The best ideas — or at least the ones that are the most fun — usually start as a bad idea. That was a mantra I lived by as I was growing up. I didn’t worry much about the outcome, just the fun I would have getting there. Now, however, I am much older and much… who am I kidding, that philosophy is still feasible. However, I do limit my “bad idea” follow-through with a little more planning than I used to. That brings me to the subject matter of which I am writing. A good idea that could have some bad influences and memorable outcomes. Meet Project WorkHorse, a good idea that could go bad. WorkHorse is my daily driver, and if things go bad while making changes, you see how this good idea could become a bad situation.

I was sitting in an editorial meeting a couple of weeks ago when someone suggested I make my daily driver 2019 Ram into a project truck. I immediately thought that was a cool idea. We all quickly threw ideas on the table about what a great project it could be. Some of the guys mentioned including the latest aftermarket products available and building a truck that could go to any truck show and stand head and shoulders above the crowd. The wheels in my head started imagining the possibilities. And then it hit me: this is my daily driver and toy-toting workhorse. I am not opposed to having a truck that can win show trophies, but if I am going to “build” a truck, it needs to be a rig that can still earn its keep.

It’s no secret that I spend a lot of time tractor-pulling with antique tractors, toting a camper with the family, and hauling things for whoever is willing to pay me. That said, my first thought was to build a truck that could pull the tractor-loaded gooseneck to an event, unhook it from the trailer, and then hook it to the sled while there. That sounds like a great way to create carnage of my daily driver, but I still think it is a cool idea. And while that is still an option, I realized that building anything competitive requires removing a lot of the everyday usability from the Ram. That is not an option. DieselArmy.com has already built a drag-race truck, so I couldn’t do that. That’s when it hit me, this is a workhorse, so let’s go in that direction.

I purchased the Ram as a used truck in 2020. At the time, it had 15,000 miles on the odometer (as of this writing, it has 65,000). The Bighorn might not be the most optioned model in the Ram lineup, but I am not highly optioned either, so we work well together. What I mean is, I don’t require many of the niceties that are available in trucks today. Sure, it’s got air conditioning, power windows, and the requisite Cummins engine, but other than that, it’s a basic Ram.

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Inside is all basics, no leather, no GPS, and no 12-inch touchscreen. However, I did start this endeavor with the Cummins engine.

Although I bought Project WorkHorse because it would be a reliable truck that could do whatever I asked, I, like every other tuck owner in this country, knew from the beginning that there was room for improvement. With that in mind, I don’t plan to drop the truck off at a shop and then pick it up several months later with all the modifications done. I might be getting older and not move as quickly as I once did, but I still plan to tackle as many of the modifications myself as I upgrade the truck.

To give you an idea of my vision, this is Project WorkHorse, so first and foremost, it has to be a functional truck. The upgrades need to help improve upon its current towing and hauling capabilities and still look good while doing it. Currently, I am planning a few suspension upgrades to help with hauling payload, engine and transmission upgrades for power and reliability, and even some appearance and creature comfort improvements because, well, I am old, and I like a good-looking and comfortable-riding truck.

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If I am not hauling my stuff, I do haul for others. So yeah, I need a WorkHorse.

Did I mention WorkHorse will remain EPA-friendly? Yes, government emissions mandates are here to stay and while some might disagree, I do not feel that they are a terrible thing. That said, we need to play within the lines. That means all upgrades done to Project WorkHorse will require keeping all emissions equipment in place. There will be no “deleting” WorkHorse. I know some of you feel that is limiting the truck’s options, but I beg to differ. There is no reason WorkHorse can’t be a better rig as well as emissions compliant.

So meet Project WorkHorse, the latest DieselArmy.com project truck, and although I have a few ideas, I want to hear what upgrades you think would be best to incorporate into our build to show you guys what can be done to build the ultimate tow rig. Let me know by emailing me at [email protected].

Project WorkHorse Updates

December 2023 – Adding Fender Flares Is An Easy Way To Improve Your Truck

WorkHorse is no show truck. I drive this truck every day, and one thing I have noticed is the amount of dirt and stones that get kicked up onto the sides of the truck. While it’s not a show truck, this will definitely cause damage to the paint in the long run, so something needs to be done. That something meant adding a pair of fender flares.

