- ABS Brakes
- Air Conditioning
- AM/FM Radio
- Cargo Area Tiedowns
- CD Player
- Driver Airbag
- Front Air Dam
- Front Split Bench Seat
- Full Size Spare Tire
- Interval Wipers
- Locking Pickup Truck Tailgate
- Passenger Airbag
- Pickup Truck Cargo Box Light
- Power Adjustable Exterior Mirror
- Power Door Locks
- Power Windows
- Second Row Folding Seat
- Steel Wheels
- Steering Wheel Mounted Controls
- Tilt Steering
- Tilt Steering Column
- Towing Preparation Package
- Trip Computer
1. Simple Design
Meet the 12-valve version of the 5.9L Cummins, produced from ’89-'98. A cast-iron block and head, forged-steel crankshaft and connecting rods, an inline-six design and mechanically controlled direct injection all play into the hands of a power plant built for maximum reliability and longevity. A stroke of 4.72 inches (accompanied by a 4.02-inch bore) yields 359 cubic inches, incredible low-rpm torque and remarkable fuel efficiency .Along with it being in an inline engine’s nature to produce gobs of torque, they’re also easier to work on than the V8 competition. You can pull the turbo in minutes and a novice mechanic can replace the water pump in well under an hour. The one drawback is that with very few performance modifications, the 12-valve is known to wreak havoc on transmissions and axles. So while added power comes easy, the rest of the powertrain often requires reinforcement in order to cope with what the 5.9L can dish out.
The forged-steel connecting rods found in the 12-valve 5.9L (and ’98.5-’02 24-valve engines) are of an I-beam design and capable of easily handling 800 rwhp in stock form. For drag race and sled pull applications, a host of aftermarket companies offer polished, shot-peened and balanced versions of the factory rod, which can be made to withstand 1,200 rwhp (give or take) before bending.
Even though the factory rods can handle north of 800 rwhp, the stock rod bolts are on borrowed time past this point as they can back out with age and increased engine speeds. Luckily, ARP manufactures heavy-duty rod bolts for the ’89-’02 5.9L, which offer approximately 23 percent more tensile strength than the factory units (PN 247-6303).
With six 12-mm diameter head bolts per cylinder, the 5.9L Cummins is rarely ever at risk of blowing a head gasket, even with serious boost and cylinder pressure in the equation. In fact, the stock head bolts can stand up to as much as 100 psi of boost before stretching! For this reason, a lot of 5.9L gurus simply re-torque the factory hardware (vs. adding head studs) before pushing big boost.
While the 12-valve was produced from ’89-’98, most folks seek out the ’94-’98 version. These engines were equipped with the mechanical Bosch P7100 injection pump (also known as “P-pump” or inline pump), which features six plunger and barrel assemblies, a cam and delivery valves. When the camshaft rotates (the cam is in charge of the firing order), its lobes move the six plungers up and down in their respective barrels (thereby creating injection pressure).
Being a mechanically-injected engine, you’re not beholden to electronically interfacing with the ECM when you make fueling changes on the 12-valve Cummins. This means you can add horsepower with a few simple hand tools and your own two hands. The free mods begin with the AFC (air fuel control) housing shown below, which sits at the rear (top) of the aforementioned P7100 injection pump.
While not everything is interchangeable between the ’89-’93 5.9L and the ’94-’98 versions, a host of parts can be swapped over. Among the list of interchangeable hard parts includes the camshafts, connecting rods, the turbos are similar and a P7100 injection pump can be added to the ’89-’93 engines (in place of the fuel-limited rotary VE pump) with the right components and know-how. Adding a P7100 to the first generation 12-valve engine effectively takes the truck’s horsepower capability from 350 rwhp to 600 rwhp. For those kinds of gains it’s definitely worth the hassle of hunting down all the conversion parts you need.
