Author Topic: 5.9 cummins swap, 75 ramcharger  (Read 287 times)

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Offline Signguy97

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5.9 cummins swap, 75 ramcharger
« on: November 25, 2020, 06:07:19 pm »
Just getting everything ready to swap in this 5.9 I pulled from a 92 done truck and I'm new to these motors. Just wondering if this era of motor has the killer down pin problem that I've heard about? And should be trying to fix, I installed a high performance fuel pin and governor spring before pulling the motor, are there other reasonably priced power upgrades worth doing? Also I see that the engine has a return fuel line, can I just plumb that back to the vent on the tank of the ramcharger?

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    Offline u2slow

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    Re: 5.9 cummins swap, 75 ramcharger
    « Reply #1 on: November 25, 2020, 07:42:33 pm »
    Every 6BT has that dowel pin. Some say 2ndgens are more likely to dislodge, but the design is no different.

    Turn up the power screw. 4" exhaust. A cheap used WH1C or HX35W is great upgrade for a manual trans truck. After that, pyro and injectors.
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    Offline Elwenil

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    Re: 5.9 cummins swap, 75 ramcharger
    « Reply #2 on: November 25, 2020, 07:46:07 pm »
    It's stupid simple to add a bulkhead fitting to the top of the tank for a return line.  The vent needs to be just that, a vent.  Remember it sucks air in, not just vents gases out of the tank.  Otherwise it's like sucking air through a straw with no opening.
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    Offline RXT

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    Re: 5.9 cummins swap, 75 ramcharger
    « Reply #3 on: November 25, 2020, 10:34:50 pm »
    Just getting everything ready to swap in this 5.9 I pulled from a 92 done truck and I'm new to these motors. Just wondering if this era of motor has the killer down pin problem that I've heard about?


    Yes, it has the killer dowel pin. It's a really easy fix, and highly recommended.

    Quote
    I installed a high performance fuel pin and governor spring before pulling the motor, are there other reasonably priced power upgrades worth doing?


    Reasonably priced is subjective. Performance upgrades can be separated into "Free" "Inexpensive" or "Cheap" and "Pricey".
    As a 92, it is considered a first gen Cummins. As such, it's performance potential is limited to about 400HP as is, -but more is possible.

    A fuel pin and gov spring are among the cheap upgrades. You can also add in the M&H dynamic timing device
    http://www.mandhinc.net/DPD-3-D.html

    A free upgrade if you don't get the dynamic timing device is push the pump to the head. This advances the timing which makes a decent improvement.

    Another free upgrade is the star wheel adjustment;
    https://www.youtube.com/watch?v=3SEHy-I3BxA

    Now, performance upgrades that will cost you money;

    Turbo. The factory turbo is designed to support factory hp settings. When you start pushing those settings, the turbo can't really keep up. You have two options. One is to upgrade what you have;
    https://www.gillettdiesel.com/shop/Holset-H1-Upgrade-Compressor-Housing--and--Wheel-60mm-CH-05
    The other option is to replace the turbo with something that can support more HP. Popular among them is the HX35 which was available on newer generations of Cummins. I prefer the HE351CW. Then there are twins if you need more. Don't forget the exhaust system

    Injectors. Factory injectors are designed to support factory hp ratings. When you want to add more power, you need to increase air and fuel. A turbo upgrade takes care of the additional air requirements, but after pump mods, the next level of performance is fuel delivery, and thats injectors. The cheapest and most popular injectors are called PODs (Prince of darkness)
    https://www.industrialinjection.com/product/new-bosch-5-9l-1st-gen-injectors-pod-50hp/
    They will provide a good bump up in power but they can also run a bit dirty. Besides PODs many other injector types are named after the number of holes and size of hole. For example, I run a set of 5X12 in my Cummins. 5 refers to the number of holes, 12 refers to hole size in thousands of an inch. You do not want to run the biggest set you can find. Our injector pumps cannot feed really big injectors and therefore the fuel will not correctly atomize due to low pressure from very large holes.

    Injector pump; Our engines use a VE injector pump. The simplest way to explain it's function is to compare it to a distributor on a gas engine. Instead of distributing an electrical spark to each cylinder, in succession, the VE delivers fuel to each cylinder, in succession. Like a distributor, it can advance and retard it's timing based on rpm. However it is very limited as to how much total fuel can be flowed thru the unit. One way to increase fuel was to go with whats called a 14mm injector pump head. This replaced the factory 12MM head and rotor with a much larger unit. Two companies offered this head. Scheid and Rocken Tech. However neither has proven to be reliable and are intended for off road use only or competition use only. In recent years Hungry Diesel has offered what they call the "Hot Rod" VE. This pump is designed to support up to 600 HP and doesn't have the same problem associated with the 14mm head. For all out power and performance, you're looking at a P-pump swap. This is definitely not a cheap swap and will require a complete swap out of the timing gears and case. In fact, you'd be ahead of the game by selling off your 1st gen VE engine, for a second gen P-pump engine.

    Supporting mods. When you start pumping up the power of a Cummins, torque is really going to increase. These engines didn't produce much HP, about 160HP to be exact, but that engine also makes 400ft-lbs of torque, or slightly less than a 440. Typically for every HP you can add, you will increase torque by twice. For example, 300HP will be at about 600ft-lbs of torque. 400HP will net you about 800ft-lbs of torque. Thats a huge amount of twist that can even break Dana 60s. So you will need some supporting mods.
    Among them is; torque converters. Whatever HP you are building for, keep in mind you will need a TC thats going to support that much power. Consider a billet TC. For really big power, consider a billet input shaft.

    It's been said a thousand times before, but you'll need bigger axles to support the weight and torque that a Cummins will dish out.

    I've probably missed a few points but this should get you started

    Ed




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    Offline Signguy97

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    Re: 5.9 cummins swap, 75 ramcharger
    « Reply #4 on: November 26, 2020, 05:03:34 am »
    Once again, amazing amount of advise! Thank you, I'll look into all these options, not looking for 600 horse, the fuel pin may have given me what I need already, the 360 that was in this truck was so tired , it was probably only cranking out 200 horse and it was ok.

    Offline Mad Max

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    Re: 5.9 cummins swap, 75 ramcharger
    « Reply #5 on: November 26, 2020, 08:39:12 am »
    check out my stickies at the top of this diesel section - lot of early '1st Gen' engine info that'll likely help with your plans.  Bottom line, yes to the KDP.  Do the 366 spring, tighten up all of the linkage, how much power are you really after, and what kind of driving will you be doing?  Hot track time, what kind of offroading? Mud, snow, rocks?

    A stock 1st Gen 6BT only made 160 hp...but with 400 lbs of torque - that's the difference.  Dialing up the VE44 will almost 1.5x the hp/torque

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