There are several companies that make fender flares for trucks, so how do you know where to find what you need? To make finding the right flares easy, I simply went to RealTruck.com to make my choice. They have several flares on hand for most trucks and it just comes down to deciding what best fits your needs.

The fender flares I chose for WorkHorse are made by EGR. Why did I choose what I did? Simple, I have used EGR products in the past and have always had good luck with them. What I ordered were the Bolt-On Look Fender Flares. I think the visible bolts add a touch of detail that will help the modification stand out. Although the bolts look like they are holding the flares to the truck, in actuality, the stainless hardware is only for show. To hold the flares in place, the OE mounting holes for the inner fenderwell-liner trim are all that is used. That gives the flares a semi-permanent install.

November 2023 – Add Load Support With A Set Of Air Bags To Make Towing Safer

For this upgrade to WorkHorse, I decided it was time to add a set of air bags to the rear suspension to better support any loads in the bed and/or trailers connected to the truck. There are plenty of options available when looking at an air bag suspension, but I learned that Leveling Solutions has what every truck owner needs.

The installation of the Leveling Solutions air bags is relatively easy. If you have access to some hand tools and a mechanical aptitude, you can easily add this upgrade to your truck in a couple of hours. The bags get installed on top of the rear axle and under the truck’s frame. There is no drilling or cutting required to mount the bags.

Once the air bags are installed, they then need to have a means of being inflated and deflated. The easiest and least expensive way to do that is to attach an air line to each bag and then run the lines to the rear of the truck where a Schrader valve is installed for each line. While that simple connection works, Leveling Solutions has another option that makes inflating and deflating the bags much easier, but it is a little more involved when installing. That said, it is well worth the small investment of time and money. If you want to make your new system easier to fill and deflate when necessary, you can add the Air Deployment System.

October 2023 – LED Headlight Upgrade: Changing Headlights For Better Vision

When I purchased Project WorkHorse, it was outfitted with a traditional halogen lighting system that was adequate in regard to lighting the roadways at night. But I am building this truck to be not only a functional tow vehicle, but a great-looking truck as well. So, when AlphaRex. released its headlight system for the fifth-gen Ram truck, I knew it would be a great upgrade.

I know I am old because I can remember when changing a headlight in a truck consisted of removing a few screws to remove the trim ring, popping the old light bulb out and plugging in the new one, and replacing the trim and screws. The task used to only take a few minutes. Now, however, the premise is the same, but the task is a lot more involved.

You need to know upfront that the AlphaRex headlight swap is quite involved. With a fifth-gen Ram, changing the headlights requires the removal of a lot of pieces. First, is all the front chrome around the factory headlights and grille and the grille itself. While this sounds simple enough, it is not surprising that there are many bolts and clips that are in concealed locations. The chrome trim under the headlights simply “pops” off of the truck. But removal of the under-grille chrome and the grill itself requires locating and removing screws on top of the grille as well as behind and under the grille.

August 2023 – Long-Term Testing: Project WorkHorse Gets New Wheels And Tires

There is no denying that one of the easiest and most noticeable upgrades you can make to your truck is a new set of wheels and tires. While the look of the end result is subjective, it’s a visual change that can either make or break the look of a truck. The upgrade can have either a good or bad result — depending on your perspective. So, when I was ready to upgrade the wheels and tires on Project WorkHorse, I knew my choice needed to be on point or live with the consequences.

With so many wheels and tires just a mouse-click away, my search for what felt would be the perfect setup began. After several days of contemplating the untold number of choices available, I finally narrowed it down to a set of Hostage wheels from Raceline Wheels and Mickey Thompson Legend EXP tires. The reasons for my choices are obvious just by looking at the images — they look great on the truck. However, it takes more than good looks to make a proper selection.

Since WorkHorse’s introduction, it has been a testbed that I can use to report back to you guys about how products work over the long term. In the case of the wheels and tires, be sure to check back as I plan to do several follow-up articles. My plan is to do my very best to be diligent about maintenance and rotations to give the tires the best possible longevity. In other words, at approximately every 5,000 miles, I plan to rotate the tires and also take a tread-depth measurement to see how they are doing.

