The particular Upgrades Your Cummins Can’t Reside Without
If you’re a Cummins owner, you know that performance plus reliability go hand-in-hand. In terms of serviceableness, durability and aftermarket support, the particular Cummins has been the most desirable motor of the lot for more than thirty years—and for good reason. From the original 6BT revolutionizing the diesel truck marketplace to the legendary P-pumped 12-valve, as well as the introduction of the 24-valve head to common-rail injection, each rendition of this well-known inline-six enjoys a strong enthusiast subsequent. As a result, the Cummins is not only the particular undisputed champion of making horsepower, however the most celebrated engine in the diesel powered industry.
Unfortunately, every engine has the shortcomings—even the almighty Cummins. When some imperfections go unaddressed, like the killer dowel pin in ’89-’02 5. 9L’s, catastrophic issues may surface. If others aren’t addressed, you’ve got a truck that can barely maintain traffic. And if you’ve added strength but not tackled the simple supporting adjustments that make that extra giddy-up secure or usable, you’ll never discover optimal performance or million-mile durability. From the mechanical 12-valve 5. 9L to the 6. 7L common-rail, these engine-specific upgrades aren’t just suggestions, they’re mandatory if you want your Cummins to live up to its full possible.
Killer Dowel Pin number
The particular killer dowel pin (or KDP for short) issue is well known amongst 5. 9L 12-valve Cummins proprietors, but many don’t know that it can also hit in ’98. 5-’02 24-valve motors, too. What happens, exactly? From the manufacturing plant, a steel dowel pin had been used to precisely locate the time gear housing during assembly. This particular pin can work its way reduce over time, and if/when it shells out of the block it can drop down to the cam gear, injection pump equipment, and even the crank gear, leading to catastrophic damage.
Available through Industrial Shot , this comprehensive kit contains everything you need to solve the killer dowel pin issue before it simply leaves you stranded. It goes without saying that getting at the killer dowel pin demands quite a bit of work, but in the end it is totally worth it. Consider addressing the particular KDP the best preventative measure you are able to perform on your first or second-gen Cummins. Industrial Injection’s package includes a KDP tabs to lock the dowel pin number permanently in place in the block, a brand new front crank seal, and a refreshing timing gear cover gasket.
The first thing you’ll observe about a bone-stock first-generation Cummins apart from its lack of rpm range (more on that later) is exactly how conservatively it’s fueled. The manufacturing plant mechanical distributor style Bosch VE injection pump makes use of a single 12mm plunger and only flows 105cc’s really worth of fuel. Although the 6BT’s unique power rating of 160hp might’ve sufficed in 1989, even simple VE pump tweaks are necessary to assist get a first-gen truck out of its very own way.
Making a fuel screw adjusting is the best way to get started with the VE injection pump, and it can add just as much as 70 hp and 200 lb-ft of torque to the equation. Also known as the particular smoke screw, it’s located in the back of the pump (firewall side) plus calls for the removal of the OEM tamper-resistant cover and locking collar before you turn it. Just make sure you don’t change the fuel screw too far. Should you do, the engine could run away upon you…
In stock form, the VE governs the 5. 9L Cummins’ engine speed to 2, five hundred rpm. However , many engines start to de-fuel around 2, 400 rpm, so there is virtually no power home window to utilize with the aforementioned fueling mods. The age-old 3, 200-rpm chief excutive spring changes all of that, stretching out there the engine’s power band plus facilitating more horsepower up best.
For a significant increase in low-rpm encouraging, an aftermarket or modified manufacturer fuel pin (or fuel cone) can do the trick. A more aggressive user profile ramps up low-end fueling because boost comes on, and is known to supply roughly a 30hp gain together with another 50 lb-ft. If you’re milling the factory fuel pin your self, be forewarned that once you eliminate too much material there is no going back. Do not get carried away.
To appease VIBRATION AND HARNESS, emissions, and drivability requirements, the particular Bosch P7100 is extremely docile within factory form. Set to approximately twelve degrees of timing advance and moving just 135 to 170cc’s of fuel within stock trim, to say the ’94-’98 12-valve Cummins was conservatively motivated would be an understatement. Don’t be concerned though, the P-pump can be designed to flow three times that with a couple of simple changes. Thanks to having a single plunger dedicated to feeding each canister, tons of fueling potential exists—even with no upgrading the 12mm plungers.
