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COMMON RAIL CUMMINS 24V

COMMON RAIL CUMMINS 24V

COMMON RAIL CUMMINS 24V

Dive into the world of Common Rail Cummins Diesel power engines! Understand the nuances of 5.9 Cummins Common Rail systems, renowned for their efficiency and performance across varied applications. Grasp the intricacies of the 5.9 Common Rail Cummins mechanism, which marked a shift in diesel engine technology. Answer the question, “What is a Common Rail Cummins?” and gain insights into the changes in design and functionality over the years. We’ll also touch upon the breakthrough year when the Common Rail Cummins transitioned to a more refined engineering marvel, satisfying your query - “What year is a Common Rail Cummins introduced?”.

THE "COMMON RAIL" RPM Range 0-3200, Max Stock Torque- 610 ft/lbs @ 1,600 rpm See our Common Rail Conversion Information article for more detailed information. The 2003 – 2006 24-Valve engines are excellent engines. They are referred to as the ‘Common Rail’ engine because their injection pump pressurizes a single fuel rail that supplies the six individual electronic controlled injectors. These engines have relatively high horse power to begin with (usually starting at 305 HP) and have decent fuel economy as well. These are the engines that are known for being ‘quiet’. They do not need the Dodge PCM to run in your truck, only the engine control module that is bolted to the side of the motor. There is a bit more wiring required when using one of these engines in a conversion, but we do most of the work by modifying your truck's existing engine harness to ‘plug into’ the Common Rail. These engines require an electronic speed signal, just like the 24-Valves. Many of these engines have a Security Key Immobilizer Module (SKIM). This module prevents the engine from starting in a theft condition, and it can cause issues when installing the engine in a different truck. There are many options available to deal with this problem. The 2003 – early 2004 common rails that were in front of an automatic transmission are best suited for conversions, due to their cable operated Throttle Position Sensor (TPS). This type of sensor has two important advantages; it easily accommodates the use of a cable operated cruise control servo, and gas engine type accelerator pedals, which can be easily bolted into the diesel equipped trucks. We also offer pedal bracket kits for 2003-2010 Ford Super Duty trucks with adjustable or fixed pedals. 2003 – Early 2004 (305 HP) Manual Trans Equipped Engines – These engines use a different cable operated TPS. They can be modified to accept a cruise control cable, but it takes a bit of work. The Ford accelerator pedal also works fine with the manual TPS cable. 2003 and early 2004 Automatic Transmission Equipped Throttle Position Sensor (TPS) Most 2004 ½ (325 HP) and 2005 – Newer Engines – These engines use a fly-by-wire accelerator pedal. They also use an in tank transfer / lift pump. There are many options to consider when using one of these engines, give us a call or email and we can help you. You can use the engine the way it is, but the SKIM and cruise control pose unique challenges. If you stay with the original electrical system, you will have to install the Dodge gas pedal in your truck. Whatever you do, you will need a lift pump of some kind. Use the early common rail lift pump / filter, use your Ford pump(s) and a bypass regulator, or buy an aftermarket performance lift pump system that is designed for the '05-'06 Cummins. 2006 5.9 – Newer 6.7 Common Rail – In stock form this engine is not what we would call ‘conversion friendly’. It has the same problems the 2005 and 2006 engines have regarding cruise control and security issues. Other issues are EGR concerns and differences in the intake plenum and turbocharger. It is possible to use the engine as is if you have the VIN number of the Dodge truck the engine was originally in and the SKIM and TIPM modules. It is also necessary to use the Dodge accelerator pedal. If you are considering a 6.7, contact us for more options and information.

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