August 2023 – 68RFE Valve Body Swap: A Must-Have Upgrade For Ram Owners

Since Project WorkHorse has problem-prone 68RFE transmissions behind the Cummins, I knew right out of the gate that the transmission was going to need some simple, durability-enhancing upgrades. Some of the first steps to making a 68RFE last a long time are a valve body swap, torque converter upgrade, and aftermarket tuning. Sure, there are other upgrades available, but those are not as needed until your horsepower ratings climb above the 500-horsepower number. For WorkHorse, I decided to start by changing out the valve body.

But, with so many companies offering upgraded valve bodies, which one to use was the next question. I did a lot of research and finally landed on Next Gen Drivetrain. After checking out the website, it was immediately clear that Nate at Next Gen knows what he is doing when it comes to transmissions.

I’m not going to lie, changing the valve body can get messy. You need to drain the transmission, remove the transmission pan, and then unbolt the valve body from the transmission. Inevitably, you will get oil on you and your driveway — or garage floor. I am not going to spend a lot of time thoroughly explaining how to complete this swap, you can watch the video in the article to see how I did it. However, I will let you know that this might seem like a very in-depth swap, and it is. However, if you have a mechanical ability and the appropriate tools, you can do this.

If you research a 68RFE valve body swap like this on the internet, you will surely read about how you must do a quick relearn for the transmission before you drive your truck. I asked Nate about this, and he said that is not the case. Since I do not have a scan tool to complete a quick learn, I followed his advice and for the next several days after the swap, I drove WorkHorse around town for errands and let it do its thing. I know the timing surrounding this swap was risky, but I completed the upgrade just two weeks before a planned trip to Pennsylvania in late June. The trip was to attend the Northeast Diesel Nationals and the Bloomsburg 4-Wheel Jamboree. I also planned to haul the gooseneck trailer on this trip and hopefully pick up a few loads to offset the cost of fuel.

June 2023 – A Great Interior Upgrade For Your Truck With The Help Of Katzkin

When I purchased Project WorkHorse, it was not equipped with many of the niceties that come with today’s high-end trucks. There was no 12-inch screen to control the radio, navigation, and temperature. In fact, it had the small 5-inch base radio. There was no fancy chrome trim, nor did it have a leather interior. I was fine with the lack of these items because I knew that interior upgrades were easy, and in the truck’s future.

The OE Diesel Grey seats are okay if you like cloth. They looked fine, but they were nothing that caused anyone to say, “Wow, cool interior.” Bland looks aside, my main concern was durability as this is a WorkHorse, and the light-colored seats would not stand a chance. By upgrading with Katzkin I was able to choose premium leather for their upholstery that will last exponentially longer. What’s more, I could choose how I want them to look.

Although this interior upgrade is probably not one you will be tackling in your driveway, it is an upgrade that definitely warrants you checking out to make your Workhorse look great and deliver years of comfortable service that will last for many, many years.

May 2023 – Choosing The Right Shock Absorbers For Your WorkHorse

There are a lot of shock brands on the market, and with options like monotube, external reservoir, dual-piston, and more, how is anyone supposed to know what is right for their truck? A friend recommended I look at FOX shocks, so I figured it couldn’t hurt. I have to admit, I never considered FOX as a brand for use on a road-driven work truck — especially a heavy-duty 2500. My perception was they are for off-road guys and motorcycles. Man, was I wrong.

WorkHorse is not a truck that spends any time off-road traversing rough terrain. For that reason, shocks with external reservoirs are definitely overkill. Sure they are great when the shock works hard enough that the extra fluid capacity can help keep heat to a minimum, but for a truck that spends all its time driving the highway, that extra oil capacity is not a necessity. So, I paid attention to Mr. Reed as he told me also told me that FOX actually offers a couple of different 2.0- and 2.5-inch diameter shock options for trucks. In the 2.0 shock catalog, one is the Adventure series and the other is the Performance series.

Both are a monotube design but there is one distinct difference. “Between the two, the internals and valving specs are shared,” Reed states. “They both feature a 2.0 diameter monotube design with an Internal Floating Piston (IFP) to separate the shock oil from high-pressure nitrogen to prevent aeration for fade-free performance. Where the two differ is the body material. The Adventure series uses a steel body with a welded eyelet, whereas the Performance series uses an aluminum alloy body (6061-T6) with a machined bushing eyelet. The main benefit to the Performance series is reduced weight and improved heat dispersion, which comes in handy at higher speeds on rough terrain.”

if you really take stock in understanding the needs of your WorkHorse, then shock selection doesn’t seem as daunting a task as you might think. If you are ready to hear more, Click here to learn about shock selection and giving your truck the ride it deserves.

