S300 Single Turbo for 24V Cummins 1998.5–2002 | 2nd Gen Dodge Ram
The Diesel Power Source® S300 single turbo for 1998.5–2002 Dodge Ram 2500 and 3500 trucks with the 5.9L 24-valve Cummins engine is a direct bolt-on performance upgrade that replaces the factory HX35 or HY35 turbocharger. Choose from 10 stage configurations spanning 420 to 775 HP, with journal bearing and dual ceramic ball bearing options at every size. Every DPS S300 turbo includes a 360° thrust bearing, forged machined compressor wheel, high-flow dual valve wastegate, and a new intercooler hose.
The 24V Cummins uses the Bosch VP44 rotary injection pump, which is electronically controlled but does not require ECM tuning or a programmer to work with an aftermarket turbo. The VP44 manages fuel delivery based on sensor inputs, and the engine responds directly to the improved airflow from the DPS turbo. This makes the 24V one of the easiest Cummins platforms for a turbo upgrade.
4" Downpipe Required. All 1998.5–2002 24V trucks require a 4" HX40/S300 style exhaust downpipe when running an aftermarket turbo.
Stage Selection Guide
| Stage | Turbo | Compressor | Turbine | Max HP | Best For |
|---|---|---|---|---|---|
| 1.5 | S362/68/.70 | 62mm | 68mm / .70 A/R | 450 HP | Towing, daily driving, stock-to-moderate fueling |
| 2.5 | S362/68/.70 BB | 62mm | 68mm / .70 A/R | 420 HP | Same as 1.5 with faster spool (ball bearing) |
| 3 | S363/68/.70 | 63mm | 68mm / .70 A/R | 500 HP | Moderate builds, towing with increased fueling |
| 3.5 | S363/68/.70 BB | 63mm | 68mm / .70 A/R | 500 HP | Same as 3 with faster spool (ball bearing) |
| 4 | S363/73/.80 | 63mm | 73mm / .80 A/R | 530 HP | Higher HP builds, larger turbine for top-end flow |
| 4.5 | S363/73/.80 BB | 63mm | 73mm / .80 A/R | 530 HP | Same as 4 with faster spool (ball bearing) |
| 7 | S366/73/.80 | 66mm | 73mm / .80 A/R | 650 HP | Performance builds, higher fueling, competition |
| 7.5 | S366/73/.80 BB | 66mm | 73mm / .80 A/R | 650 HP | Same as 7 with faster spool (ball bearing) |
| 9 | S369/73/.80 | 69mm | 73mm / .80 A/R | 775 HP | High HP builds, sled pulling, drag racing |
| 9.5 | S369/73/.80 BB | 69mm | 73mm / .80 A/R | 775 HP | Same as 9 with faster spool (ball bearing) |
BB = Dual Ceramic Ball Bearing. Ball bearing stages spool 150–200 RPM faster than the journal bearing equivalent. Recommended for towing applications and compound turbo setups.
Which Stage Should I Choose?
Towing and daily driving (stock to 500 HP): Stages 1.5 through 3.5 with the 62mm or 63mm compressor and 68mm turbine. These spool quickly and dramatically outflow the factory HX35/HY35 turbo. The S362 is the most popular towing choice, offering spool behavior close to stock with significantly lower EGTs and stronger pulling power.
Performance builds (500–650 HP): Stages 4 through 7.5 with the 73mm turbine wheel. The S366 approaches double the airflow of a stock turbo while maintaining very reasonable spool on a modified 24V. These stages pair well with upgraded VP44 pumps, larger injectors, and performance tuning.
High HP and competition (650–775 HP): Stages 9 and 9.5 use the S369 (69mm) for maximum single turbo airflow. Primarily for sled pulling, drag racing, or fully built fuel systems.
Not sure? Contact the DPS tech team with your current modifications, power goals, and how you use your truck.
VP44 and Fueling Considerations
The 24V Cummins uses the Bosch VP44 rotary injection pump, which is the most common failure point on this platform. When upgrading to a DPS S300 turbo, the VP44 does not need to be tuned or modified to work with the turbo. However, for builds targeting more than 400 HP, a higher-flow VP44 (such as a Stage 2 or Hot Rod VP44) and larger injectors are recommended to take full advantage of the increased airflow capacity.
