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Chummins Conversion Kits

Chummins Turbo Kits

Performance Turbo Systems for Cummins-Swapped Chevy/GM Trucks

Chummins turbo kits provide turbo systems and exhaust manifolds specifically engineered for Cummins engines swapped into Chevy and GM trucks.

Whether you're running a 12-valve, 24-valve, or common rail Cummins in your Silverado, Sierra, or older C/K series, our turbo solutions address the unique fitment challenges of GM chassis while delivering 400-800+ HP capability, lower EGTs, and reliable towing performance.

GM-Specific Fitment

Engineered for clearance in Chevy/GMC engine bays

Complete Systems

Turbo, manifold, hardware - everything needed

400-800+ HP Capable

Single and compound options for all power levels

Proven Solutions

Field-tested on real Chummins builds

Available Configurations: Single turbo kits (S300, S400), compound turbo systems, VGT upgrades - all designed to work with GM chassis constraints (steering, crossmember, hood clearance, IFS geometry).

Planning supporting upgrades for your Chevy swap? Explore S300 Single Turbos, S400 Single Turbos, and Add-A-Turbo Kits.

Best For: Owners with completed Chummins swaps needing reliable turbo solutions, builders finishing swap projects, shops specializing in GM-Cummins conversions.

Find the Right Fit: Which Vehicles Work with Cummins Conversion Kits?

  • Ford F-Series Trucks (like the F-250, F-350, F-450)
  • Ford Excursion (heavy duty Class 2- years 2000-2005)
  • Chevrolet Silverado Trucks (like the 2500HD, 3500HD)
  • GMC Sierra Trucks (like the 2500HD, 3500HD)

This list isn't exhaustive, and whether your truck will work depends on its year, engine size, and exact model. If you're not sure if our kits will fit your truck, don't worry! Just reach out to our team, and we'll help you find the right Cummins conversion kit for your ride!

How difficult is it to install a Cummins conversion kit?

The difficulty of installing a Cummins conversion kit can vary depending on factors such as the vehicle's make and model, the skill level of the installer, and the completeness of the conversion kit. While some customers with mechanical expertise may feel comfortable performing the installation themselves, others may prefer to enlist the help of professional mechanics or conversion specialists. It's essential to carefully review the installation instructions provided with the kit and assess one's own capabilities before attempting the installation. Additionally, seeking assistance from experienced professionals can help ensure a successful and safe conversion process.

Chummins Turbo Kit FAQ's

Chummins = Chevy/GMC truck with Cummins engine swap. These swaps are increasingly popular for replacing failed Duramax engines or building ultimate diesel workhorses.

 

Why Chummins needs different turbo approach:

 
     
  • GM chassis constraints: IFS (independent front suspension) geometry, steering components, and crossmember placement differ significantly from Dodge trucks
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  • Hood clearance challenges: GM hoods sit lower than Dodge, limiting tall turbo setups without modification
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  • Frame and mount differences: GM frame rails and engine mount locations require custom turbo bracket positioning
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  • Intercooler routing: GM intercooler location and charge pipe routing completely different from Dodge
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  • A/C and power steering: GM accessory drive layout requires different clearance considerations
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Our Chummins kits address these challenges with turbo systems proven to fit GM chassis, properly routed piping for GM intercooler locations, and mounting solutions that work around IFS and GM-specific obstacles.

 

Common Chummins platforms we support:

 
     
  • 1988-1998 GMT400 (OBS) C/K series - classic platform, popular for 12V swaps
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  • 1999-2006 GMT800 Silverado/Sierra - very popular for all Cummins swaps
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  • 2007-2013 GMT900 Silverado/Sierra - common for 5.9L and 6.7L swaps
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  • 2014-2018 K2XX Silverado/Sierra - challenging but doable, mostly 6.7L swaps
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  • 2019+ T1XX Silverado/Sierra - rare, significant complexity
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Our Chummins kits include everything for the turbo system:

 
     
  • Turbocharger(s): Single or compound turbos sized for your power goals
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  • Exhaust manifold: High-flow manifold compatible with Chummins applications
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  • Turbo pedestal/mounting: Adapts turbo to manifold
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  • Intercooler piping: Custom routing for GM chassis (charge pipes from turbo to GM intercooler location)
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  • Oil lines: Feed and drain with proper fittings
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  • Downpipe: Turbo outlet to exhaust system connection
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  • All hardware: Gaskets, clamps, bolts, studs
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  • Installation instructions: Chummins-specific guidance
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What you'll need to supply (typical Chummins swap components):

 
     
  • Completed Cummins engine swap with mounts and wiring
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  • GM chassis and existing intercooler (or upgraded intercooler)
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  • Exhaust system from downpipe back
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  • Tuning for your Cummins ECM (12V needs injection pump setup, 24V/6.7L need ECM tuning)
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Note: These are turbo system kits for already-swapped trucks. We do not provide engine mounts, transmission adapters, wiring harnesses, or other swap components—just the turbo performance system.

