Tow Ported Cylinder Head Dyno Test
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- Опубліковано 26 лип 2024
- In this video, the team at Power Driven Diesel install a stage 1 CNC ported 12v Cummins cylinder head on this super clean 2nd Gen Dodge Ram. Tune-in to see the before and after comparison between stock and CNC ported!
Order your CNC ported 12v Cummins cylinder head here: powerdrivendiesel.com/product...
Power Driven Diesel is a specialty performance shop engaged in the engineering and development of high performance turbo diesel technologies.
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I had always heard boost pressure was a measurement of resistance not volume, this test demonstrated that concept perfectly.
Thank you
Yep. A lot of kids buy these trucks and can't make any power with them because they just crank the timing and boost up. These heads are terrible for flow.
Completely correct. I gained a lot of power and reliability by maximizing flow.
I can tell you when your taking your A&P(airplane mechanic) classes they beat the principal of a few dead guys in to your head. Bernoulli, Otto and Newton. and you better know Bernoulli's when you're talking about turbos and jets. And his principles work great till you hit supersonic.
Yes, simple law states how Flow & Pressure are inversely related!! The simple water hose analogy helps a lot of folks make the connection. But Soo many folks forget about Flux which takes the container through which the fluid flows. It is amazing how understanding a little bit of physics plays a role into so many different things.
Todd mentions that they have people dedicated to just listen to your questions and to help steer you in the right direction. I can attest this is true. My uncle had them double the power on his 12 valve and the whole experience from initial phone call to the mechanics conducting the test drive after the work was completed at their shop. Just a great group of people at Power Driven Diesel. Highly recommend!!
So glad we could help!
My favorite part of PDD is getting a real person who knows what they are talking about on the phone when I call.
We bought our Dodge 2500 back in 2018 and I called these guys just to talk about trucks and they were so nice. Never made me felt like I was a bother or that I should be buying something just a lot of great info. Was a fan before then and that really illustrated that PDD is run by good people.
Thank you we are all enthuses here!
Dude can’t even do simple addition. Clearly he’s just the face of the company, god bless his heart
Watching y’all talk about more flow with less boost just blew my mind. It makes sense, just also never crossed my mind to think that way about my head and turbo setup. Love the videos.
Thank you
they aren't kidding about that, I swapped to their 62mm HX super 9 and despite making less boost than my Aurora 3000 it makes a ton more power, just moves so much air it's insane!
Boost is an arbitrary number. More or less, just a point of reference. Obviously, compound turbos and pulling/racing applications are much different, but in a daily driven or working, single turbo application, if you're exceeding 40 PSI of boost, you need a bigger turbo. After 40, on most turbos, your drive pressure is going to start climbing exponentially, and the compressor is just blowing hot air.
My semi is putting over 600 horsepower on the ground, with only 35 PSI from a single, 76mm turbo with a 31 PSI wastegate. Never exceeds 900° in the downpipe, even after several minutes at full power.
Blew me away like a fuckin queef in the wind.... 🌪
Great job guys. I can't wait to get my stage 1 on. Had it a year and haven't had time
They work great
Great video guys that was a great gain with the ported head just under the 1000 hp for a street driven grocery getter is awesome
Take care stay safe and God bless you always 🙋♂️🇬🇧
Thank you Colin
My 2nd gen, 24v, dually is my baby. She's got 416k miles and is plugging away fine. Love my truck but she's pretty much stock.
Man that’s awesome! Exactly what I would like for my 07 lbz to tow trailer, kids & dogs 🐕. Great work
great content, crazy gains, awsome job, love the channel and your products.
Thank you Johnny
This is super interesting, thanks for sharing this with everyone!!!
Thank you
Have always had a good/great experience with your staff. No hard sale. Infact talked me to a cheaper mild build. Great staff 👍
Great to hear!
Awesome video as usual guys ! Wow that’s a really clean 2nd gen 👍🏻
Thank you and it is a very nice truck
This is a great video! Very informative! Good job guys!
Thank you
Love you guys, order all my parts through you. Keep doing your thing.
Thank you Ian
Awesome truck, awesome video! Definitely ordering a cylinder head now!
Thank you
Love your videos! You guys deserve more subs
Thanks so much!
