As a marine engineer I operate propulsion diesel engines in the 10,000 BHP - 45,000 BHP range.
I don't know what the endpoint for fuel delivery is on the Cummins road diesels, but for proper combustion air/oxygen delivery and scavenge air ( excess air that purges combustion gases from the cylinder prior to the intake/delivery of clean air) is as important as fuel delivery. A low functioning turbo, clogged air filter, dirty intercooler, malfunctioning EGR system or a clogged DPF will result in high EGT's and possible engine damage. The engine was designed by Cummins to deliver power as configured while meeting stringent EPA and CARB restrictions. Chrysler designed the drivetrain to deliver a certain amount of power and torque. The mistake most people make when they uprate an engine is that they fail to uprate the drivetrain as well. Most of the engine and transmission failure stories I've heard are from people that have increased the power of the engine without strengthening the transmission or improving the intake system along with increased fuel delivery.
I'm really happy with the power of my new Ram, I wish the fuel economy was better, but I'm not willing at this time to delete the pollution controls to improve fuel economy and performance. I have no objection to anyone that feels the need to delete the EGR and DPF, however they should be aware that there is a possibility of engine and drivetrain failures that could occur due to performance increases that are often accompanied with delete modifications.
The thing about water injection systems is that they work well in dry climates, but not so well in humid climates. The charge air should be slightly less than saturated after it passes through the intercooler to provide the densest air charge and most expansion of combustion gases. Any charge air that precipitate free water during the turbo / intercooling part of intake can severely damage an engine. On ships we regulate the charge air temp to keep it just below saturation and drain any free water from the intake system that may be present, on most road diesels the ability to regulate air intake temp and control excess moisture in intake air is limited if present at all. With the advent of high performance turbos and intercoolers this will become more important, as far as I know this aspect of the combustion cycle has not been addressed by the aftermarket community. To put it into perspective, on the ship I work on, on a 90 deg day and 90 % rel humidity at 30 psi boost our intake air is saturated at about 120 deg, we adjust the intake air to about 125 deg and still get a small amount of free water that needs to be drained from the intake system.
I hope some of this proves helpful to anyone thinking about uprating their engine.
Attention: TDR Forum Junkies 
) It was fun It would put a smile on anyone's face with a heartbeat BUT THE BOTTOM LINE is that it cost lots of money to do what? I asked him why? he said you had fast cars,trucks so what's the difference? NONE 
Now its back to stock except for the 50hp injectors and he still gets to the place he wants to go almost as fast but without all the OTHER PROBLEMS THAT COME UP. 
