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Cummins Turbo Upgrades

Dodge/Cummins Upgraded Turbochargers

We several options in Borg Warner-based, upgraded turbochargers for the popular Dodge/Cummins truck applications.  These units are listed below by part number, along with descriptions, and fitment information for the different ‘generations’ of these vehicles.  While we do not manufacture ‘complete installation kits’, we can provide many of the fitment items listed below.  However, in the interest of simplicity, we have restricted our website offerings to basic turbocharger assemblies only.

Part number 174430:

The above is a factory-manufactured S300G model, designed and manufactured to replace all intercooled Dodge/Cummins applications, with a minimum of modifications.  The dimensional and aerodynamic information can be downloaded from our website.


The compressor configuration requires zero modifications for 1992-2002 trucks, which are equipped with a v-band compressor discharge. For 2003-up applications, a close-radius elbow and corresponding v-clamp must be used. We recommend BD Power 1452226 and Cummins clamp 3069053. 


The bearing housing oil inlet port is threaded 12mm, so factory fittings will fit with no modifications, and the oil outlet flange threaded holes match the original.  No modifications are required to this area of the turbo, but it is sometimes necessary to clearance the oil drain pipe to clear the wastegate actuator linkage, which is generally very easy to do.


The turbine housings are designed to fit all Dodge/Cummins exhaust manifolds, including aftermarket designs.  The turbine discharge, however, is cast, then machined to the popular ‘HX40’ flange, which allows for ease of installation of large turbine discharge pipes, or ‘downpipes’.  Note that on most 2001-up applications, the manifold will have two studs and two ‘thru-holes’.  In these cases, it’s necessary to use a bolt/nut combination to replace the now-missing stud.  We suggest a stainless fastener combination, and this can be purchased at any hardware or home store.

On 1992-1993 applications, there is no commercially available pipe such as this available, so we recommend the proper v-clamp, Cummins 3905216, and the proper v-flange, Cummins 3923943, then fabrication to either a new pipe, or to adapt to the existing pipe. 

For 1994-2002 applications, there are several, commercially-available upgraded ‘downpipes’ that are perfect for this application.  We recommend and sell the ANSA/Silverline DS101HX40, which includes the 3905216 v-clamp, and is fabricated in 304 stainless steel.
On 2003-2007 applications, we are beginning to see commercially-available, upgraded ‘downpipes’ for this fitment.  However, at the time of this writing, we have not been able to secure a reliable supplier, and for that reason, we can offer only the 3905216 v-clamp and 3923943 v-flanges, for use in fabrication.  We also have several wholesale partners who offer machined adaptors for this flange as well, and we’ll be happy to direct you to them.


Part number DC-series units:

Unlike the above, this unit is designed and assembled by our company.  However, unlike some competitive models, it is built from 100% Genuine Borg Warner materials.  All machine work is done at the factory, to factory specifications. The dimensional and flow information for this unit can be found in the part listing on our website.  We currently offer three (3) aerodynamic packages. |

The compressor configuration requires modifications for use in 1992-2002 applications, as it is cast with the close-radius 90 degree 3.0” hose-type connection at the factory.  For that reason, on all earlier models, some modification to the factory intercooler piping will be required.  Typically, this just involves a silicone reducer, and some minor placement re-positioning of the pipe.  In some cases, especially if the original silicone connector is questionable, it may be necessary to use a 3.0x2.75” thick-walled silicone reducer, and to replace the intercooler pipe with a fabricated item. 

The bearing housing oil inlet port is threaded ¼” NPT, which differs from the original.  Adaptor fittings for this standard thread size, to the necessary Cummins-type face-seal connection, are included with the turbocharger.  The oil outlet flange threaded holes are threaded 3/8, and the simplest solution is just to change the bolts securing the oil drain pipe.  As with the 174430, it is sometimes necessary to clearance the oil drain pipe for fitment, and to enlarge the oil drain pipe bolt holes in the flange.
The turbine housing is identical in fitment to that of the 174430, so see above for specific requirements of each ‘generation’


Part number DC-CR-series units:

As with the unit above, this unit is designed and assembled by our company, and is built from 100% Genuine Borg Warner materials, and, as above, all machine work is done at the factory, to factory specifications. As with this unit, the dimensional and flow information can be found in the part listing on our website.  The compressor map can be found on Page 18 of the AirWerks catalog, which can be downloaded from our website.