I appreciate that comment about trying to make getting parts easy but im going on 6 months with just starting to get my parts from you guys!
I do hate that. We have been working trying to figure out suppliers and like everyone else it is a struggle. We ship out same day of in stock items. If you have something on backorder I know that the item itself or the parts to build are on order and we are eagerly waiting for their arrival.
PDD-I’m always impressed with the number of young people that you assist with their profession/career. ‘Wished more companies were willing to invest in this country’s future workforce.
Impressive result !
Thank you
I like how the oil dipstick is zip tied to a charge air boot clamp. Just 12v things.
Yep big power 12v needs a few more vents on them
“Oh and he runs around at 95 lbs of boost on the street. Anyway over here…”
Say WHAT 😂
the zip tie on the oil dip stick is telling of the boost he's running.
I love how this pickup still has the factory heat exchanger even at 1000hp and with a set of compounds. Goes to show everyone who says to remove them no matter what don’t really know what they are talking about
there poop you could get water in your transmission then your transmission is a piece of dog shit
My favorite thing is the green zip tie holding the dipstick in , to bad it’s not red
nice to see how you guys do a compound setup with a 62mm high pressure turbo, im looking to compound my HX super 9 here soon and it looks like the S476sxe is the winner for the atmospheric turbo
I'll bet this truck would have made even more power with a Super 9, they are incredible chargers!
@@pddofficial without a doubt, I love mine! Can't belive how much air they move
Can't wait to see the same test with a stage 2 head!
For the stage 2 test, what do you think about us neutering Will's Junker Drag Truck with a stock head, then going back with a Stage 2?
@@pddofficial perfect! It would really show how much the stage 2 head helped flowing air and lighting those huge chargers! Always been a good test truck
That is one slick engine bay.
It is a really nice truck
It’d be interesting to see what a head swap would do for a stock truck
That may be happening soon
@@pddofficial hopefully a vp truck🙏
Was wondering the same thing
@@pddofficial i volunteer my 98 as tribute.
#metoo
😂😂😂. Will’s reaction was priceless! I was along his line of thinking, but I guessed 940ish hp, for ~ +46 hp, and 2,050ish tq for ~ 112 lb ft gain.
I am beyond impressed, but y’all never fail to deliver. If I remember the final numbers correctly, that was a +71 hp gain and ~ +200 lb ft gain- at elevation!
I wish we could’ve seen the owner’s reaction and impression after the first drive!
If possible, can you post some EGT numbers from before and after? It would be awesome to see the truck doing the simulated hill climb on the dyno for sustained power and EGT numbers!
The truck is back home in Arizona, but the before peak EGT recall after a dyno run was 1800 ish and the after ported head peak EGT recall after a dyno run was 1600 ish or roughly 200*F EGT reduction, which is also an insane reliability gain! We would have guessed 50 to 100 degree EGT reduction, so 200 was mind blowing.
@@pddofficial
That’s incredible! A 200 degree reduction @ 965 hp max effort is mind blowing.
The entire setup on this truck blows my mind.
I remember the 2nd gen 1 ton y’all used as a test mule a few years back being approximately 400 hp, if I remember correctly, and it was noted that the cooling capacity and frontal area is a bit of a disadvantage when compared to the 3rd gen trucks; so to see these numbers - on the dyno at that, is crazy.
Thank you for the post!
That’s a beautiful truck 🙌🏻🙌🏻👊🏻💪🏻
It's so beautiful, original owner and he is very keeps his stuff nice!
Incredible well Done .
Thank You Scott
Laughing, need more money. Great content, great guys on the phone, great attitudes, great products! Need more money. Oh, I said that already?
Just need mileage and about 650 hp. 06 big horn, a little at a time. Are the 24 valves bad?
Good stuff gentlemen!!
Hold on to that 2006, solid platform and very desirable ECM for easy tuning and making power if you ever decide to go crazy in the future.
Awsome, I want one of those
They are great heads here is the link for them powerdrivendiesel.com/product/cummins-ported-6bt-5-9l-12-valve-cylinder-head/
9:17 That's something I thought I only did haha.
dang I wanna see it in action 🎬
Mike has been known to take this truck to the drag strip from time to time!