A lot of tinkerers get started with the particular pre-boost screw. It’s located right behind the air fuel control (AFC) set up. Adjusting the pre-boost screw can also add significantly more off-idle (under boost) encouraging to the mix, which also helps provide boost on quicker.
The particular star wheel adjustment is a great method to fine-tune the drivability of a P-pumped Cummins. It’s accessed through the best side of the AFC housing, plus rotating it toward the traveler side of the engine opens the particular P7100’s fuel rack further (the rack being what allows gas to enter the plungers). Small, pregressive adjustments of the star wheel are usually key to balancing smoke result with streetability.
For yet another increase in stand travel (and as much as 35 hp), the venerable Mack rack connect is a great option for 160hp and 180hp P-pumps (note: it’s known to slow down injection timing on 215hp pumps). It’s not free, but at least it is dirt cheap at just $14. ninety five when sourced from our friends in Pure Diesel Power . The plug increases rack take a trip from 18mm to 21mm, which usually effectively allows roughly 70 a lot more cc’s of fuel into the plungers. Just note that unless you plan to draw the P7100 to install the Mack rack plug, the front gear casing will have to be slightly modified to install this with the pump still on the motor.
Governed in order to approximately 2, 800 rpm share, it’s a very far cry through the kind of rpm we know the P7100 can support (especially the 215hp pump), but like the VE-pumped ’89-’93 12-valve, the P7100 begins to de-fuel some time before that (as soon as two, 500 rpm on some ’94-’98 engines). Installing the tried and true a few, 000-rpm governor spring kit stretches the power curve of the engine, enabling you to take full advantage of the free and inexpensive fueling mods you’ve already designed to the P-pump. The 4, 000-rpm governor spring kit is also a favorite option, but just know that firmer valve springs should be installed if you are planning to run your 12-valve upstairs.
Because the AFC regulates the P7100’s low-boost fuel price, adjusting it into the full-forward placement brings immense fueling in a lot sooner in the rpm range. Whenever combined with the star wheel adjustment mentioned previously, it can yield a 200 lb-ft gain—along with 60 to seventy horsepower. To bring low-boost fuel upon even quicker, a lighter stress AFC spring can be installed too.
Removing the fuel plate or even running a true #0 plate permits full rack travel and even more energy volume to enter the P-pump’s plungers. To pull the plate, the AFC set up has to be removed, followed by the tamper-resistant bolt and then the two bolts that truly secure the fuel plate in position. The added fueling that comes with ditching the fuel plate is known to become between 30 and 40 hewlett packard.
Not only will be the P7100 configured to flow hardly any volume and hardly fuel in any way under low-boost conditions from the manufacturer, but it’s also set to the timid 12 degrees of timing development. It’s fairly involved and demands a dial indicator on the shipping valve holder to pull it away from, but bumping timing up to 18-21 degrees (BTDC) always produces amazing results. Advancing timing to 18 levels on stock injector trucks generally frees up another 30-40 horsepower, drivability improves, and cold-starts are not a problem. To be sure, the P-pumped Cummins’ fueling mods are nowhere close to exhausted at this point. You can also turn the particular barrels, install bigger delivery regulators and obviously run larger injections with optimized pop-off pressure to fit your specific setup.
Without a boost elbow or perhaps a disabled wastegate, all fueling mods performed on the P7100 are intended for naught unless the Holset HX35W (’95-’98 engines) can make more enhance than stock. With the common, $25 boost elbow onboard, boost could be fine-tuned for a maximum of 35 in order to 40-psi instead of the 18-22 psi this sees stock. Not only will the particular elevated boost add 20-30 hewlett packard to your overall setup, it will cool-down EGT as well.
1998. 5-2002 24-Valve
Whether or not it’s the electric Carter raise pump mounted on the engine or maybe the in-tank version Chrysler implemented being a “factory-fix” back in the day, OEM raise pumps don’t live very extended lives on the ’98. 5-’02 24-valve Cummins. Worse yet, when they fail (or begin to fail) they starve the particular Bosch VP44 injection pump from the fuel it needs to stay cool plus lubricated while performing its numerous jobs (pressurizing fuel, controlling shot timing, and regulating fuel volume).
