12V Cummins Uprate Kit

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Calling all 12-valver's! Has anyone installed the Cummins 230 hp/605 ft-lb uprate kit on their engine? I e-mailed Cummins but have had no reply as of yet. If anyone has first-hand knowledge of this kit,
I would really be interested in their comments regarding cost, installation, is it worth the cost, etc.

I think this forum is terrific. I read it every day. In face, my wife thinks I'm addicted (maybe I am!).

Thanks,

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Dave Wist
Waterford, Pa.

1996 Dodge 2500 SC, SLT, Cummins 12V, 4X4, Horton Fan Clutch, Jacobs/Ram Exhaust Brake, MagHytec Differenial Cover, Combo Gauge, K&N Filter, Muffler Eliminator, no turbo silencer ring



[This message has been edited by radixr (edited 12-14-1999). ]

 

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radixr,

I have gone through the same process that your are researching at this time.

I requested some information about the Cummins 12v uprate kit from members and got some email responses that stated that they were satisfied with the Cummins 12v uprate kit, but would probably take the TST route if the decision was made again. He stated that there was no smoking and the power seemed to be as advertised with max EGT less than 1000 degrees.

My decision was to take the TST route and will probably do the same for the 96' truck within the next year.

I have been very satisfied with the TST 230/605 kit and believe that it is the most cost effective and provides the same fuctionality as the other options. The power increase is tremendous and impressive.

Let me know if you have any other questions.

Later,
Tim

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94' 2500 4x4, std cab, 12v, 5spd, gauges, TST 230/605, 110k mi.
96' 2500 4x4, ext cab, 12v, 5spd, Cummins Exhaust brake, 50k mi, 8-10K horse trailer (wifes).
Phx, AZ

 

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Tim- You about have me convinced to make the TST upgrade to my 12 valve. I do have one question, what happens to the fuel mileage when you are not pulling ( driving like the littlr old lady from Passadena)?

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1995 2500 Auto 4X4 Ext Cab, Sun Coast torque converter, Trans Go shift kit,Jacobs E brake,BD Auto Lok,Prime Lok fuel filter relocate, Boost/EGT and transmission fluid temp gauges, and Mag-Hytec transmission pan/rear end covers

 

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Dave, I did the tst 230/605 kit last saturday. It took me about 45 minutes, I did away with all the smoke except a little black puff when I hammer on it. The performance gain is staggering,,,from the original '95 160 hp. This thing rips!!!!
I have seen 36" of boost/1200 degrees ext temp in 4th gear lockup. Now I need to do some work to my transmission before I totally ruin it, the high stall converter sucks. Think I'll do the lockup switch saturday. .
Good Luck... TST will give you just what they claim!!! Happy Dieseling!!!!

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'95 ext cab slt, auto, 4:10, 265 stones, K&N, isspro pyro & boost gauges in full pillar mt,turbo silencer ring in top of tool box, tst #6 in pump, AWESOME!!! BOMBs away !!

 

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FB, This is a question that has been asked fequently. The fuel economy does not suffer at all. Many members report improved milage when towing #ad


Maybe this spring I`ll get the TST Kit #ad


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1994 Dodge Ram SLT Cummins 5 speed 4x4,3. 54 gears, Scotty Air System,PIAA Platnum Super Whites,Optima red top batteries, manual trans filter,Turbo&Exhaust blanket,Magnaguard rear diff cover,Edelbrock IAS shocks,muffler removed,Borgeson steering shaft,Trailmaster steering stabilizers,Rancho upper & lower links,Polyurethane sway bar bushings,Skyjacker 2" leveling springs(front),Fabritech Stage II Traction Bars,Denman Coyote A/P LT305/85R16(36" Tall) tires on Stock Dodge Chrome 16x6. 5 wheels,Bushwacker Street Flares,Back-off saftey brake light,Bugflector II bug shield, Royal Purple ,Amsoil& Red line lubes throughout.

1970 Plymouth Cuda (under construction)
1968 Hurst HEMI® Dart , Nah its just a screen name ;-)

 

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Thanks Tim,JD! It looks like TST is the way to go. Do they have a website? How did you get your kits?

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Dave Wist
Waterford, Pa.

1996 Dodge 2500 SC, SLT, Cummins 12V, 4X4, Horton Fan Clutch, Jacobs/Ram Exhaust Brake, MagHytec Differenial Cover, Combo Gauge, K&N Filter, Brite-Box, Muffler Eliminator, no turbo silencer ring

 

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Dave,,,,got mine from www.dieselpage.com
ordered on a monday, recieved it on wednesday
Quick service and Great prices...

