The Diesel Power Source® Dual Ball Bearing Turbo is engineered for fast spool-up, strong midrange torque, and dependable power on 1989-2007 Dodge Ram 5.9L Cummins trucks. Unlike factory journal bearing turbos, this unit uses a dual ceramic ball bearing center section to reduce rotational friction - delivering quicker boost response, lower EGTs, and more efficient airflow across the RPM range.
Key Features
- Dual ceramic ball bearing center section - approximately 200 RPM faster spool than journal bearing at every size
- FMW (Forged Milled Wheel) billet compressor wheel - precision machined, not cast
- Larger diameter turbine shaft than the factory Dodge/Cummins turbo - significantly more robust under sustained load
- 360-degree thrust bearing for full circumferential shaft support under all operating conditions
- Divided scroll turbine housing - exhaust pulses pressurize only half the housing before driving the turbine wheel, producing fast, responsive boost at low RPM
- High-flow dual valve wastegate standard
- Multiple intake and outlet barbs to prevent boost hose blow-off
- T3 flange standard (T4 available with VGT option at additional cost)
Benefits
- Quicker spool-up and stronger midrange response vs. factory journal bearing turbo
- Lower EGTs under load compared to the factory turbo
- Can be used as a standalone single turbo or as the high-pressure turbo in a compound kit
- No ECM tuning required on base configurations
- Optional Turbonator® VGT upgrade adds exhaust braking and an additional 200-300 RPM spool improvement
Fitment
- 1989 Dodge Ram 5.9L Cummins (12V)
- 1990 Dodge Ram 5.9L Cummins (12V)
- 1991 Dodge Ram 5.9L Cummins (12V)
- 1992 Dodge Ram 5.9L Cummins (12V)
- 1993 Dodge Ram 5.9L Cummins (12V)
- 1994 Dodge Ram 5.9L Cummins (12V, P7100)
- 1995 Dodge Ram 5.9L Cummins (12V, P7100)
- 1996 Dodge Ram 5.9L Cummins (12V, P7100)
- 1997 Dodge Ram 5.9L Cummins (12V, P7100)
- 1998 Dodge Ram 5.9L Cummins (12V, P7100)
- 1998.5 Dodge Ram 5.9L Cummins (24V, VP44)
- 1999 Dodge Ram 5.9L Cummins (24V, VP44)
- 2000 Dodge Ram 5.9L Cummins (24V, VP44)
- 2001 Dodge Ram 5.9L Cummins (24V, VP44)
- 2002 Dodge Ram 5.9L Cummins (24V, VP44)
- 2003 Dodge Ram 5.9L Cummins (Common Rail)
- 2004 Dodge Ram 5.9L Cummins (Common Rail)
- 2004.5 Dodge Ram 5.9L Cummins (Common Rail)
- 2005 Dodge Ram 5.9L Cummins (Common Rail)
- 2006 Dodge Ram 5.9L Cummins (Common Rail)
- 2007 Dodge Ram 5.9L Cummins (Common Rail)
Downpipe note: 2002 and older model years require a downpipe. See the Fitment tab for complete year-by-year details. Verify your ESN with DPS before ordering.
Compound turbo users: If ordering for use in a compound turbo setup, notify DPS at checkout. The wastegate must be converted to a spring gate before shipment.
Specifications
| Spec | Detail |
|---|---|
| Application | 1989-2007 Dodge Ram 5.9L Cummins (12V, 24V, Common Rail) |
| Center Section | Dual ceramic ball bearing CHRA |
| Compressor Wheel | FMW (Forged Milled Wheel) billet - size varies by configuration |
| Turbine Shaft | Larger diameter than factory - 360-degree thrust bearing |
| Turbine Housing | Wastegated (standard) | Turbonator® VGT (optional upgrade) |
| Flange | T3 standard | T4 available with VGT option |
| Spool Advantage | Approximately 200 RPM faster than journal bearing equivalent |
| Oil Type Required | Synthetic-based oil |
| Oil Restrictor | Included - must be installed |
Turbonator® VGT Options
Pair the ball bearing center section with the optional Turbonator® VGT turbine housing for the fastest-spooling, highest-efficiency single turbo configuration available for the 5.9L Cummins platform.
Option 1 - 3-Stage Mechanical VGT Actuator
Uses a 3-stage mechanical actuator to continuously optimize the turbine A/R ratio across the full RPM range. No electronics or ECM tuning required. Compatible with all 1989-2007 5.9L Cummins model years. Improves spool-up by approximately 200-300 RPM vs. the non-VGT configuration on the same turbo size.
Option 2 - Electronic VGT with Exhaust Brake
Adds an integrated exhaust brake with self-contained electronics. No ECM tuning required. Compatible with 12V, 24V, and Common Rail Cummins. Adds exhaust braking on all model years, including 12V engines. Self-contained electronics - no additional wiring harness required. Improves spool-up by approximately 200-300 RPM vs. the non-VGT configuration on the same turbo size.
Base - Non-VGT (Wastegated)
All configurations include a wastegated turbine housing as standard. A proven, reliable setup suited for daily driving and moderate performance builds that do not require exhaust braking.
VGT spool note: Either VGT option typically improves spool-up by approximately 200-300 RPM compared to the base non-VGT configuration on the same turbo size.
Turbonator® VGT Exhaust Brake - 5.9L Cummins Automatic Transmission
The Turbonator® VGT exhaust brake closes the vanes to build exhaust back pressure in the cylinder, creating an engine braking effect. This is the same operating principle used by the factory VGT exhaust brake on 2008-and-newer 6.7L Cummins trucks.
Exhaust brake pressure: The Turbonator® VGT exhaust brake on a 5.9L Cummins produces exhaust brake pressure equal to or greater than the factory exhaust brake on a 2008-and-newer 6.7L Cummins, typically 60 to 70 PSI and often higher.