Would have really liked to see if the valve springs or a big reason for the difference, but even then just swapping out that head and valve springs and getting that much power is nuts. Love comparison videos
Valve springs and push rods is more of a supporting mod like head studs. It doesn't necessarily add power, but it makes the build more reliable. I
Thank you for the comment Getting our Engine dyno soon so that may be the content that we need
Man I'd love to have your compound setup on my 3rd then it would be perfect!
I have a 361/476 compound set up on my 3rd gen and love it. Doing it correctly is pricey but 100% worth it.
@@hallasnackbar1865 id love to have one but I've spent so much building my truck the last couple of years doing built transmission 12mm cp3 and injectors built engine 2nd gen swap etc. My wife would shit a brick spending that kind of money on another turbo setup lol but thats the last thing I need and my build will be 100 percent done. Right now I'm probably around 800hp or so but have super high egts and pretty smokey down low with the single.
We offer a HE351 476 SXE for that set up powerdrivendiesel.com/product/add-472sx-e-kit-2003-2007-5-9-dodge/
@@pddofficial one day when I get my funds built back up i will definitely be getting one! I've always loved the setup of yours since they came out compared to everyone else's.
Be cool to see a walk around on that truck
Impressive
Rod bending torque !!
It's right there where rod bending is a real possibility. We'd bet if timing were bumped up to 30* or so, it would bend the rods for sure! Bigger lazier turbos would definitely add power and reduce the peak torque a little and make it less prone to bending rods...
8hp/lbs per min is very interesting. what injectors and delivery valves and timing? has pump been tweaked? like optimizing injection event with the quickest zone of cam lobe ramp?
The injectors are a stage 4 DDP injector 025 dv and a 215 Ppump that was worked over by Seth
That’s incredible gains. So heads and better sealing valve springs. I’d be curious to know how much those intake valves moved from manifold pressure.
Don't know maybe we need to try some clear valve covers and a go pro
Will carefully checked over the old head looking for signs of soot/exhaust build-up on the intake valves and they were surprisingly clean meaning... minimal valve float at low lift during overlap or nearly adequate seat pressure. However, the factory locks/retainers were beat/pulled part way through and on the road to failure so likely had some valve float. Luckily this truck never sees 4k rpm or it would have probably dropped a valve with the original 60# valve spring and OEM lock/retainer setup.
Yall should do an ecodiesel build. I have one for it 🇺🇸🤙
My tow rig/bad weather daily driver is my 2011 6.7. Deleted, tuned. Other than bigger tires and fender flares, looks stock. I’ve been looking for a single cab long bed 4wd 24v 5.9 for a while to build to the moon. I’m still searching…
Those trucks are hard to find!
What’s going on the with the smoke under the hood is that an exhaust leak, reason I ask is I have a bit of what looks like white smoke coming from that area on my 97 never much smoke and can only tell when I park it at night and some will exit the hood and go in front of the headlights
Over 2000 lb-ft. of torque?! That is ungodly. That’s semi truck torque! I’ve always wondered what kind of difference a ported head would make! Were EGTs different?
Also, I’m tempted to suggest this same type of test with camshafts on a 400-500HP engine (Stock vs Hamilton tow/street profile vs Hamilton Aggressive Street), but boy is that going to be a lot of work.
Great video!!
Yes the egt where 200° less still 1600° vs 1800° with the stock head
Please please test camshafts on a 600 hp truck. It would be great to see how much power is gained with a 188/220 compared to stock, as well as how much the hp/tq curve shifts to the right, how much useable rpm is gained from a cam swap
There's almost no data on the internet on back-to-back cam swaps on a Cummins.
You're right it's not my grandfather had an 86 suburban with a Holley carb and long tubes 🤣
I drove something similar years ago. It was a riot!
I have a 1996 3500 (171k) that is bone stock and blew a head gasket on me pulling a trailer through Wyoming. I'd like to do some stuff with the head off. I know I want to install an afc live for sure, but what would you guys recommend for a mild ish truck that will be pulling 36ft goosenecks loaded with hay and equipment? What can I get away with just building on the head? Not looking for a race truck, just a reliable tow rig.
I have a 97 3500 2wd dually as nice as that one. I only need another 700hp to keep up!