------------------John in NY
'95 ext cab slt, auto, 4:10, 265 stones, K&N, isspro pyro & boost gauges in full pillar mt,turbo silencer ring in top of tool box, tst #6 in pump, AWESOME!!! BOMBs away !!




[This message has been edited by JD (edited 12-14-1999). ]

 

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Added a TST 230/605 kit to my 95 auto about a year ago and love it. The difference is night and day. Install is easy and directions are flawless. If you have an auto plan on atleast a shift kit and TC lockup switch to go with it. A new low-stall torque converter is even better but pricey. If you have a manual don't sweat a thing. The upgrades to the auto will have to be made regardless of which uprate kit you go with. My personal fuel mileage went from 21 empty to about 18. Loaded it went from 10 to 14. The increase while towing came from the ability to run in OD at all times. I drive it around town like a top-fueler so "your mileage may vary".

Chris

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Chris
95 CC SLT Cummins auto
TST 230hp kit, TC lockup switch, TransGo.
Isspro EGT, trans/rearend temp, boost gauges
A-Pillar Mounted
Scotty Air System

 

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I can't say enough good things about the 230 HP TST kit, here's your link... DDG
http://www.tstproducts.com/power_kits.html



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Locomotive Engineer/Red Ram Driver! 97,2500,Auto,3:54,2WD,Re-sale Red,Loaded w/Leather, Diamond Tread running boards & box, Bumper guards,"Bull Ring" tie-downs, Front bumper guards, Clearance lights,TST 230 HP kit, K&N, Combo exhaust temp & boost gauge, Eng. & Trans. temp gauges. 3 Pos. Lock up switch.

 

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Dave,
I looked into the cummins kit about a year ago. If I remember correctly it is a "rebuilt" pump, injectors,waste gate actuator,and emblems. It keeps the Cummins 100,000 mi wor. but you pay extra for it. I wish I could find the info I have, if I find it I'll pass it on. Think it was about $2500, decided on the TST 280hp (#11) and very happy and have money for other toys!
Bob

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'97 CC 5spd 4. 10 5spd

 

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I added the TST 230/605 kit about 20,000 miles ago and am very pleased with it. A friend of mine went the Banks 250 HP route and after driving mine said he wished he had gone with TST instead of spending so much money. We both have the 12 valve. As far as the transmission goes, TST says the stock transmission will handle the 230/605 kit with no problems if you drive sensibly. That means when towing heavy loads, keep the rpms over 2000 to keep the pressures up in the transmission. I have had no problems with mine and if or when it starts to slip I will rebuild with the upgrades. As it always says in the TDR "If it ain't broke, don't fix it. " My mileage is about the same solo and slightly better towing. Power difference is almost unbelieveable. The first time I drove it after the TST upgrade I almost had a tear in my eye it felt so good!

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Ron

'96 Club Cab 2500 4x4, Automatic,TST 230/605, Cummins Chrome, Mag-Hytec rear and trans covers, Boost, Pyro and trans temp gauges. Optima Red Top batteries All black. 5th wheel hitch and camper tie downs. Tow 13k HitchHiker fiver and also use 9. 5' Lance Camper (not at the same time of course)

 

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I second, third, fourth, fifth,... everyone elses comments on the TST 230/605 power upgrade kit.

My truck runs exactly the same as it did before within the original power capabilities. Milage while unloaded without putting my foot into it is exactly the same. While pulling a load, my milage has seemed to increase slightly by pulling in a higher gear.

As said before, the power increase is unbelievable! My Dad went for a ride before we installed the kit and he went for a ride after we installed the kit. We could not believe the difference. My Dad stated "You weren't using the engine before!".

The install only took about an hour. I would be glad to help anyone install the kit if you are near Phoenix.

I have adjusted the AFC to eliminate any additional smoke from stock. Just to have something else to do, I may install the new AFC spring from TST to see how it effects the setup.

Since I have two trucks sitting in the driveway, I have the opportunity to compare the 94' and 96' trucks everyday. I noticed that at lower RPMs with normal pedal pressure, the 96' truck seems to gooo better than my 94'. I have come to the conclusion that this is due to the injectors. If I had the money available, I would install a new set of injectors and see what the effect is. I am just providing this observation because of my unique situation. I still love the way the TST has improved my 94'!