Unlike today’s electronically controlled, common-rail diesel injectors that can run upwards of $3,000 per set, performance injectors for a 12-valve typically range from $450 to $1,000 (give or take). One common injector comes from the 370-hp version of the 12-valve used in marine applications. Made by Bosch, the marine 370 injectors feature a 5-hole nozzle with 0.012-inch diameter orifices (known as 5x12’s in Cummins-speak), can add up to 100 hp and retail in the $450 to $500 range.
The Holset HX35 found on ’94-’98 12-valve engines is one of the toughest factory turbochargers we’ve ever come across. Even though it was designed to see 20 psi of boost in the 5.9L Cummins’ application, it doesn’t seem to be out of its efficiency range at double the boost. While making 35 to 40 psi (courtesy of a disabled wastegate), the HX35 not only yields more power, but lower exhaust gas temperature (EGT) as well. And with a larger (14cm) or modified (ported) factory 12cm exhaust housing, exhaust flow increases, drive pressure drops and the HX35 can support 450 rwhp — not bad considering these engines start out with 160 to 215 hp at the crank, depending on the model.
10. High-Flow Heads
Despite all the progress that’s been made with the 24-valve head design over the years (a 24-valve head has been used on the Cummins line since ’98.5), competitive sled pullers and drag racers seeking the most horsepower possible almost always revert back to the 12-valve cylinder head. In fact, it’s not uncommon to find a 12-valve head sitting atop a 6.7L Cummins’ block in the upper echelon of diesel motorsports. With the intake shelf milled off, the intake and exhaust ports opened up and multi-angle valve jobs with huge valves added, the 12-valve unit can’t be topped in the flow department. But while a worked over factory 12-valve head can flow extremely well, due to the way they were cast, there is only so much material you can remove before you compromise the structural integrity of the head (they often crack after limited use).
With maxed out 12-mm, 13-mm, even 14-mm P-pumps, 5x18, 5x25 or larger injectors, and today’s highly advanced aftermarket turbochargers, the sky is the limit on what a 12-valve can do in a competition environment. This ’93 Dodge W250, owned by Cole and Cory Dow, is one of the best examples of everything a 12-valve is capable of. The truck was a competitive sled puller, ran 9s in the quarter-mile (yes, 9s!) and even did a little street driving — to the tune of more than 18 mpg.
OUR ADDRESS IS 13387 ELK RUN ROAD BEALETON VA 22712
Vehicle Inquiry for 2008 Ford F-350 SD
**To qualify for special price, customer must pay cash, arrange own finance. * While every reasonable effort is made to ensure the accuracy of this information, we are not responsible for any errors or omissions contained on these pages. Please verify any information in question with Northern VA Motors Before purchasing this vehicle, it is your responsibility to address any and all differences between information on this website and the actual vehicle specifications and/or any warranties offered prior to the sale of this vehicle. Vehicle data on this website is compiled from publicly available sources and believed by the publisher to be reliable. Vehicle date is subject to change without notice. The publisher assumes no responsibility for errors and/or omission's on this data and makes no representations express or implied to any actual or prospective purchaser of the vehicle as to the condition of the vehicle, vehicle specifications, ownership, vehicle history, equipment/accessories, price or warranties.
Terms of Sale Overview: This vehicle is subject to prior sale. The pricing, equipment, specifications, and photos are subject to change without notice.In the event a vehicle is listed at an incorrect price due to typographical, photographic, technical error, or other error, our dealership shall have the right to refuse or cancel any orders placed for the vehicle listed at the incorrect price. All prices and payments exclude sales tax, vehicle tag,title and registration fees, or processing fee. Please see our sales department with any questions. These set prices are based on a one time payment in full with your own bank check, cashier check, credit card or cash. Deposits and/or down payments for our cars to hold for more than 24 hours is non-refundable. There's a one time processing fee of $295.00 plus tags, tax, title. Some fees and conditions may apply for dealer arranged financing. In case of human error please confirm pricing and equipment with us when we speak. Due to us being a high volume dealer, mistake can be easily made. Customer is responsible to confirm price and equipment. We try our best to provide as much accurate information as possible.