Right on
Grandpa had his Ram truck. The city slicker had his McLaren F1. Grandpa turned the boost to high.
Cool video I'd be curious if you all did one with the Hamilton stage one headed against your stage one head
As fun as it is to test competing products, it's difficult to show a credible comparison without appearing biased or creating a storm of hate when fans from both sides of the comparison contest the results. We try to play nice in the diesel performance community. Maybe if we get the engine dyno fired up where it has more control over test conditions and less variability from run to run we could do a cylinder head shootout on a test motor, Richard Holdener style!
@@pddofficial I understand that and I get it there's so many variables it would be cool to have a engine dyno with a mild built 12 valve and do a stock head your head and a Hamilton head on the dyno and then do a built 12 valve with with the same heads and results I know that's a lot of work but that would be awesome no one does that to show exact comparisons
I feel like if I did call PDD for anything, Todd would be the person answering the phone.
is this head fire ring?
that's great power out put
It can be. But on this truck the block was o-ringed already.
Looked like just a stock head gasket was put back on, no fire rings or O-rings? And what timing was it running 24⁰?
Block was o-ringed. Timing was at 24
What injector size?
@@pddofficial That is some big torque for no fire rings on a 12Valve. Must be those 625s doing their thing.
you could be cleetuses brother!
This is a very similar set up to what I am putting together. Do you guys have turbine specs for both turbos?
68mm turbine with 0.70ar T3 gated housing on the 362SXE and 87mm turbine with 1.25AR T4 housing on the 476SXE
How much to get a duramax v6 built?
Do you guys sell engine blocks as well for daily use? I'm trying to find a 12v engine to swap into my Ford but maybe it would be easier to buy a whole engine setup by y'all?
yes we build motors but for a swap you will definitely want a donor truck for all the small stuf and hardware.
Would have like to have seen an under hood shot of the dyno after the head swap. Seems to me that the bottom end should have been addressed, smoking like a banshee from blow by and the dip stick is zip tied so it doesn't shoot out. Maybe it smoked less? Just observing. Thanks for the video.
Don't be fooled by the concentrated crankcase vapor coming from 1 single vent. If this truck had 3 or 4 vents like most "race trucks" do at this power level, it would not look so severe and the pressure would be low enough the dipstick would stay put. Furthermore, torque is directly proportional to average cylinder pressure. Making 2,100 ft lbs is BIG POWER and will create sufficient cylinder pressure to make significant "banshee" crankcase pressure, especially with an OEM style cast piston with OEM style ring pack. There are small compromises that happen to get longevity from cast pistons/steel ring lands at this power level including increased ring gap. Forged pistons are usually destroyed after 15k miles on a Cummins with ring lands beat out of them till they torch or no longer seal. However, 1000 HP is still fairly reliable with cast pistons and the "banshee blow by" can be ventilated better with the dual valve cover breathers to disperse the concentration of crankcase gases, but will not decrease blow by obviously. This customer prefers the clean looks of OEM valve covers and didn't want the dual valve cover breather option, so he deals with a zip tied dip stick and "banshee" smoke from the single tappet cover breather. If we filmed Will's Junker Drag truck making monster 1500 HP pulls with the same piston and ring setup, video recorded "blow by" would look less severe because he has 4 total crankcase vents. However, if we measured total blow by, the Junker would have more volume than this white truck due to the higher cylinder pressure and higher RPM window. One final thought, the OEM block usually fails around 2400 ft lbs to the tire, imagine much bore distortion is possible at 2,100 ft lbs like shown in this video, even a forged piston and high $$$ gapless ring pack would have trouble controlling combustion gasses on a power-distorted bore.
@@pddofficial Thank you for the in depth response, and education lesson.
How do you do a ported head without cutting it and do a runner intake
Most of the flow improvement is done in the bowl of the head not in the runners
When are we going to see Wills new 12valve built on the dyno ?
