In stock form, these motors produce up to 640 ft-pounds of torque and 350 horsepower. Starting in 2003, the Fourth Generation featured Cummins' new Common Rail Injection System, making these motors more capable and complicated. The Fourth Generation 24 valve 5.9 L Cummins motor is a fantastic option for enthusiasts looking to produce the most power from their Cummins swap. Even so, these motors merit consideration for those looking to complete a Cummins conversion.
The extra weight is sometimes a factor for enthusiasts making decisions about a swap. Furthermore, it caused a weight increase from 975 pounds to 1,150 pounds in the Third Generation 24 valve 5.9 L Cummins. This selection of pump meant that the Third Generation motor could produce up to 245 horsepower and 505 ft-pounds of torque stock with tuners, in highly modified applications, reaching 800 horsepower. Nevertheless, the Bosch VP44 injection pump included with these motors was still less efficient than the P7100 pump found on the updated Second Generation motors. The new electronic fuel management made the updated second-gen motor more capable than the First Generation with the Bosch VE pump. But, it also increased the complexity of a Cummins swap. It supplied better-tuning capabilities and improved fuel economy. Halfway through 1998, Cummins gave the Third Generation 5.9 L an electronically controlled injection pump following tighter emissions rules. These motors are also often priced affordably for swap applications. With 160 hp stock and 440 ft-pounds of torque, the Second Generation motor is easily tuned to 600-800 horsepower, which is enough torque for most applications. For that reason, the Gen II is often thought to be the best value of all the 6BT motors. Consequently, the 6BT retained its reputation for simplicity and reliability.Īt the same time, the addition of an upgraded fuel pump made performance upgrades on the Second Generation engine easier. However, like the original 12-valve, the Second Generation 5.9 L Cummins featured mechanical fueling and timing. This engine showcased a Bosch P7100 pump, which supported a more powerful output without giving up the drivability mentioned regarding the First Generation of this engine. In 1994, an updated Cummins 6BT entered the market. Also, these motors are reasonably priced, which also makes them an attractive alternative.
At the same time, for those inexperienced with a Cummins swap, the First-Generation motor still is a solid choice. Therefore, the First Generation 5.9 L Cummins 12 valve specs might not be the best choice for anyone making performance modifications to produce considerable power. Because it does not have refined fuel and timing controls, this engine sacrifices drivability as output increases. However, this motor's best advantage, its simplicity, is also its biggest flaw. Although this engine can be sluggish in stock form, it's important to remember that the 5.9 L Cummins produces over 600 horsepower when modified correctly. Swapping this first-generation motor is reasonably straightforward because the swap requires only one fuel and electrical hookup for the mechanical timing and the Bosch VE injection pump. However, with 400 ft-pounds of torque and 160hp, the motor was well-suited for the first RAM. The engine was originally sold with a mechanical Bosch VE injection pump. This version of the Cummins diesel was reliable but underpowered compared to today's standards.
Dodge chose to build the RAM around the Cummins 6BT in order to meet the expectations of their most demanding customers. The 5.9 L Cummins motor was first used in Dodge RAM trucks starting in that same year. In 1989, Dodge outsourced the manufacture of their heavy-duty truck motors to Cummins, and the 6BT was the result of the collaboration between the two companies.
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