April 2023 – Choosing A Tonneau Cover That Really Fits Your Needs

One of the upgrades I quickly learned that WorkHorse needed was a tonneau cover. I don’t know about you, but when I haul things in the bed of my truck, I like to keep them protected from the elements — but I also use a gooseneck trailer, and having the wrong tonneau can be totally useless or affect hooking up the trailer. Luckily, finding the right cover is easy if you know where to go. To help with that, I am going to tell you that checking on the RealTruck.com website can make selection easy.

Actually, checking out the Real Truck website is a double-edged sword. Looking at the website, it is immediately clear that you have many options to choose from, therein lies the problem. How do you know which cover is right for your truck? First, you need to decide if a hard, one-piece cover is what you need. These do have benefits, but they also have drawbacks as well. In the case of Project WorkHorse, the drawback is connecting my gooseneck trailer to the truck with a hard cover over the entire bed. I don’t feel like taking the cover off every time I hook up to the trailer.

Next are soft covers. I could easily use a roll-up soft cover and simply roll it up when I need to hook it to the gooseneck. The downside of this is when I connect to the gooseneck and it rains, anything in the bed will get wet. That led me to what I feel is the perfect choice for Project WorkHorse, the Roll-N-Lock tonneau cover.

Another problem that all truck owners have is finding a way to keep items in the bed from sliding all over the bed. I am too old to constantly be climbing in and out of the truck bed, so I also ordered a Cargo Manager (P/N: CM448).

The install is fairly easy and I feel anyone can accomplish to upgrade in their driveway with a few simple hand tools. If you’re interested in learning more about the Roll-N-Lock and Cargo master, click here for the installation article.

March 2023 – Easy Transmission Upgrades And A Few Maintenance Tips

When it comes to diesel-engine maintenance, there are always varying opinions about oil changes and when they should be done. And while engine oils seem to get the required attention, how many actually maintain the rest of the drivetrain? In the case of my 2019 Ram, the owner’s manual calls for a transmission fluid and filter change somewhere between 60,000 and 120,000 miles. That’s a large disparity so I am comfortable doing it now, at 69,000 miles. As far as the differentials, 20,000 to 30,000 miles is the suggested fluid lifespan. I missed the boat on that one. Since I knew it was time to give WorkHorse some new fluids, I also felt it was time to make a few easy 68RFE upgrades to help the transmission avoid any issues.

To accomplish this, I decided to add an aFe POWER deep transmission pan (P/N: 46-71160B), a larger-capacity rear differential cover (P/N: 46-71150B), and BD Diesel Performance‘s Cooler Bypass Delete (P/N: 1061527). While I was at it, I saw no reason to reuse the seasoned fluids, so I placed an order with AMSOIL for a few gallons of automatic transmission fluid for the transmission and transfer case, and a few jugs of 75W-90 gear lube for the differentials.

These are a few very simple upgrades that should be considered for every diesel owner and if you would like to read the article in its entirety, click here for all the details.

February 2023 – Can A Cold Air Intake And DPF-Back Exhaust Improve Your Truck

While thinking about possible article ideas for DieselArmy.com, I came across several discussions involving cold air intake (CAI) kits and DPF-back exhaust parts. In theory, adding these two components to your truck should increase power output. Look at it this way, an engine is a mover of air and if you can get more in and more out, you should make more power.

I thought it might be a good idea to test the theory on Project WorkHorse and see what would happen when a cold air intake and a DPF-back exhaust are introduced into the mix. The first product we added to the test was the Magnum FORCE CAI from aFe POWER and the DPF-back exhaust is from MagnaFlow.

Initially, I thought I would use a chassis dyno to verify any results. But then I thought, this is a truck so let’s do some real-world testing. I decided that my test methodology would consist of several back-to-back 0-60 mph “pulls” on the highway. I would make test pulls after the addition of each new part. These are work trucks, so let’s test them in a “work” environment. But before I put any parts on WorkHorse, I needed to get a baseline.