This unit fitment is exactly the same as the DC-series units; refer to the notes above

WITH THE FOLLOWING EXCEPTIONS:

The DC-CR-Series was developed specifically for the 2003-2007.5 ‘Common Rail’ ISB-E series, which differ in several ways from previous models.

Compressor covers are supplied, as above with the DC-series, with 90 degree, 3.0” hose-outlet connections, which are physically larger than the O.E. 2-7/8” connections.  In most cases, it’s possible to re-use the thin-wall silicone hose connector, and to use non-petroleum soap to lubricate the hose for a tight fit over the new compressor discharge.  This is actually a benefit, as the stock items do sometimes come loose under high boost.  If this is not preferred or possible, then a 3.0x2.75” thick-walled silicone reducer may be used. 

If an aftermarket intercooler and piping kit (such as Banks or BD), is in place, the pipes are generally already 3.0”, and you can simply use a 3.0x3.0” thick-walled silicone coupler.

The compressor inlet connection is identical in diameter to the stock housing, but we have noticed that with some aftermarket airbox kits, some trimming of the air inlet coupler is necessary.   This is quite easy in most cases, and requires very little time or effort. However, it varies from brand-to-brand, so it’s best to test-fit first before any modifications.

The turbine discharge flange has been machined for the ‘stock’ 4.40” half-Marmon flange used on the HE351CE turbochargers, which means that the ‘stock’ cast elbow, cast exhaust brake, or formed aftermarket downpipe designed for this flange will connect with no issue.  However, in some cases, it’s necessary to modify the exhaust downpipe for proper firewall clearance.  We strongly suggest an aftermarket 4.0” downpipe for these applications, but if the stock  or exhaust brake is used, it will likely be necessary to remove approximately 1.5” of total length from the downpipe, which is best done at the first junction, as the exhaust begins to go ‘horizontal’ again under the truck.

Special notes for ‘K-series’ DC and DC-CR units:

Part number K29-3775DC7180DC:

This unit is all-new, and, as with all of our Dodge/Cummins upgrades, utilizes 100% Genuine Borg Warner components.  These units are machined at the factory, to factory specifications, and then assembled at our facility. All dimensional and flow information can be found in the part listing on our website. 


The compressor configuration requires zero modifications for 1992-2002 trucks, which are equipped with a v-band compressor discharge. For 2003-up applications, a close-radius elbow and corresponding v-clamp must be used. We recommend BD Power 1452226 and Cummins clamp 3069053. 


The bearing housing oil inlet fitting is equipped with a male, 16mm metric ‘stand-pipe’, which is adapted using the fitting provided with the turbo. The oil outlet flange threaded holes are identical to the original unit, and no medications are required, with the exception, as above, of modifying the oil drain pipe for clearance, if required.


The turbine housing is exactly the same as all of the above ‘DC-series’ units.  See the above notes for specific fitment information.

Part number K29-3775DC7180DC-CR:

This unit differs from the above only in that the turbine housing has been machined for the ‘Common-Rail’ 4.40” half-Marmon flange.  See above notes for specific fitment information.


SPECIAL NOTES

As with any modification to existing product, we strongly urge any installer to review the above, then make an effort to qualify your capabilities PRIOR to purchasing or arranging the installation of any of the above.  None are designed to be ‘Bolt-on’ conversions, and all require some level of skill in order to install.  However, we liken the requirements to those needed to bring the host engine to the power level of the turbocharger chosen. 

We must stress that ABSOLUTELY NONE OF THESE UNITS ARE ‘BOLT-ON/ZERO MODIFICATION’ fit.  Each Dodge model has it’s own little variances and these notes should be used to assist the buyer in deciding how much of these modifications are within their ability.

We have installed and tested literally all of these units in our workshop.  All of the above information was collected during test-fitment, as well as from other trusted wholesale partners.  However, we haven’t seen every vehicle ever produced, and some vehicles can differ due to aftermarket modifications (frame or body lift kits, intercooler and intake manifold changes, exhaust system variations, etc.), and for that reason, please note that this is a GUIDE ONLY, and the information is based solely on experience.