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Cummins 24 Valve Performance Upgrades – 1998 and up Dodge pickups with 24-valve Cummins engines run strong from the dealer lot, but for many that’s not enough reason to settle for factory performance. In addition, as the new Dodge Cummins runs, it is a little weak below 1,500 rpm. At least compared to what happens outside of that range. However, one cannot do traditional intake, exhaust, and turbo modifications with just an ISB motor. There are now three computers on board—which is one of the reasons for the better factory numbers—to deal with as well. Needless to say, the aftermarket responded to the challenge, and as a recent visit to Gale Banks Engineering proved, so did the new 5.9L engine.
Our test mule was a 1999 Dodge 2500 pickup with an automatic trans and 4.10:1 gears. It puts out a respectable 411 lb-ft of torque at 1,800 rpm and 197 hp at 2,800 on the chassis dyno. Just five years ago, these stock diesels used to be big enough to carry, but whether it’s because the broken load is getting heavier or the grades are getting longer and steeper, such “low” output doesn’t seem to cut it anymore. Taking the ram off the dyno and putting it into a full bank power pack system will certainly cure this beast’s relentless sluggishness.
Cummins 24 Valve Performance Upgrades
The installation of a power pack is relatively straightforward and can probably be handled by a weekend mechanic. Getting the Quick-Turbo turbine housing and BigHead wastegate actuator in place takes a lot of skill, while plumbing the 4-inch stainless exhaust system requires a lot of work. Promoting wiring and replacing EGT gauges, intake and air filters, and plugging into OttoMind are very easy tasks. It was all done in a few hours at the Banks facility, and then the Dodge was strapped again on the 3,200 lb-ft-capacity dyno.
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Banks also experimented with a different electronic setup for this particular test. As the horsepower and torque curves show, it increases power at high rpm, but it costs us (compared to the standard power pack) at low engine speeds. While the test mule’s 650 lb-ft at 1,500 rpm couldn’t beat the regular results with a PowerPack (704 at 1,700), it had to give more than normal over 2,500 rpm. Similarly, this tester achieved more than 300 hp at 2,600 rpm, while earlier tests peaked at 292hp at that rpm. Since banks, as well as most diesel drivers, support low power in the rpm band, you can bet that this experimental setup will not produce.
Rest assured, too, that the Banks crew will keep plugging away at the 24-valve’s performance until one day we can say, “Oh, only 704 lb-ft and 292 hp? I remember driving one of those. After all, The manual transmission and axle should be good for about 1,000 lb-ft. For now, after getting used to driving a standard 24-valve Dodge and loving every minute of it (possible for its low-rpm performance With the exception), believe us when we say that 700 pounds of torque is delivered to the rear tires. The already massive vehicle is 77 percent more fun.
The complete installation of the Powerpack does not make the engine bay look different, except for the ram air intake. More importantly, real pulling power is now there when you need it. With a typical peak power gain of 77 percent more torque and 62 percent more horsepower, the increased performance isn’t hard to notice.
As in cars, the key to increased, reliable performance on ISB engines now lies within the electronics in the vehicle. To keep up with the exhaust gas temperature and fuel consumption curve with traditional mechanical changes, the computer must cooperate. They are part of the calculation module of a bank OttoMind engine.
Pdd 24v Cummins
This is the Stinger Plus system for the 24-valve Dodge. That’s about 20 hp and 40 lb-ft down on the Premier Powerpack performance scale, but some 20 hp and 77 lb-ft stronger than the regular Stinger—proving that the Quick-Turbo that’s part of the Stinger-Plus works. . There’s also a new entry-level gut-kit available, but we didn’t have performance numbers for the more economy-minded setup at press time.
While using just 20 percent of Banks’ new dyno capacity, the Powerpack Dodge belted an impressive 650 lb-ft at just 1,500 rpm. It was in third (direct) gear with the torque converter locked. 2, above 600 rpm, put out over 300 hp on the seriously revved Cummins dyno’s twin 20-inch rolls. That’s over 100 extra Clydesdales, at 200 rpm less than stock. Stout as these numbers are, they barely touch the new Mustang dyno’s 1,500hp capacity. Two large fans pump 60 mph air into the intercooler and help keep the vehicle cool.
