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We specialize in Dodge Ram 2500, 3500, 4500 and 5500 trucks equipped with the Cummins 12v, 24v 5.9L and 6.7L inline 6 cylinder Diesel engines.
1st Gen Cummins 1989-1993
In 1989, Dodge Ram trucks were first released with the Cummins Diesel 12v 5.9L engine and the game was changed. The engine featured a VE injection pump which produced 160hp and 400lbft torque. They had the infamous Getrag 360 5-Speed Manual transmission, but were also available with the Torqueflite A727 3-Speed Automatic. They were no powerhouse by todays standards but were very impressive in their time and set the bar for reliability and overall value. The VE44 pumped engines were available in 1989, 1990, 1991, 1992 and 1993 in the D/W 250 and 350 trucks.
2nd Gen 12v Cummins 1994-1998
In 1994, Dodge Ram released "the new Dodge" which still had the 12v 5,9L engine but it got a facelift. They set the bar and caught the diesel truck market by surprise with a all new look and a class leading 420lbft torque. The 1994, 1995, 1996, 1997 and 1998 Dodge Ram 2500, 3500 pickup trucks now had the Bosch P7100 injection pump. This was a fully mechanical injection pump and the 5.9L engine still had the 160hp rating, but also 190hp in 1996, 1997 and 215hp in 1998 models. Through the years the P7100 12v engines have become the "Holy Grail" of diesel performance and has been used in truck and tractor sled pulling competitions, Drag Racing and dyno competitions in trucks well over 2500hp. The 94-95 trucks also got the 47RH transmission and later the 96-98 models went to the electronic 47RE. All 94-98 Dodge Ram trucks were also offered with manual transmissions and the New Venture NV4500 5 speed was available, mated to a 241 dld and dhd transfer case for highest durability.
2nd gen Cummins 24v 1998.5-2002
In 1998.5 the new 24v Cummins 5.9L engine sporting the vp44 injection pump was released and offered 235hp and 460lbft torque. This engine was continued in 1999, 2000, 2001 and 2002. In 1999, the New Venture nv5600 6 speed transmission was released and continued through 2002. The 2001 and 2002 models were offered in a high output version rated at 245hp. These engines were still very reliable but had a flaw in the early years. 1998.5-2000 models had one bad engine casting that was known to crack. These blocks had a 53 casting number and were well known as "The 53 block" which were casted in Brazil and the foundry had an issue with the molds shifting causing one side of the block to be thinner than desired and this is why they were prone to cracking. They also had a weak fuel lift pump designed by Dodge which had a high failure rate and when they did fail, caused the VP44 injection pump to starve for fuel. Unfortunately the VP44 relied on fuel flow to cool and lubricate the pump, so it would quickly fail once fuel flow stopped. Installing a Fass Fuel System is a great fix for this issue and greatly improves the reliability. Another popular fix is to do a p7100 conversion. We offer complete P7100 conversion kits to do this swap easily in your own garage using basic hand tools.
3rd gen Cummins 5.9L 2003-2007
In 2003, the Common Rail Cummins 5.9L 24v engine was released. The 2003 and 2004 engine offered 305hp and 555lbft torque. These engines used a cp3 pump which pressurizes a fuel rail and the fuel is dispersed into the engine using electronic solenoid fired injectors. These engines were the start of a new era of power with reliability and adjustability like never seen before. Then in 2004.5, the 325hp and 600lbft torque engine offered cleaner emissions by adding a 3rd injection event. That engine was available in 2004.5, 2005, 2006, and 2007. All 2003-2007 models were available with the 48RE Automatic transmissions. The 2003 and 2004 models still offered the NV5600 transmissions, but 2005, 2006 and 2007 models got the Mercedes G56 6 speed manual transmission. All were available with the 271 transfer case and also the 273 electronic transfer case.
4th Gen Cummins 24v 2007.5-2018
In 2007 mid year Ram introduced the new 6.7L Cummins turbo diesel engine. That engine offered a longer stroke and improved emissions and stayed in production in 2008, 2009, 2010, 2011, and 2012 with only minor changes although 2010 introduced a new look. In 2013, the new emission laws took effect and Ram introduced the DEF system which stands for Diesel Exhaust Fluid. This system showed to be very problematic after about 50k miles when the DPF would plug up and cleaning it out showed to be a very temporary fix. Another issue they had was the VGT turbo (Variable Geometry Turbocharger) would clog with soot from the engine being choked out from the new emissions systems. This is why 2nd gen swap kits became very popular on these trucks in short time. Getting rid of the VGT turbo has proven to be very popular.
5th Gen Cummins 24v 2019-2023
The Cummins 6.7L turbo diesel is offered in two variants; standard output 370 horsepower (850 pound-feet of torque) and high output 400 horsepower (record setting 1,000 pound-feet of torque). The high-output (HO) rating is offered exclusively in the RAM 3500 equipped with the Aisin transmission option. The standard-output (SO) at 370 horsepower and 850 pound-feet of torque when matched with the 68RFE transmission option.
In the last 30 years, Cummins has produced almost 3 million turbo diesel engines installed in RAM trucks, earning the respect of truck customers everywhere. The blocks are machined and engines are assembled just outside of Cummins’ global headquarters in Columbus, Indiana.
Featuring the Latest in Cummins Technology
Base engine improvements made to support the new higher output ratings of the next-generation 6.7L engine include a compacted graphite iron engine block that increases peak cylinder pressure capability, a new cast-iron cylinder head containing high-temperature capable exhaust valves actuated by all-new hydraulic lash adjusters in the block eliminating the need for valvetrain adjustment service intervals. The heart of the engine is a higher strength alloy crankshaft with a 10-bolt crank flange driving newly-designed forged connecting rods and new bearings which transfer power from the low-friction ring wrapped pistons.
A new larger Cummins-Holset variable-geometry turbocharger optimized with heavy duty bearings, and a new compressor-side housing is a key ingredient in the new ratings pumping 33 pounds per square inch (psi) of fresh air into the engine.
The new fuel-delivery system includes a new 29,000 psi (2,000 bar) fuel pump and fuel rail with Cummins Filtration “filter in filter” NanoNet® technology.