The turbo upgrade alone will lower EGTs, improve throttle response, and add HP at stock fueling levels. Increasing fueling to match the turbo's airflow capacity is what unlocks the full power potential of each stage.
Turbonator® VGT Upgrade
Every DPS S300 turbo for the 24V Cummins can be upgraded with the Diesel Power Source® Turbonator® VGT exhaust housing. The Turbonator® is completely self-contained and adds variable geometry performance to the 24V platform, which never had VGT technology from the factory.
- VGT Without Exhaust Brake (+$950): 3-stage mechanical actuator. Improves spool by 200–300 RPM.
- VGT With Exhaust Brake (+$1,850): Electronic actuator with exhaust brake. Same spool improvements plus exhaust braking capability on a platform that never had it.
What's Included
- DPS S300 Turbocharger (stage selected at checkout)
- DPS 6-pad 360° thrust bearing (50% more thrust capacity than standard)
- Forged machined compressor wheel (FMW)
- High-flow dual valve wastegate (flows 2x standard S300 wastegate)
- Adjustable wastegate (turn of a nut)
- New intercooler hose
- Installation hardware
Not included (sold separately): 4" exhaust downpipe (required), exhaust manifold, gaskets, oil lines.
Key Features
- Direct Bolt-On — Fits factory T3 manifold location. Replaces HX35 or HY35.
- No ECM Tuning Required for Turbo — VP44 responds directly to improved airflow
- 360° Thrust Bearing — DPS 6-pad design, 50% more thrust capacity
- Forged Machined Compressor Wheel — Stronger than cast, improved airflow
- High-Flow Dual Valve Wastegate — 2x flow of standard S300 wastegates
- 10 Stage Options — 420 to 775 HP, journal and ball bearing at every size
- Turbonator® VGT Available — Add variable geometry and exhaust braking to 24V
- Compound Compatible — Can be primary turbo in DPS compound system
- Outperforms Competitors — Outflows comparable HTB2, Phat Shaft, Super B, and Aurora turbos
Installation Notes for 24V
- 4" exhaust downpipe required (sold separately). All 1998.5–2002 trucks need this when running an aftermarket turbo.
- Automatic transmissions: Some 2nd gen trucks with the 47RE automatic may require relocation of the trans oil cooler on the side of the engine block. DPS sells a trans cooler relocation kit for $149.
- Oil drain: 24V engines have two oil drain ports (unlike 12V engines which have one).
Start Single, Go Compound Later
Many 24V owners start with a single S300 turbo and later add a second turbo using the DPS Add-a-Turbo Kit or upgrade to the full Complete 24V Compound Kit. If you plan to go compound, let DPS know when ordering so the wastegate can be configured with a spring gate.
Head Studs and Fire Rings
On 1998.5–2002 24V Cummins engines, head studs are recommended for boost pressures over 48 PSI. Fire rings are recommended for boost pressures over 55 PSI.
Fitment
This S300 turbo fits 1998.5, 1999, 2000, 2001, and 2002 Dodge Ram 2500 and 3500 trucks with the 5.9L 24-valve Cummins engine. Direct replacement for factory HX35 and HY35 turbochargers.
Have a different Cummins platform?
- S300 Turbo for 12V Cummins 1989–1998
- S300 Turbo for 5.9 Cummins 2003–2007 (3rd Gen)
- S300 Turbo for 6.7 Cummins 2007.5–2018
Related 24V Cummins Products
- S362/68/.70- 450 Max HP- Stg 1.5
- S362/68/.70- 420 Max HP Ball Bearing- Stg 2.5
- S363/68/.70- 500 Max HP- Stg 3
- S363/68/.70- 500 Max HP-Ball Bearing- Stg 3.5
- S363/73/.80- 530 Max HP- Stg 4
- S363/73/.80- 530 Max HP-Ball Bearing- Stg 4.5
- S366/73/.80- 650 Max HP- Stg 7
- S366/73/.80- 650 Max HP-Ball Bearing- Stg 7.5
- S369/73/.80- 775 Max HP- Stg 9
- S369/73/.80- 775 Max HP-Ball Bearing- Stg 9.5
Frequently Asked Questions
The S362 and S366 are the most commonly chosen sizes for the 24V 5.9 Cummins depending on use case. The S362 is ideal for owners who primarily tow and want the best possible low-RPM spool and drivability — it pairs well with the VP44 injection pump's fueling characteristics and delivers strong performance up to 475 HP. The S366 is better suited to owners who want meaningful power gains alongside towing capability and are planning fueling modifications - it supports up to 650 HP and handles heavy tow loads with significant EGT margin. The S363 is a solid middle ground for owners who want more than the S362 offers without fully committing to the S366's size.
