Carli 3.25" Lift E-Venture Suspension System 14-18 Ram 6.7L Cummins 2500

The dawn of a new era is here. With the E-Venture system for the 2014-2018 Ram 2500, drivers are always steps ahead, leveraging data from an engine-mounted sensor and factory sensors via the OBDII port. Housed within the cabin is the "Brain" of this system, which meticulously processes information through its proprietary algorithm. This electronic marvel enables the E-Venture System to analyze and respond to terrain conditions a remarkable 250 times per second. The outcome? Unparalleled excellence. Whether on-road or off, navigating gravel, rutted paths, or pothole-ridden tracks, the E-Venture System conquers it all. It pushes the capabilities of a 2.5" Shock far beyond conventional limits. E-VENTURE SHOCK PACKAGE The shocks themselves are top-tier construction. Hard-anodized aluminum bodies and reservoirs pair with 17-4 Stainless Shock Shafts will stand the test of time and elements. Billet Rod ends house teflon lined bearings to ensure industry leading performance and longevity. ELECTRONIC CONTROL UNIT The “Brain” of the system is the ECU (Electronic Control Unit). The ECU Harness uses a large OEM-style connector with a rocker linkage to ensure it remains secured once fastened. We played with a few mounting locations in our R&D and the heat-cycling of our initial under-hood location proved detrimental to the ECU’s operable temperature range. We redesigned the harness to accommodate an in-cab mounting location (under the driver’s seat) and have had no overheating activity since. HARNESSES The ECU Harness is home to the connectors for the 4 harnesses in the system that allow all transmission of power and data. All connectors are unique to ensure connections to the ECU can’t be mixed up. Front Shock Harness: Male Connection on the harness, Female on ECU Harness. Connects 2 Front Shocks to the ECU. Rear Shock Harness: Female Connection on harness, Male on ECU Harness. Connects 2 Rear Shocks to the ECU. 8 x Control arm Bushings Power Harness: Wires Power and Ground for the system and includes a fuse Tap to indicate ignition power to the system. Communication Harness: OBDII, Touch Screen, and IMU Sensor Connections all feed into ECU. SENSORS Via the communication harness, the ECU accesses data from the engine mounted IMU (Inertial Measurement Unit). This unit senses any change in pitch/roll of the vehicle. The data from this IMU combines with information gathered from the OBDII port (Brake Pressure, RPM, Steering Angle, Throttle, etc.) to anticipate changes in chassis movement. Subsequently, it firms and softens the shocks where necessary to maintain a chassis that’s as level as possible. TOUCH SCREEN The most important part of the interface is the one with which you interact. SDI put in a TON of work here to ensure a user-friendly interface with clean integration. We worked with them to take it a step further. The Bracket and Touch Screen mount in place of the bottom grab-handle bolt cover placing the touch screen both visible and out of the way. We provide a longer bolt to secure the screen. This location allows for clean routing of the wiring harness that feeds the Touch Screen without the need to trim the grab handle or weather-stripping. CARLI MODES We worked with SDI to refine the drive modes; we wanted to increase the seat-of-the pants change between each mode. Offered on the E-Venture System are Mountain (Rock-Crawl), Street and Desert Modes. This is in order from softest/least sensitive to most controlled/active. These modes have been EXTENSIVELY refined; there’s nothing standard about them. All you, as the customer, need to do is select the mode and the system will activate the profile instantaneously. Within each of the above modes, users can refine the ride to their taste and it will auto-save the profile. There are adjustments for the front and rear shocks independently to increase control or comfort within each of the drive modes. We tuned and refined our recommended settings to be centered on ALL drive modes but that doesn’t mean you won’t prefer to run the front in the center of the adjustment and rear all the way toward comfort. Point is, it’s completely up to you! PRO MODE This mode takes it a step further for those that like to get nerdy. This mode allows users to adjust the Pitch, Roll, Brake, Throttle and Steering Response. Don’t worry, if your curiosity gets ahead of your knowledge or you failed to track your changes, we’ve implemented a “Restore Default” setting. OPERATING SCREEN While driving, the screen is defaulted to your interface showing the real-time correction at each corner. Numerical values between 0-10 show the adjustment intensity. You’ll notice these numbers change in speed of correction and amount of correction as the drive modes are altered. Swipe the screen to the right and you’ll find the roll/pitch read-out indicating the data being fed by the IMU. This screen is also dimmable to a few different brightness to avoid distraction for those long, late-night drives where you won’t be looking at the touch screen. HAULING