Automatic transmission note: The 6.7L automatic holds the torque converter in lockup during exhaust braking. The 5.9L automatic does not. Without torque converter lockup, approximately 300 to 500 RPM of slip occurs between the engine and drivetrain, which reduces the effective transfer of engine braking force to the wheels. To maximize exhaust brake effectiveness on a 5.9L automatic, place the transmission in tow/haul mode and downshift one to two gears before engaging the brake. An aftermarket torque converter lockup switch is an optional upgrade for the closest possible feel to a locked 6.7L system.
Manual transmission: Not affected. The exhaust brake operates at full effectiveness without any additional steps.
Ball Bearing Maintenance Requirements
- Oil type: Synthetic-based oil required
- Oil restrictor fitting: Included and must be installed - prevents oil flow damage at high RPM
- Cool-down: After hard use, idle the truck before shutdown to allow oil to continue cooling the bearings
- Oil changes: Must be performed on a regular schedule
Why Choose Diesel Power Source®
Diesel Power Source® designs and builds turbocharger systems specifically for Cummins-powered trucks. Every ball bearing turbo ships with the oil restrictor fitting required for proper bearing lubrication, and the DPS technical team is available before and after the sale to confirm fitment for your specific truck, year, and build goals. Free shipping on orders over $350. Based in West Jordan, UT.
Cummins® is a registered trademark of Cummins Inc. Diesel Power Source® is not affiliated with Cummins Inc.
- S362/68/.70- 450 Max HP-Ball Bearing Stg 2.5
- S363/68/.70- 500 Max HP-Ball Bearing- Stg 3.5
- S363/73/.80- 530 Max HP-Ball Bearing- Stg 4.5
- S366/73/.80- 650 Max HP-Ball Bearing- Stg 7.5
- S369/73/.80- 750 Max HP-Ball Bearing- Stg 9.5
Frequently Asked Questions
Ball bearing turbos use dual ceramic bearings instead of oil-fed journal bearings. This significantly reduces rotational friction, speeds up spool-up response at low RPM, improves throttle feel, and extends bearing life in performance applications.
No. The Turbonator® VGT is a patented Diesel Power Source® design that operates differently from OEM Cummins and Holset VGT systems. It is not a rebadged OEM component — it is a purpose-built performance system validated through real-world use and CFD flow modeling.
T3 is recommended for most vehicles and is compatible with all configurations. T4 is available for an additional $100 and is only offered with the VGT upgrade option. Choose T4 only if your exhaust manifold uses a T4 inlet flange.
Typical gains are 10–18% rwhp, depending on fueling, tuning, and supporting modifications. Turbo sizes range from 420 max HP (S362, Stage 2.5) up to 775 max HP (S369, Stage 9.5).
Yes, but the wastegate must be converted to a spring gate before use. Notify Diesel Power Source® at checkout so this conversion can be completed before your order ships. Using a standard wastegate in a compound system can cause over-opening and potential damage.
7 Reviews
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Better than my old setup
My prior setup: 2nd gen swap 63/73 BW 300sxe T4 Installed by PO. It was poor at low end spool up but great on highway speeds and high RPM performance. Smoky while towing and tough to build boost at my 9k ft elevation. I have been using HP Tuners for tuning and continue to do so. Creating my own tunes. Current DPS setup: 2004.5 - S363/68 .70 Turbonator VGT (Ball Bearing) with new T3 manifold- maintained 2nd gen setup. It fits well with no clearance issues. Fit and finish is pretty good. A pin in the main harness was not seated causing exhaust brake to not work. Reseated and all is good. Now for the performance. AMAZING spool up! I can build 10 PSI cruising around town and no smoke! It will roast the tires if I choose to, but I do not choose to. Getting on the highway she builds boost up to 30 PSI almost instantly. I will get to 40 pretty easy, but at the cost of higher egt's. At 30 PSI I was at around 1200f, climbing a hill at 35+ it climbed to 1400f. I did all this pretty briefly after a long break in on the turbo. I'll play with some tuning and maybe back off some timing and fuel on the top end. I had added a lot on top for my old turbo setup. The exhaust brake works, at least I can hear it work, but I really wont be able to test that soon as I wont be hauling anything heavy for a bit. Without a load, it seems maybe not as strong as a newer truck with a stock VGT. I do have my transmission set to lockup which helps. Sound....She is loud! This ball bearing turbo screams. Classic BB sound. Im old so I think I am going to need to add an air box to quiet it down some. If you like the sound of whooshing air and that turbo whistle, you will love this thing. It might be a bit much for long trips. So overall, this install was a big win for me. At this point the only issue is getting her to be a bit quieter which I know most people try to do the opposite.
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Love this Turbo!
This turbo improved the performance on my 3rd gen truck. This company has great customer service and I have been very happy with the product all around.
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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!
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Turbocharger
Best upgrade from my HE351 on my '05 5.9. Turbo spools great and more boost over the stock turbo. Should have bought a lot sooner.
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Five Nine Cummins
I bought a 2005 Dodge Ram 2500, but didn't really look into all of the aftermarket parts. It ended up having a DPS Turbonator Turbo, DPS Extreme manifold, DPS Arctic Cooler, S&B intake, 5 inch exhaust, DPF delete and a Smarty Touch S2G. The programmer doesn't work right, but Smarty is sending the stuff out to fix it..The truck is a beast and will be even more so, whenever I get the programmer up and going again. I turned my boost up this morning; just did 2 rotations, and man did it really wake it up..It sounds freaking great.
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The best!
These guys are the best went in and told them what I have and what my plans are to for my truck and they hooked me up with a turbo , exhaust manifold and turbo horn for my 3rd gen Cummins all I can say is wow