Later,
Tim

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94' 2500 4x4, std cab, 12v, 5spd, gauges, TST 230/605, 110k mi.
96' 2500 4x4, ext cab, 12v, 5spd, Cummins Exhaust brake, 50k mi, 8-10K horse trailer (wifes).
Phx, AZ

 

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FourBarR

So are you saying that the 96 even without any kit at all seems to have better lower end? I am trying to choose between the 230/605 TST and injectors. Looking for the best mild upgrade and willing to spend a little more for injectors if they are a noticable improvement in low end, compared to the TST. My truck is also a 96, 4. 10, 5spd. Also what is involved in "retiming"? Is this always necessary with new injectors?
Or does the cam plate pretty much improve power everywhere?
I have alot to learn still... #ad


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Eric and Peggy Andersen
1996 2500 4x4 4. 10lsd 5spd, running boards, slidein liner, side tool box, modified rear drop bumper w/ custom receiver, 10 cd changer. Front Prozap on order, new 285/75 16 and new rims soon!

 

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ZEEEW,

I also have a 96, 5 speed with 3:54, 4WD, extended cab, long bed, unknown bigger injectors. I have the 4" cat back system & then removed the cat. You can't believe the difference between stock & the 605 kit. Night & day. I can't believe injectors alone give anywhere near that much improvement.

My experience is that low end stays the same. Only when you get past a certain throttle position & RPM does it come alive. Literally makes the front end of the truck light & get ready to shift, fast. The rear gets squirly & off you go like a shot.

Towing was never better! My vote would be to go straight to the TST PK11 Kit. For our versions of the Cummins, htis is 280hp & 685 lb-ft. The 230/605 is the PK12 Kit.

I'm removing the 230/605 in favor of the PK11. Both are $299. No doubt the PK11 runs the EGT higher & clutch to or past the limit. Yee-ha.

 

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You can excange up-down for 60 days if you buy from TST. I have the 280 kit and no problems,but its only been a week sence install. First tank of fuel down 1-2 mpg, most of that was HRF (heavy right foot)
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'97 CC 5spd 4. 10 5spd


[This message has been edited by Bob V (edited 12-15-1999). ]

 

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I have dyno tested the TST Power Kits in otherwise stock Rams. They have consistently delivered the full rating at the rear wheels. A fellow reported to me that he dyno'ed the Cummins 230 hp uprate at only 172 hp at the rear wheels. Wow--almost 60 hp less than the TST uprate, for $2700 more.

In the good old days the 12 valve Rams delivered close to the rated power at the rear wheels. For example a 160 hp gave 150, a 180 gave 175-178, and the 215 gave 207 or so. Then came the 24 valve and Cummins pulled a fast one and changed the yardstick. They claimed more power, sold the automatic trans version of the engine as 215, but it gave about 150 at the wheels, and the stick version gave about 171 against the adverstised rating of 235. Looks like they are using the same rubber ruler for the 230 hp uprate. So, get a 230 kit for the 180 hp and go from 178 hp down to 172 hp--huuuh, lose 6 hp at the rear wheels for $3000.

Get the TST Kit and get your money's worth. And, if you call TST you can ask questions of a real Cummins engineer (Mark Chapple), retired after 33 years with Cummins. He spent 12 years in turbo development, has patents on pistons (I heard that Cummins ripped him off and never paid him for these inventions), and he ran the Cummins big engine (for semi's) uprate program for some years.

 

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I have a 96 215hp (2023) 5 speed. At about 35k I installed a TST 230 torque plate (one of the first I guess. While the g-tech put the power to wheels at around 235, the engine was still dead at under 1700 rpm. I could adjust the smoke up just fine (timing was OK) but no real lowend grunt!

Well at around 93K the pump died. I liked the extra power, so I installed a 230 Cummins uprate kit (cpl 1553). The kit has a NEW pump, recon injectors and a new waste gate actuator.

Suddenly I had a NEW truck. Torque comes on at 1250 rpm (18-20 psi boost). It also dies after 2300 rpm. Very little smoke and lots of low end torque. Torque at the wheels (g-tech) goes from 620 at 1400 to 650 at 1750 to 620 at 2000. Max hp at the wheels is 250. Suddenly the 3-4 hole in the 5 speed is virtually gone!

With the tst cam I got low end smoke, but not much else. With the 230 uprate a low end torque monster without the smoke.

I contacted Cummins to find out what was the difference. It turns out that they use a hotter plunger lift cam in the 230 pump (fuel injected in fewer crank degrees). This promotes better low end torque without the smoke. The stock 215 plunger lift profile is too mild to be optimal for good low end torque. The secret appears to be in the pump itself, but not in an easily replaced part.

I have 30K on the uprate, and it is the best $2800 I have spent on the truck so far.

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1996 RAM 2500 4x4 5speed Cummins 230 uprate (cpl 1553) Jacobs Ram Brake 125k