FACTORY FRESH

SINGLE S400

Though the truck was still equipped with the factory Holset when he bought it and sported an S364 for a time, Keith’s higher horsepower endeavors kicked into high gear with the addition of an S400 frame turbocharger. Sourced from Engineered Diesel, its billet compressor wheel and corresponding compressor housing has grown from 66mm to 71mm to 75mm over the years. The 75/87/.90 charger blows boost through a Spearco intercooler and bolts to a T4 exhaust manifold from BD Diesel. Improving upon what the 181/210 camshaft did to help spool up, Keith added a BD Diesel turbine diverter valve, which makes the truck surprisingly responsive at low engine speeds.

BIG FUEL

Much like his choice in turbochargers, the fuel system on Keith’s 5.9L has undergone many changes over the years. The engine has seen 90hp injectors, 120hp injectors, a combination of 200hp units and an 85-percent over CP3, and sports 70-lpm, 400hp injectors from Industrial Injection at the present time. Thanks to an ATS Diesel twin CP3 system, an Industrial 85-percent over pump sits in the factory location while a stock 6.7L pump gets belt-driven up top. The CP3 combination has no problem maintaining 26,000 psi worth of rail pressure for the big injectors to use. A 260-gph Titanium series fuel system from FASS keeps 17 to 18 psi of pressure on tap for the CP3’S at all times.

 For a truck that lays down 1,058-rwhp you were probably expecting a fully-built engine with lots of bling, but the 5.9L common-rail under the hood of Keith Burwinkel’s ’07 Dodge has hardly been touched. Sure he upgraded valve springs, pushrods, added ARP head studs and even threw in a cam, but the head has never been off the block. The 63,000-mile Cummins has been coping with 700-rwhp or more for the past eight years, and four-digit horsepower figures since 2017. The Engineered Diesel turbo aboard Keith’s 5.9L Cummins started life as a 66mm Borgwarner S400, was later transformed into an S471, and eventually grew into the current 75mm version during the course of chasing horsepower. Throughout the changes to the compressor side, the charger’s 87mm turbine wheel and .90 A/R exhaust housing have gone unchanged. The billet-wheeled S475 bolts to a T4 exhaust manifold from BD Diesel.