Meet the 12-valve version of the 5.9L Cummins, produced from ’89-'98.
From free horsepower to a near-indestructible design, to the immense parts interchangeability that exists across all model years (including on-road, off-highway and marine applications), the following 11 reasons spell out why the 12-valve version of the 5.9L is so legendary. In addition to being the power plant of choice in the truck pulling game, the 12-valve is a regular choice in the engine swap world as well, powering countless Jeep, rat rod, muscle car and dragster projects.īut exactly why is a 20-year-old diesel - straddled with ancient injection technology - so high on everyone’s priority list? Scroll along as we pinpoint all of its strong suits. The ¾-ton and 1-ton Dodge Rams they grace can be made to produce 500 rwhp with relative ease, rack up more than 20 mpg on the highway and easily last more than a half a million miles. To thousands of diesel lovers, this 1,100-pound hunk of iron is the patriarch of the modern diesel performance era. While it began life as an agricultural engine, its popularity picked up immensely once it was put into Ram trucks starting in 1989.
I would simply judge it by observing for any counter-weights on the unwanted flywheel that came on the engine originally.11 Reasons Why the 12-Valve Cummins Is the Ultimate Diesel EngineĪ simple design with unmatched reliability, tremendous performance potential and rugged, million-mile durability sums up the appeal of the 12-valve 5.9L 6BT Cummins. The 12-valve 5.9L 6BT Cummins came out of the box with 230hp, 440 lb-ft of torque and a P7100 inline injection pump. The slave cylinder I bought has an air-assist option on it to adjust pedal pressure. Went hydraulic clutch master and slave from late model Freightliner Cascadia. Only pot type dual disc was rated to the 1250ft-lbs needed to fit within SAE #2 componentry.
Irrelevant to what you are doing, but I did not notice any external balancing efforts, and the engine seems to run smooth without vibration on the pallet at idle and full speed.
I had to use pot type due to need it all to fit within an SAE #2 clutch and flywheel housings, and the 13 speed Roadranger I mated it to has a 2" input shaft as well as you mentioned.
I converted a smaller ISL from auto flexplate to pot type dual disc, and there were no external balancing on the removed flexplate or install pot flywheel.
He can take care of your #1/2 question (same question).įor #3, is the pressure plate/trans input shaft of an 809 series 2"? Will on here has more various Cummins experience than the rest of us combined. I have not been able to find any heavy truck mechanics around here who have swapped pot-style and flat-style flywheels, so lets see what we can find here on this great site. I already knew the NTC230bc is rated at 805'# 1500rpm, and just a recap for some out there, the NHC250sc is around 685'#. update: I found a sales brochure (generator) listing the NTC290 at 840'# 1500rpm. The fuller roadranger the 290 will be mating to has a 2" input shaft. Not a lot of HP difference between the 230, 250, 270, and 290's, however, turning up fuel makes everything have a boundary somewhere and I would think an NTC has more torque than a NHC. (unrelated to my issue, but out of curiosity I wonder if the stock M809-series flywheel/clutch/pp would be able to handle a 290's output). I do know the 230 had an external harmonic balancer, as it was a taper-shaft crank, which failed at the usual spot.Ģ: Does anyone know if I will have to change the clutch linkage or bell housing to accomodate the differences between a pot flywheel type and a flat type, because the pressure plate on a pot-type sits several inches closer to the tranny? Maybe is enough adjustment in the stock setup to accomodate different TO-bearing locations?ģ: I also want to ensure I get the proper clutch/pp for the torque, the engine tag does not list torque and I cannot find online a freely-disclosed torque output for a NTC290bc. The 290's flywheel/clutch/tranny/bellhousing were not with truck when I purchased it.ġ: Are any models of the SC or BC 855ci family of a different crank balance type? I'm thinking they are all internally balanced, but we all know what sarge would say if we think. The 230 had a pot-style flywheel for dual-disk clutch, and the 290 had a flat flywheel for single-disk clutch. I'm re-motoring a former army commercial truck that had a big-cam NTC-230, by installing a NTC-290 big-cam series-1 that was in a privately-owned M818 wreck I purchased for parts for my other M809's etc.