few things it needed would get me a bit more accustomed to working on vehicles and he wasn’t going to just leave me to be either, he was planning on doing this stuff with me. Thanks Dad. LOL

So, I spent the first few weeks with dad cleaning the truck up. It did get everything it needed like repainting wheels, grill repaint, headliner, taillight, etc and dad suggested we get a set of stacks for it. This really was the first light of decency I saw in the truck. Those stacks started the ball rolling. I was however very unenthusiastic regarding the truck for a very long time.

2003 – The first week I owned the truck as I was redoing those wheels, grill, etc. Notice the date.
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And the addition of the stacks a few weeks after the wheels were put on:

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***Note on the stacks: These are the second set of stacks dad had the local muffler shop add. The original set that only lasted 2 days were full 6’ in bed and stuck over the roof by 3-4’. They looked beyond stupid so the truck went back to the shop and they cut them down resulting in the ones you see here. As a side note, yes, I know, they still look stupid. Too skinny and not short enough. But I learnt something and I encourage all of you to ponder this:
Looking back at the time, all I knew is the stacks looked and sounded cool. I was a kid so to speak and I didn’t really care about the integrated look of a modification as it was beyond my comprehension at the time. To me, it was awesome. As I grew older, I realized that although the stacks themselves were cool, they were not properly integrated into the truck’s overall look. This is the part of automotive design that is often lacked by those who are younger. What I want to say is please remember this story when you are at your next truck show and maybe see a young guy in his truck that has some stupid looking modification. Admit it, we have all seen those trucks and we all want to know what corn wagon they got their head run over by. Chances are though, even if you told him it looked dumb, all you would do it bring him down a notch. Instead, maybe just don’t comment on it and keep walking. I had several people mention how dumb mine looked and to be 100% honest, looking back, at the time could not see their point of view. Now I can, and I cringe at the hideousness of the truck at the time as they were 100% right! OMG I was clueless!! But I could not see that or understand that at the time. My point it, instead of bringing someone down a notch, lets help others enjoy the diesel hobby and don’t bother trying to get them to see your point of view as chances are they won’t. Proof of this is the fact that the Powerjokes and Durashits are all over the roads and they still think they are best! 😀 In the end, just wanting to say let’s give the young guys help where we can. Yes, I am all for assisting them, but to kick them over something dumb in their vehicle design…. There are better ways to help them! OK. Off my soapbox now….. 😀

Where were we…. Oh yes!!

Within a few months of ownership change, I had a list of complaints with the truck. They were as follows:
– Tranny was an auto and I wanted a stick. Forget this auto shift garbage…..real trucks are a stick!
– Where do I put extra people? Or anything I pick up for that matter? The short cab was useless as trying to mow the lawn drunk!
– Where is the power? The thing was gutless. Yes it could tow but it took a mile to get up to speed!
– I wanted a dually. They look cool. 😀 This was not a dually. Boo. 🙁

So around this time in 2004 I had found the TDR (Turbo Diesel Register) forums and had started hanging around the forums and learning why there was no spark plugs to be found etc. I also learnt about the old Crew Cabs and that although they were not available with the diesel, they did exist. After reading about a few conversions, I decided this would be a wise course of action for mine. So without really being phased by what was involved with the conversion (I had done enough research to know what was required), I started looking for a body donor.

One morning in August 2004 I found more than I ever bargained for. I found a crew cab, dually, 5speed, 4×4, Cummins converted Ram on the west coast Canada. It was exactly what I wanted so with the intent of selling my truck, the 1993 crew was purchased and shipped to Ontario after some arrangements and assistance by an understanding father. By the time it arrived in late August, I was back to school and did not really have a chance to work on some of the smaller issues a 15 year old truck had so it sat for most of the winter and come next summer, I started driving it. It was then that the 1990 was going to get placed for sale, but I had an unforeseen issue: The Crew cab tranny was shot despite what the Dodge dealer had told us. So a rebuilt getrag was located in the hands of a family member amazingly and the plan was to swap it in on summer holidays. Issue is, I am a perfectionist. After much more time on the TDR forums, I learnt about the weak Getrag and how the issue I was having would surely return in time to the rebuilt Getrag if used for towing, so plans on swapping it in was modified and the search began for NV4500 and eventually a NV5600. In a nutshell, I ended up doing way more than just the tranny on it. But I am getting off topic as usual! Just remember the Getrag that was freshly built not being used in the crew cab anymore. We will hear about it again! 😉

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So, back to the 1990. The for sale ad was never placed as dad thought it best to get the crew cab’s tranny fixed before I lost my means of transportation (solid logic). So I kept the W250 but did not put anything into it as within a few months the W350 “should” be finished. This was 2005. For more info on the crew cab, look under the 1st gen Industries restoration section.

For the most part, the truck did not change too much for the next few years. The truck had basic repairs done and aside from an axle seal being nicked by the dealer when the rear brakes were done, the truck never complained or caused any reliability issues. I drove it approx 5,000 miles a year not going very far from home with it and short of oil changes, it didn’t need too much. But I am getting ahead of myself.

