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5 9l Cummins Engine

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Under the hood is a potent 12-valve 5.9L Cummins turbodiesel that is said to produce an estimated 500 horsepower and 1,000 lb-ft of torque. Modifications include an ATS Fire Ring cylinder head with 12mm cylinder head studs; Bosch P7100 pump with custom grind fuel stop plate by ATS and 3,400 rpm governor spring set; 300hp ATS injectors; HY9 and HT3B two-stage compound turbos; TiAL Sport wastegate; air-operated 5-inch Pacbrake exhaust brake; and a custom 5-inch-diameter exhaust with Flowmaster muffler. The intercooler is a stock Cummins unit. Keeping the powerplant cool is a custom aluminum 19x39-inch Ron Davis Racing dual-pass radiator fitted with Lincoln Mark VIII dual cooling fans. A thermostat housing from a ’90 Cummins aims the radiator hose to the right. Other underhood mods include a Painless Performance wiring harness, high-mount K&N air filter, and an engine-driven, water-cooled, two-cylinder Bendix gear-drive air compressor from a Freightliner FL60 semi-truck that feeds a pair of 2.5-gallon air tanks. Engine power is routed through an ATS 47RE Stage 3 four-speed automatic transmission. The transmission is controlled by the Chrysler ECM and torque converter lockup is handled by an ATS CoPilot controller that is adjustable while driving. The trans is cooled via a pair of fan-cooled fin-type coolers with stainless braided lines; the fans are controlled automatically by a temperature switch, or they can be activated manually by a switch on the dash. Power is split to the axles by an NP205 transfer case with JB Conversions LoMax 3:1 ratio gearset. A custom linkage was designed so the T-case could be operated by the stock-position shift lever. High Angle Driveline-built driveshafts carry the power to the axles and the front ’shaft is a long-spline unit made from 2.5-inch-diameter, 0.095-inch-wall material and it has a 1350 CV and 1350 U-joint. The rear ’shaft is made from 3-inch-diameter, 0.120-inch-wall material and has 1410 U-joints.