To get any discernable data to verify, I needed a way to measure time and distance. To accomplish this, I felt that using a product from Dragy Motorsports would give me solid and repeatable data. The Dragy GPS box gives the ability to measure the performance of your vehicle within 0.01 second and produce identical/repeatable results. The Dragy box connects to your cell phone via an app and allows you to time/track 0-60 mph, 60-130 mph, 0-130 mph, 100-150 mph, 100-200 mph, eighth-mile, quarter-mile, half-mile, and one-mile performance.

To see all the results, click here.

February 2023 – Why An Adjustable Track Bar Needs To Be Part Of Your Leveling Kit

I recently added a set of SuperSprings’ SuperCoils to Project WorkHorse, and the addition of the taller springs added load support and leveled the truck, but it also caused the truck’s steering wheel to be off-center. I couldn’t just let that go, and to remedy the problem, an adjustable track bar was needed.

My reasoning for the spring upgrade was two-fold. First, the SuperCoils are taller than the OE springs, so they leveled my Ram. Also, the progressive-rate design also improved ride quality. Second, I haul a lot of stuff and the heavier rear coils give more support than the OE springs did.

But, when the front springs raised the front of the truck to make it level, this created the steering wheel problem.  While some people might be able to live with this oof-kelter condition, I am not one of those people. But what caused the wheel to “move”? The reason the steering wheel is now off-center is because raising the truck caused the factory-installed, non-adjustable track bar to “pull” the front axle approximately 1/4-inch to the driver’s side of the truck.

Some of you might look at the steering link and think adjusting that to center the steering wheel will work. It will not. If you adjust that bar, all you will accomplish is making your steering box off-center. When it comes to a new track bar, the most economical adjustable bar I could find was from Rough Country. The new bar is 1-1/2 inches in diameter and it is much heavier than the OE bar.

You can check out the install article right here.

January 2023 – Adding A Titan Fuel Tank Means Fewer Stops For Fuel

If there’s one downside to traveling long distances in Project WorkHorse, it’s the fact I need to stop so often for fuel. With a 31-gallon fuel tank, fuel stops come much sooner than I care for. I’m not complaining about the Ram’s fuel mileage, I just wish the truck had a larger capacity fuel tank. When I am hauling the loaded gooseneck trailer, I get an average of 11 to 13 mpg depending on the loaded weight. If I figure using 23 gallons (I never run below a quarter of a tank), that means I can travel roughly 253 to 299 miles between fill-ups. In other words, not very far.

Luckily, I found a way to remedy that issue with the help of Titan Fuel Tanks. The Titan XXL replacement tank I decided to install increases fuel capacity to 52 gallons. With the cost of diesel being as high as it is, you might be wondering why I am even considering such an upgrade. That’s simple. During long trips, not only can I travel farther between fill-ups, but I can now be selective about where I stop. How many times have you pulled into a gas station because you needed fuel, only to find fuel .20 cheaper at the next exit on the interstate? Having a larger capacity fuel tank can alleviate that.

Now that the tank is installed and I have been filling it less often, I can say I am glad I upgraded. Before, with the gooseneck, I could travel 253 to 299 miles on a tank. With the extra 21 gallons (using 45 gallons as the fill-up number), I can now travel 495 to 585 miles. When I am not pulling any trailer, I typically get 23 mpg and with the 52-gallon tank, I can now travel almost 1,200 miles between fill-ups. That’s a one-way trip from my house in central Florida to Pennsylvania.

December 2022 – Upgrading Coil Springs Under Project WorkHorse

When it comes to hauling a heavy load or towing a heavy trailer, your truck must have a suspension that is up to the task. Until 2014, the rear suspension in all heavy-duty pickups was comprised of parallel leaf springs. However, in 2014, Ram flipped the pickup truck world on its ear when they started to deliver their 2500 trucks with rear coil springs.

I’m not here to start a debate about whether leaf springs or coil springs are a better option. What I am here to discuss is a great upgrade I found for the OE coil springs for Project WorkHorse. While the OE coil springs are technically fine, upgraded springs from SuperSprings International (SSI) have proven to be a better option.

There are many benefits to the coil spring and multi-link rear suspension as found in the Ram. For starters, the link bars center the axle while the springs support the load. With a leaf spring truck, the leaves perform double duty by centering the rear and supporting the load. Since a link bar and coil spring suspension splits the duties of locating the axle and holding up the truck, the link bars allow the axle to move up and down and articulate freely while preventing axle wrap during acceleration. With the OE spring rate Ram chose, the coil-spring-equipped trucks offer a smoother ride quality than earlier leaf-sprung trucks. The move seems logical, but there are a few concerns expressed by Ram 2500 owners.