As soon as he get some turbos on it
Is this just a stock 215 pump? If not what’s all done to the pump? I have a 215 pump laying around at the house waiting to go on my 24v I’m curious if I should throw some gov springs, afc mods and delivery valves or if I should send it in to you guys to have it built up some more.
it is a maxed and balanced pump with 025 dv and 4k gov springs
Could we get a full build list of this truck? That would be awesome to know the recipe on how to get these numbers
for the engine we did Mahle cast performance wide bowl pistons, with std h rod and main bearings, stock rods, welded crank gear to crank. 14mm main engine girdle. 188/220 cam, bronze thrust plate, PDD cam retainer, billet timing cover, 1.45 tappets, stage 2 power driven diesel pushrods, street conical valve springs, power driven diesel stage 1 ported head with a firing head gasket, ARP 625 head studs, billet freeze plugs. fueling- DDP stage 4 injectors. PDD 025 delivery valves, maxed and balance 215 injection pump flowing 650cc, 4k gov springs, 200 gph air dog lift pump. air- top turbo sxe362/68/7.0, bottom turbo sxe 476/87/1.20, mishimoto inter-cooler. PDD 1000hp trans.
@@pddofficial that's awesome! What did it have for gearing for the axles?
Does anybody know what happened to the in-depth 350hp kit install video?
We are making some tweaks to make it better. It will be back up soon.
@@pddofficial Ok thank you for replying because that was a good video and if I get that kit/stuff it is nice to have a reference video to look at.
Do you have a full build list for this truck? I have a 1996 12v with 85k miles and am very curious what a setup like this will run me.
For a list you would be best to call the shop but ball park price would be around 30k
Anyone else see the dipstick zip tied in? Blows out from blowby?
Yes, it's quite common when you start making big power on these Cummins engine setups to see a tremendous increase in crankcase pressure and the dipstick will pop out a couple inches and make a small oil vapor spray mess. Simple fix is a zip tie. The other option is to add more crank case ventilation to reduce pressure.
I wondered what it would cost if I did the work to go to 600 hp on a first GEN. It has a VE pump on it now so I would have to go to a P pump.
I would guess around 10k if it's a manual.
Almost 100 psi boost 😳
Yep all the boost
so cool!
Personally though… I don't know if the power gain is worth the work 🤷♂️
The truck is fast as snot already. Doesn't need anymore. lol
Can you explain,tell us what was done to the bottom end🇺🇸
I has a balanced crankshaft, ARP main studs, reconditioned OEM rods with upgraded L19 rod bolts, Mahle H bearings, Mahle Power Pak pistons that come standard with a harder top ring and coated skirts, the bores have increased piston to wall clearance and increased ring gap.
Any idea if egt drop. Very interesting video
Dropped by 100 degree
What is this guy running for timing? I'm building an almost identical setup with DDP Stage 4 injectors and was told 23-28* of timing. Was hoping to be able to start the pig without starting fluid lol
24*
An aftermarket exhaust manifold would probably net some gain and loss in boost/drive. Hey, I’m wondering what turbine wheel is in that S362, (65, 68 or 71mm). ??
I had a 62/68 and loved the happy medium. Also had a 63/68 + S478/87 compound setup. Sold the truck in hard times.
This truck had an old stainless BD manifold. I don't think they make them anymore. Turbine on the 362 is the 68mm wheel in a .70 ar housing.
@@pddofficial Thanks for the reply! I thought I saw a non-stock manifold when they showed the old head coming off, but the owner said “stock manifold” in the video at the end. He must have meant stock intake manifold, eh?
Yes, it has a stock intake manifold, and the exhaust manifold is definitely a BD manifold.
@@pddofficial Yeah, sorry that’s what I meant is it clearly was not the stock exh manifold in video but I got confused when he said “stock manifold”. I’m old school and forgot about the newer 12 valve intake manifold options.
Late to the game on this, but would be interested to see what's behind the transmission, drive shaft, gears, if any that can hold all that power or if it's all stock.
We build these transmissions in-house, this is one of our Weekend Warrior 1000HP rated transmissions: powerdrivendiesel.com/product/power-driven-streetstrip-1000hp/.
Holding power for a quick blip on the dyno is fairly easy, it's holding the power while shifting and propelling a heavy truck down the street that separates the transmission part installers from the true performance transmission builders!