Maintaining the VP44 in good health starts with a reliable lift pump, then one that can provide the magical 12-15 psi worth of supply pressure the particular VP44 requires. FASS offers an audio replacement lift pump coined the particular DRP (for Dodge Replacement Pump), which is available in both chassis-mount plus in-tank form to suit either software, and the company even offers an optionally available pump relocation kit to solve frame-mounting difficulties. For the ultimate in-tank raise pump solution, the Fleece Performance Engineering in-tank PowerFlo system functions dual gerotor pumps within the provided sending unit and float, plus supports up to 800 hp.
One of the biggest efficiency drawbacks of the 24-valve Cummins may be the VP44’s inability to support higher rpm. From the factory, the VP44 just fuels to 3, 200 rpm—and many aftermarket programmers, modules, plus fueling boxes fail to address this problem while adding power. One choice that does provide full encouraging comes from Edge Products. Level seven of its Competition Juice along with Attitude fuels completely up to 3, 600 rpm plus adds as much as 150 hp plus 380 lb-ft to your ’98. 5-’02 second-gen’s bottom line. With proper energy pressure being supplied to the VP44, we’ve seen stock injector vehicles make 315-rwhp (vs. 180-rwhp stock) courtesy of Advantage ’s full-fuel tuning.
Similar to the 12-valve, delaying when the turbocharger’s wastegate opens (or disabling it) is vital in building enough boost in order to capitalize on any extra encouraging. On 24-valve engines fitted with all the HX35W, which includes all manual tranny versions and ’98. 5-’00 automatics, the same 45-degree, adjustable boost knee used on ’95-’98 engines can be employed. Once more, it’s wise to keep maximum enhance between 35-40 psi to keep the particular HX35W from overspeeding.
For control over the particular wastegate on the HY35W turbo available on ’01-’02 automatic trucks, the common J-hook or BD’s X-hook is recommended. On the HY35, the wastegate pod connects towards the compressor housing via a hard metal line, which makes it hard to swap out there the wastegate for any kind of increase control upgrade. This is where the J-hook or X-hook comes in, bolting towards the compressor housing and increasing stress on the valve.
Some might not keep in mind, but inadequate fuel filtration was obviously a fairly common issue with the ’03-’07 common-rail 5. 9L from the manufacturing plant. It’s rumored that both Bosch and Cummins highly recommended Chrysler provide its fuel system with a two to 4-micron filter rather than the 7-micron it settled on. The high-pressure fuel system’s tight tolerances produced any sizeable contaminant a big issue, with the result being eventual harm inflicted on the injectors (and occasionally even the CP3). To ensure your common-rail 5. 9L’s injectors go the length (usually 200, 000-miles or so), switching to a quality, lower micron filter or adding a second additional fuel filter to the mix certainly increases their chances.
The factory HE341W (’03-‘04) and HE351W (’04. 5-‘07) turbos aboard the common-rail 5. 9L Cummins can support 500-rwhp, and in some cases just a little more—but not without a boost fooler or wastegate resistor in the formula. If your tuning doesn’t keep your vehicle from throwing an overboost CEL, a boost fooler is necessary. On ’03 and ’04 models, physically changing the wastegate to allow more improve is necessary. On ’04. 5-’07 motors, an electronic boost fooler that sets up in-line with the MAP sensor is usually most common.
3 years ago. 5-2018 6. 7L Common-Rail
Regardless of whether your ’07. 5-’18 6. 7L Cummins is tuned or tows heavy at the stock power degree, your 68RFE needs help. To optimize the particular six-speed automatic transmission’s shift plan, holding capacity, and longevity, it is well worth your time to invest in good transmission control component (TCM) tuning. Available from businesses like GROSS DOMESTIC PRODUCT Tuning and via KT Efficiency to name a few, TCM tuning ramps up line stress for improved clutch holding capability, optimizes shift points (eliminating the particular ‘68s common short-shifting issues) plus dials in torque converter lockup with a fine-tooth comb. If you want your own 68RFE to live with added strength and/or stress being sent by means of it, this is your best option beyond spending big money on a billet transmitting build.
Thanks to its improved stroke over the 5. 9L (4. 88-inch vs . 4. 72-inch), pound-for-pound the 6. 7L Cummins creates more torque. Unfortunately this extra cylinder pressure makes head seal failure much more common. If babied, a tuned 6. 7L will get roughly 200, 000 miles from the stock gasket and head mounting bolts, but trucks that are abused raise the head much sooner. Here, ARP head studs are a must-have product. In addition to adding head studs throughout a head gasket job , many 6. 7L owners go for fire-rings, too.
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