Yes. Every DPS S300 turbo for the 24V Cummins fits the factory T3 manifold location and replaces the HX35 or HY35 turbocharger. A 4" exhaust downpipe is required on all 1998.5–2002 trucks (sold separately). No ECM tuning or programmer is needed for the turbo upgrade itself.
Yes. The Diesel Power Source® S300 turbo for the 24V Cummins is designed to use the factory T3 manifold flange pattern and OEM oil line connections. The turbo bolts directly to the stock or upgraded manifold without requiring any custom fabrication or adapter plates. If the stock manifold is in good condition, it can be reused. However, upgrading to a ported performance manifold at the same time is recommended — the stock 24V manifold is a known restriction and prone to cracking, and replacing it while the turbo is out eliminates a future job and improves the turbo's performance from day one.
Not necessarily. The turbo upgrade alone will lower EGTs, improve throttle response, and add HP at stock fueling levels. However, for builds targeting more than 400 HP, a higher-flow VP44 (Stage 2 or Hot Rod) and larger injectors are recommended to match the turbo's airflow capacity. The VP44 does not need to be tuned or modified simply to work with the turbo.
For towing and daily driving, Stages 1.5 through 3.5 (S362 or S363 with 68mm turbine) offer the best balance of fast spool, EGT control, and drivability. The S362 (62mm) is the most popular towing choice, offering spool close to stock with significantly more airflow and lower EGTs. Ball bearing versions (Stages 2.5 and 3.5) spool 150–200 RPM faster.
Yes. The Turbonator® VGT upgrade adds variable geometry performance and exhaust braking to the 24V platform, which never had VGT technology from the factory. The Turbonator® electronics are completely self-contained. Select the VGT With Exhaust Brake option at checkout (+$1,850).
Some 2nd gen trucks with the 47RE automatic transmission require relocation of the trans oil cooler on the side of the engine block when installing an aftermarket turbo. Not all automatics need this. DPS sells a trans cooler relocation kit for $149. Manual transmission trucks do not require this modification.
Yes. The Turbonator® VGT exhaust housing is available as an upgrade on S300 turbos for the 24V Cummins. It improves spool by approximately 200 to 300 RPM over a standard wastegated housing and enables exhaust brake function — a significant advantage for 2nd gen owners who tow regularly, as the 24V never had factory exhaust braking. The exhaust brake option requires the appropriate controller and is available with or without it depending on whether the truck already has a compatible system. For towing-focused 2nd gen builds, the Turbonator® VGT option is one of the most meaningful drivability upgrades available.
Yes. The DPS S300 becomes the high-pressure turbo in a compound system. You can later add a second turbo using the 24V Add-a-Turbo Kit or upgrade to the Complete 24V Compound Kit. Let DPS know when ordering if you plan to go compound so the wastegate can be configured with a spring gate.
Yes. The DPS Add-a-Turbo kit works with the 5.9 Cummins and allows the existing S300 to remain as the high-pressure turbo while a large secondary low-pressure turbo is added. This is a popular upgrade path for 2nd gen owners who start with an S300 single and want to step up to compound performance later without replacing the turbo they already have. For a complete compound system from the start, the DPS compound kit for 24V Cummins includes both turbos and all components in one package.
2 Reviews
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Happy with my upgrade
I can tell you that this 24v turbo is a killer upgrade for the cost. Bonus points is that it bolts right on.
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The REAL Deal
Looks solid good quality. Great price, fast shipping!