In this model of truck, it starts life as an OEM 47re 4x4 transmission. It gets outfitted with a billet 300m input, intermediate, and output shafts. Line pressure is nearly double with the in-house built high pressure valve body. Clutch counts are increased from 4 frictions in direct/third to 6. Overdrive increased from 5 to 6 frictions. Several small billet parts, servos, strut, anchor, lever etc are added to handle the increased line pressure and reduce cross leaks or shift binding. Numerous lubrication mods are added for reliability in both overdrive, 3rd/Direct Pack, OD support, sprag lube, and 2nd gear band lube.
The OEM 5 pinion steel front planet and overdrive planet are strong enough to handle this power level if they are in good shape, but the thrust load from monster torque quickly destroys the thrust washers (wear item) so we machine the planetaries, sunshell, and ring gears to accept torrington roller bearings. We also weld the ring gear as the OEM spot welds occasionally crack and fail at this power level.
The OEM flexplate usually fails around the 500 whp mark so an SFI rated billet flexpate is installed along with a billet cover triple disk converter in lieu of the factory stamped steel single disk converter that commonly slips/fails around the 700 ft lbs mark or mid 350 HP on a 12v Cummins application.
We top off our transmission builds with a deep pan for added cooling and extra fluid capacity; the cast pan also acts as a main case gusset to reduce flex from the monster torque/abuse.
Finally we supply Power Torque ATF which has a higher coefficient of friction to give the wet clutches and bands just a little more bite than standard ATF+4. The whole package has to work together to reliably hold 2000+ ft lbs, and survive the brutal abuse of propelling a heavy truck and shifting without torque management(power reduction) that is commonly used in modern drivetrain design and engineering reliability.
@@pddofficial do appreciate the feedback and as always the amount of detail you all put into every video! Currently I have the 400HP kit looking to go into my '96 with the NV4500 behind it, pretty stock but looking at the options of maybe in the future going back to Auto, so again, love the full explanation.
My concerns lie in the U-joints, driveshaft itself, or the rear end (my case being a Dana 70 3.55 if memory serves correct) as this vehicle is going to be my designated towing rig. Not asking for full details on those (and maybe would be a good video suggestion for the future) but curious to see if anything in the final drive line/rear gets beefed that isn't drag strip only.
Also I apologize if I missed any of that in other videos, try to follow best I can.
Thank you for the wonderful content, parts, and the response!
This truck has a factory Dana 80, as far as we recall. Oem driveshaft with stock 1410 series Spicer ujoints so far have been reliable. We've put 1800 HP through a 4x4 with a Dana 70 rearend and as long as it wasn't shock loaded and bouncing tire burnouts, it held for a while although the axles started to shear at the diff side gears so the OEM 32 spline axles had to be upgraded with a 35 spline setup. On Will's 95' Junker Drag truck back when it had between 700 and 1000 HP, it started life as a 2wd Dana 70 and he twisted the output shaft slip yoke on the factory driveline, then a couple stock 32 spline Dana 70 axles where broken, and finally sheared off the 29 spline pinion shaft. The Junker was switched to a totally stock Dana 80 and has not had another problem.
@@darth51071 If you're looking to sell your NV I'm wanting to change out my auto and would be interested in it
Do your high hp trucks get hot? I Have about 350Hp on one of my Ppump trucks, stock, (w gov and valve springs, fuel plate and head studs, mishimoto rad and int). Less than 1k mi since new HG n studs, but it still gets Hot while towing about 15k lb up big hills w the a/c on. 3.55 rear-end. How do I keep this thing cool?
Hot coolant temps or egt?
@@pddofficial coolant temp* I keep the EGTs below 1300 with throttle application, but on the long hills coolant still get hot, towing heavy. Not loosing any coolant though.
Hello. I am very interesting, what camshaft is in this truck ?
It is a 178/208
Would love to know turbo specs. exhaust housing sizes?
The small turbo is a SXE 362 62x68 12cm and the larger turbo is a 476SXE 76x87 1.25 exhaust housing
@@pddofficial thank you
Hey guys how you doing what type of a flexplate for my 2002 Dodge with a Cummins in it 24-valve do you recommend when I can get out of here on the East Coast or West Coast is Pioneer what do you think about this please respond
How much power?
fuck I spent every penny I had buying my dream truck (from family after my grandpa passed) and I can't even get an afc live haha fuck I dream my truck would look half as good as that truck and make half the power that makes. beautiful truck man and great job guys that's impressive numbers
Thank you Mykol
Do y’all do TDI’s ?