Good airflow is critical to engine performance, and Banks has designed a much better-flowing intake pipe for the 24-valve motor. Interference with the injector lines is prevented by using a Y-pipe design like the one Twin Ram uses for 12-valve motors, but it should be clear that the mildly scavenged bank piece flows better than the clunky factory design.
Size matters. With a larger, lower-back-pressure, faster-reacting turbine and a better-fitting wastegate actuator, boost comes on faster and lasts longer. The Banks Quick-Turbo Turbine housing is shown here with the BigHead actuator. Compared to a standard T3 style actuator, the Banks unit has twice the diaphragm area and a spring that is twice as stiff. The result? Less wasted growth.
Racing Intake Manifold For Cummins 5.9l 24v Isb Cr [42747]
Get out, and the exhaust of the diesel engine is no exception. Good airflow is just as important to the exhaust as it is to the intact track, and extensive airflow testing was done before the parts shown here were built.
Piping is made of 4-inch mandrel-bent 409 stainless steel bank turbine outlet pipe, Dynaflow acoustically designed muffler with ceramic packing good for 1, 800 degrees, and tail pipe.
Compared to the above factory pieces, you can see the difference in the output of the banks. Luckily, you can’t really hear it.
As this graph shows, no two vehicles are exactly alike, and the test vehicle (also equipped with experimental electronics) has a top-end power pack outside the baseline. On the other hand, there is more usable power under the curve with a baseline of 2,500 rpm. Either way, around 100 extra horsepower are made compared to stock.
Compound Turbo 5.9l 12 Valve Cummins Engine
As with the horsepower curve, the experimental test vehicle exceeded normal above 2,500 rpm, but delivered valuable pulling power at low engine speeds. Of course, if you only have 400 lb-ft to begin with, either 650 or 700 pounds of torque is a vast improvement. As Banks favors usable torque at higher-rpm numbers, constantly upgraded engine management modules will be designed to fit closer to, and optimize, the powerpack’s curve. Our Stage 2 Commons Performance Head is designed for performance enthusiasts. Our Stage 1 Cummins Performance Head and D&G Stage 2 Bullet Intake Manifold includes everything from soft plug-in threads to the head, titanium valve spring retainers, and heavy-duty extra-large valve seats.
We’ve seen stock seats come off trucks, our heavy duty extra large valve seats solve this problem. Also, sometimes we’ve seen soft plugs come out from under the valve cover filling the crankcase with coolant. We fix this issue with a soft plugin thread.
Our belt replacement style intake manifold is designed to house the factory map sensor, air horn and throttle position sensor. We have seen that some intakes with side inlets force air into the cylinder across the inlet pipe. We’ve seen cylinders run 300-400 degrees hotter than the intake. In some cases even a melting piston. Since ours uses the factory air intake it mounts allowing the air to spread more evenly throughout the intake manifold. It also saves the user time and money by using their existing intake horn.
Our Stage 2 Cummins Performance Head achieves intake flow up to 250 CFM and is the largest head we have available for a 5.9 bore engine. (stock is 165 CFM) Diesel of the Week Featured by Related Articles – Compound Turbo 12-Valve Cummins Engine – Triple-Turbo 6.6L LLY Duramax Engine – Triple-Turbo 12-Valve Cummins Engine
Oe Replacement 1989 1997 Cummins Dodge 12 Valve Diesel Long Block Engine 5.9l L6 (must Replace/test Injectors) Gpt5nn912v36aa
Growing up, Ethan Powell was one of those kids who enjoyed tinkering with dirt bikes, motorcycles, and really anything he could take apart and put back together. Ethan took his mechanical skills to construction where he worked as a laborer and drove excavators and stone trucks.
“Dealing with it, you get some breakdowns and unexpected failures, and it was a small company, so we didn’t have a dedicated mechanic to come out and fix that stuff,” Powell says. “It always piqued my interest and usually when someone came out, I was standing over their shoulder and just watching because I was curious.”
With the performance of the engine, Ethan became more interested in diesel and bought it