Fast forward two more years. Now 2007. At this point I was starting to see the W350 was going to be a bit more of a long term project so I decided I would take the time while the W350 was out for paint and do a few small things to the W250. So I fixed a few things that I had complaints with like small things that didn’t work and finally mentally accepting it as mine. All small things but this set the ball into motion. I had now invested a piece of myself into the truck and I was starting to become attached to it. I had also started towing more and found this thing can really haul!! Never good for a car guy…..
So I did the sagging headliner again (that is what happens when you do a half job the first time. 😉 ) and did some small cosmetic things. I was actually using the truck now to tow the project around and as the maintenance items happened, I was putting more performance related parts on as it seemed logical.
These are pics from pre 2009:
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Then in 2009 things changed. I had a few issues hit all at once. Most importantly, the crew cab was into a full restoration mode and I knew it would never become the daily driver. But then the 1990 started complaining.
First, while towing a float with the old 72 Deere on it (the above picture), I was coming out of a town at 20 MPH with a huge steep hill and about half way up I started rolling backwards although still in drive and running 2000 rpm. Yup. Tranny did not like me. Now the 727 was still OK, just that it is a slush box with no TC lockup and with that weight and that grade of hill, and at that speed, you can’t expect miracles! However, that was the day I decided that rebuilt Getrag that was sitting in the garage would be good in my truck as it was already paid for, fully rebuilt, I was only making 178 HP so it should last, and would allow an exhaust brake for towing and quicker winter warm up.

So the additional parts for the auto 727 to standard Getrag swap began. Within a few weeks the tranny was swapped and all became good. Or so I thought.

Pics from the Auto to tranny swap:
Notice the lack of gear rowing device:
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Auto and manual have different splined output shafts to the NP205 so I got a manual NP205 and did a quick once over and installed it.
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September 2009:
When modifying a vehicle, there is the bolt on mod, and then there is the snowball mod. A snowball mod continues to snowball. You did this, and now you have to do that, etc as what you changed before now caused this issue, etc. See, the tranny allowed me many things and that became a snowball mod. First thing was the original downpipe finally cracked itself from not supporting the engine correctly when doing the tranny swap (never unbolted the exhaust). So I replaced with a 4” turbo back system and also replaced the stacks from a 4” to 5” as the old ones were stupid looking. (I was young and dumb. What do you expect? However in my own defense, dad was the one who put the stupid looking stacks on when I got the truck so…. :D)
This now allowed the opportunity for an exhaust brake to be fabbed in. So a PacBrake PRXB was installed. But now I had another issue. The larger diameter pipe now was hitting the front driveshaft due to front spring sag (and I also had major rear sag under trailer tongue weight!). Well can’t have that now can we. So it was time for the suspension to be re-arched. And while doing research, I decided it would be better to replace than re-arch as the current 22 year old material was fatigued, so a new set of Alcan springs were ordered up a fair bit stiffer than stock and also providing a 1” lift over factory (1989 and 1990 4×4 trucks sat lower than 91.5-93 trucks so I had made the 1990 sit like a 1993). The new springs with their minimal 1” lift, now required new shocks. So Bilstien 5100 performance shocks went in. And as it was starting to get sloppy, a Borgeson double joint shaft was installed in place of the factory rag joint. As I worded it at the time in the original thread on the subject:

Pics from 2009:

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March 2010:
As typed in a forum post back in 2010:

So I ordered up a new set of Alcan springs made to my specs. I believe it was 3000 lbs per side I did. It came with 10 leafs per rear and 6 per front. I also asked them to give me a 1″ lift over stock. The old springs sat at 38” front ground on the front, 37. 5 rear. The new are 40 F / 41 R. Keep in mind the calculation is more than 1” as the old springs had sagged from factory ride height. For shocks, I went with Bilstein 5100 series. Waited 8 weeks for them to arrive!

Other than Alcan installing the wrong rear bushings (3/4 instead of the correct 5/8 bushings) they seem to be a great company to work with! They did send me out a set of stainless sleeves to install into the incorrect bushings so the bolt would fit correctly. I also used all new grade 8 bolts from my local hardware supplier. Cost was $230 per front, $240 per rear. With shipping was about $1,200.

Looking back, glad I did not re-arch. They wanted $125 per side to re-arch plus then would need new bushing at $30 per spring. As it was I had to cut the rears out so better to have new. I do like the springs, but if I could have afforded to do air ride, I would not think a second thought on springs.

If many of you are observant, you will also see a stack change from 4″ long buggers to 5″ at the same time as the springs change, as well as a Borgeson shaft. Note some pics have the longer 5” and others the shorters. I put them on and then chopped 4” out of them to bring them more to proportional height but still high enough not to totally soot the trailers.

Here is the “before” I drove onto the hoist:

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