SuperSprings’ SuperCoil coil springs are heavy-duty replacement springs designed as a direct replacement for OE springs and offer better ride and load-handling characteristics. I also learned that SuperCoils have a progressive-rate design as opposed to the OE spring’s linear rate.

To read the article in its entirety, click here.

December 2022 – A Drive-By-Wire Pedal Upgrade For Better Response And “Performance”

Several weeks ago, I was hauling a load with the gooseneck trailer and I was in the right lane of a four-lane highway when I came upon a car that was traveling at, shall we say less than the posted speed limit. I waited for a couple of cars to go around me and when it looked clear, I proceeded to pull into the left lane to pass.

As soon as I did, another small car pulled out from behind me and when I saw him, I quickly pushed on the throttle pedal in hopes of “quickly” getting out of his way. Unfortunately, quickly did not occur as it took several seconds for the truck to respond to my foot’s movement. This almost resulted in a bad situation. Thank you drive-by-wire throttle control. I never fully understood how a computer could change the way my truck’s throttle responded, but the previously mentioned incident caused me to consider coming out of the dark ages and take a good hard look at a throttle pedal enhancer.

Project WorkHorse already has a Bully Dog GT to alter certain parameters and help with towing chores, so I figured I would stick with what is working and I called Bully Dog to get one of their Throttle Thruster pedal controllers. If you’re ready to find out more about this, you can read the article in its entirety by clicking here.

August 2022 – Can You Improve Fuel Mileage With A Bully Dog Tuner? We Test It

I do what I can to make my truck as fuel-efficient as possible, but a planned northbound trip from Florida to Pennsylvania will also include a loaded gooseneck trailer (nearly 10,000 pounds). Diesel consumption is a concern and I wondered if there was anything — other than the obvious soft application of the right foot to the pedal — that I could do to curb my Ram’s fuel consumption.

I realize there are a few things I can do to reduce fuel consumption: again, go easy on the throttle, do proper maintenance, and properly inflated tires. But is there anything else that will increase the miles I travel per gallon of fuel my truck uses? What about installing a hand-held programmer? I have heard many enthusiasts say they have gotten good results by adding one, so I thought it might be a good investment. After some research, I decided to give one a try and found Bully Dog actually has two that work with my 2019 Ram.

Decisions, Decisions…

Since I needed to decide which one to use, I reached out to Bully Dog and spoke to Jill Hepp, marketing director at SCT/Bully Dog to learn the differences. “It comes down to preference,” she states. “The Gauge Tuner (GT) is the best option if you want to monitor the vehicle and keep [the device] on the dashboard. I would choose the BDX if you are looking to get custom tunes in the future. There are a lot of features with both, but for a simple stand-out item, that would be my suggestion.”

The results of the test were somewhat surprising, and if you want to read the article in its entirety, you can do so by clicking here.

July 2022 – Why Your Cummins Needs An Oil Filter Relocation

If you have any experience with the fifth-generation Ram you know the truck’s frame design necessitates the oil filter be tilted on its side so it can be removed from the engine bay during an oil change. This requirement is the beginning of a messy situation.

It’s no surprise that as you tilt the filter, the oil inside instantly starts coming out and running all over everything. Having spilled oil cover everything beneath the filter is not acceptable to me. I know what you’re thinking, “why don’t you place a plastic bag over the filter before tipping it over”? Well, I don’t know about you, but my hands are too big for both of them to fit in the same area as the filter. This cup literally runneth over scenario happened once to me, and I immediately decided I would not be doing an oil change on Project WorkHorse in this manner again. Although I knew the Ram would be sitting for a while if I did not replace the filter and oil, I was willing to wait until I found the right solution — I did, with a company called Pacbrake.

Relocating the oil filter took the better part of two hours, but I was stopping to take pictures. You will likely complete the job much more quickly. All I can say is, that the next time you’re ready to change the oil in your Cummins, have a filter relocation kit ready to install. You’ll thank us when you tackle that next oil change.

Utilizing the company’s oil filter relocation kit (PN: HP10364) I was able to alleviate the mess ever happening again. I would rate the oil filter relocation kit install as easy and well worth the investment. If you would like to read the complete install article, click here.