Arguably the most handy feature for our customers is the Rear Load Adjustment. This gives the user incremental control over the rear dampers. When loaded, the rear can be adjusted to find the balance of comfort and support OR, as we preferred, max the rear support to prioritize load support. This adjustment makes a huge difference in the rear control when loaded; this will likely be the most championed feature. Your truck will sit 3”-3.5” higher in the front (cab configuration dependent) with 50% more suspension travel than the factory platform thanks to the taller, lighter rate coil springs. R COIL OPTIONS SPECIFICATIONS: R1 Coils: 0.5″-1″ lift, reduced capacity soft-ride coils – Max 1,500lb. bed load. R2 Coils: 2”-3” lift. These coils maintain the factory payload. The 2” lift below is shown on the heaviest Ram configuration – a Limited, Diesel Mega-Cab. If you have a shorter cab length or less optioned truck they’ll sit taller than pictured. Through our testing (up to 2,500lbs), we spec them as a factory capacity spring capable of 800lbs. constant payload (or more on lighter trucks) to level to 3.25″ front lift. When pairing added down-travel with the taller ride height, the position of the factory, front sway bar will need to be altered as well. For this, we offer two options; Billet Sway Bar Drop Brackets or the replacement Torsion Sway Bar. The Billet Drop Blocks shift the sway bar down and forward to ensure the factory end links cycle properly throughout the entire extended travel range. Carli’s optional Torsion sway bar removes the entire factory sway bar assembly replacing it with a torsion bar supported by fabricated drop brackets and delrin bushings. Fabricated sway bar arms and dual 5/8” FK heim end links round off the package. This is the single best bang for the buck, ride-quality upgrade offered by Carli Suspension. You MUST select a Sway Bar option with the BASE Kit. This System has been optimized for use with the Torsion Sway Bar; this sway bar upgrade is a HUGE ride quality upgrade. Maintaining the factory sway bar through use of the Sway Bar Drops is only recommended for customers requiring the stiff rate of the factory sway bar - i.e.: those with snow-plows, in-bed campers or who are constantly hauling to the capacity of the truck STOCK SWAY BAR DROP BRACKET SPECIFICATIONS: In-house machined billet aluminum Hard-anodized for corrosion resistance Correct factory sway bar geometry on 3" lift TORSION SWAY BAR SPECIFICATIONS: Easily the best bang for the buck upgrade for ride quality Allows front suspension to move freely without giving up control Requires removal of electronic sway bar on Power Wagons Torsion Bar may be black or silver zinc; depends on supply chain availability. NOT requestable. NO SWAY BAR OPTION NOTES:Diesel Power Products and Carli strongly suggest the use of either options available. These options are designed to work flawlessly with the rest of your kit and, are the best way to go. However, we understand you may already have the necessary provisions and/or products to use with this kit so we give you the option to not include any sway bar drop or Torsion Sway Bar provisions. When lifting the front end of a straight axle truck, the front axle is pulled off-center unless the proper linkages are addressed. Three inches of front lift equates to an axle shifted toward the driver’s side ¾” and, in the radius arm equipped Rams, lightened caster and slight rearward axle shift. This system includes an Adjustable Track Bar to push the axle back toward the passenger side and provide a stronger link with less deflection for the lifted application. We also include Radius Arm Drop Brackets to recenter your caster adjustment and shift the axle forward to its new center of travel. Everything is included to support flawless operation of all components. We include bump stop drops to ensure the shocks are cycling in their designed travel range as well as a rear track bar drop bracket minimizing the rear end “wag” associated with opposing track bar suspension designs. WHEEL AND TIRE FITMENT This system will fit up to a 37” tire when utilizing wheels that are no more than 9” wide with 5.75-6” of backspacing. A 12.5” wide should fit with no rubbing on the factory radius arm and only minor trimming required, while a 13.5” will require more trimming and slightly more offset to fit properly. 35” tires will fit with VERY minimal, if any trimming. We Recommend running an 18” diameter wheel for optimal ride quality (more rubber = better small bump compliance) on a 35”-37” E-rated tire running 45psi front, 40psi rear when unloaded. OPTIONAL UPGRADES Low Mount Steering Stabilizer: reduces steering pull, adjustable damping, factory-location bolt-in High Mount Steering Stabilizer: counters opposite tire pull on lifted trucks, adjustable control Fabricated Radius Arms: increases front suspension strength, improves ride and axle control Front Differential Guard: protects front differential from trail and road impacts Lifetime Ball Joints: heavy-duty joints designed for long-term durability and serviceability