We have a couple guys who have played with them but we don't do much with them... as of yet
Does the build have a stock cam? Or upgraded?
I believe we put in a 178/208 can in that when we built it
@@pddofficial cool was just curious if a 188/220 would net a little more hp? I installed that one with your replacement head I could afford the stage one so I cleaned the bowls up and mild porting. Just wasn’t sure what to expect with the bigger cam.
What size injectors?
They are a Stage 4 DDP
I have a 97 12 valve original owner it's got 50 hp injectors adjustable fuel plate all the way open steed speed exhaust banks duel intake 4k governor springs 4 inch exhaust cold intake what would you estimate the hp to be
We've seen setups like yours make as little as 240 HP and as much as 425 HP depending on who setup/tuned the fuel plate/AFC travel, timing, and turbo wastegate setting, overall health of the engine, fuel filter maintenance, etc.
@@pddofficial thanks for the comeback after I retired I bought a bigger 5th wheel and did the upgrades for more power and it worked enough I got a light foot so the mileage is still there the unit has 375000 miles and serviced by myself every 4000 miles thanks again
Oh man that looks like my grandpa's 1500hp work truck!
How would this turbo set up compare to a built he351 with a s475/96/1.15
it would spool quicker with the 351 but fall around the 700hp with the 475
@@pddofficial ahh okay, I’m only looking to push 700 but was curious cause who doesn’t love more power would a s476 be better I was gonna run a s480 but was going for quickest spool up possible at around 650hp. What timing would you recommend I ran 18 then 20 degrees with my single turbo set up 63/71/14 now thinking keeping it at 20 or 22 degreas
It’s not Cummings, it’s Cummins!!
What radiator is in the truck.
Stock radiator
No fire rings?
That is all done on Oring's and 625 ARP
Do you know what size injector this truck has? I don't think it was mentioned.
This is my truck. Has Dynamite Diesel Stage 4 injectors.
@@michaelhudson8453 do you know the specs on the 362? I'm building a set of 362 476 compounds for my 12v and was curious how close the specs are. I caught Todd saying that the 476 had a 87 turbine
Do you know what size a stage 4 is 5x? Just curious
it is 362 62x68 .70 and the 476sxe is a 76x87 1.25
They are kind like a 5x18 but DDP is doing a really cool 10 hole injector that act like a small injector until you get after it
Those rods must be holding on for dear life. Is there any concern about oiling? How does that massive torque number affect rod bearing wear?
Bearing wear is great considering. The bearings on the cummins are so wide they can really carry a large load.
@@pddofficial every time I crack one open I'm always impressed with how over built they are for stock applications. They really are a fantastic engine. Thanks for the reply!
2nd gens with low miles are so expensive now 30k now.
They are crazy money for sure!
Will a better flowing head improve fuel efficiency?
Yes
Excellent! Thanks for the reply!
How much did it cost for those gains that's the real question?
Around $2500 for the head here is a link for them powerdrivendiesel.com/product/cummins-ported-6bt-5-9l-12-valve-cylinder-head/
I’ve got a stock 95 Cummins with 359k if y’all need another tester!
What a great video. Thanks for the information and the phone number
Glad it was helpful!
Will this fit in my Honda?
We've seen a Prius with a Cummins, so yeah, you could chop up a Honda enough to fit a Cummins!
@@pddofficial Have you really seen a Cummins in a Prius? Even if it was just a 4BT, that would be hilarious!!!
Here's a 4bt swapped Prius: ua-cam.com/video/WDjxUWtgXvQ/v-deo.html
How much has this build cost😳
$26,000-$32,000 depending on where you are starting.
Well dang, who needs Scania V8 anymore... LOL.
Don't kid yourself, these hotrod Cummins trucks don't have nearly enough cooling capacity (radiator) to keep up with a dedicated Class 8 engine/truck platform. But it would be interesting to drop a 12v Cummins into a big tractor trailer and see how long it would last at say even 600 HP with 80k gross. We'd guess the fire deck would break clean off the block within 1000 HRs of abuse from thermal shock from the high power density.... only one way to find out!