GM chassis presents significantly different challenges than Dodge trucks:

 

1. IFS (Independent Front Suspension) clearance:

 
     
  • Biggest Chummins challenge: GM IFS upper control arms, CV axles, and differential are positioned very differently than Dodge solid axle
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  • Turbo downpipe and oil drain routing must avoid IFS components
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  • Some swaps require modified oil pans for IFS clearance
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  • Our kits account for IFS geometry in piping design
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2. Hood clearance (critical for GM):

 
     
  • GM hoods sit lower than Dodge: Limits vertical height for turbos
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  • Single turbos usually fit under stock GMT800/GMT900 hoods
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  • Compound setups almost always require cowl hood or hood modification on GM trucks
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  • OBS GM trucks have slightly more hood clearance than newer models
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  • We provide height measurements for each turbo configuration before you order
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3. Steering system interference:

 
     
  • GM steering box, pitman arm, and idler arm positioned differently than Dodge
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  • Downpipe routing must clear GM steering linkage
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  • More critical on 4WD trucks due to front axle and steering overlap
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4. Frame rail and crossmember differences:

 
     
  • GM frame rails narrower than Dodge in engine bay area
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  • Crossmember placement affects oil pan and turbo bracket mounting
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  • Compound turbo brackets often mount to frame—GM requires different positioning
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5. Intercooler piping complexity:

 
     
  • GM intercoolers mount in front bumper area (like Duramax)
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  • Charge pipe routing from Cummins turbo to GM intercooler completely custom
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  • Must route around IFS, radiator, A/C condenser, GM-specific obstacles
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  • Our kits include piping designed specifically for GM routing challenges
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6. Accessory drive and A/C:

 
     
  • GM A/C compressor and power steering pump locations different from Dodge
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  • May need GM-specific or custom accessory brackets
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  • Plan during swap—turbo kit works around your accessory setup
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Our recommendation: Before ordering turbo kit, send us photos of your completed Chummins swap showing: engine bay from multiple angles, IFS components, hood clearance measurement, and intercooler location. We'll confirm fitment and advise on any needed modifications.

12-Valve Mechanical Chummins (very popular):

 
     
  • 400-500 HP: S300 single turbo (S362, S366) - fits under most GM hoods, great street/tow
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  • 500-650 HP: Larger S300 or moderate S400 (S369, S472) - may require hood clearance check
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  • 650+ HP: Compound system - almost certainly requires cowl hood on GM trucks
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24-Valve VP44 or Common Rail Chummins:

 
     
  • 400-550 HP: S300 single or VGT upgrade - excellent for daily/tow, hood-friendly
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  • 550-700 HP: S400 single or S300/S400 compounds - compounds need cowl hood
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  • 700+ HP: S400/S400 compounds - definitely cowl hood required
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6.7L Cummins Chummins (less common):

 
     
  • 450-600 HP: VGT upgrade or S300 single - best hood clearance
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  • 600-750 HP: S300/S400 compounds - cowl hood needed
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Hood clearance guidelines by GM generation:

 
     
  • OBS GMT400 (88-98): Most hood clearance of GM trucks, single turbos usually fine, compounds tight but possible
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  • GMT800 (99-06): Moderate clearance, most singles fit, compounds usually need cowl hood
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  • GMT900 (07-13): Tighter hood, larger singles may touch, compounds definitely need cowl hood
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  • K2XX+ (14+): Tightest hoods, even some singles may require trimming, compounds absolutely need cowl hood
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Cowl hood options:

 
     
  • 2-3 inch cowl induction hoods available for most GM platforms ($500-1,200)
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  • Adds clearance for compounds and improves engine bay airflow
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  • Many Chummins owners prefer the look anyway
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Not sure? Tell us: GM year/model, which Cummins engine, power goals, and whether you're willing to run cowl hood. We'll recommend the right turbo configuration.

Power potential matches standard Cummins applications—not limited by GM chassis:

 

12-Valve Chummins:

 
     
  • Stock P-pump with turbo upgrade: 350-450 HP
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  • Modified P-pump + turbo: 450-600 HP
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  • Built P-pump + compounds: 600-800+ HP
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  • Advantage: Mechanical injection = no electronics to integrate with GM systems
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  • Most popular Chummins combo: P-pumped 12V is favored for simplicity
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24-Valve VP44 Chummins:

 
     
  • Tuned with turbo upgrade: 400-500 HP
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  • Injectors + turbo: 500-600 HP
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  • VP44 limitations: Pump maxes around 600 HP reliably
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Common Rail (5.9L or 6.7L) Chummins:

 
     
  • Tuned with single turbo: 450-600 HP
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  • Compounds with injectors: 600-750 HP
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  • Full build (compounds, dual CP3s, etc.): 750-900+ HP
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  • Challenge: More complex wiring integration with GM chassis
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Real-world Chummins examples:

 
     
  • 2000 Silverado 2500, 12V P-pump, S366 single: 485 HP - great daily tow truck
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  • 2004 Sierra 2500HD, 5.9L 24V, S369/S475 compounds: 640 HP - weekend racer/work truck
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  • 2010 Silverado 3500, 6.7L, S300/S400 compounds: 725 HP - serious puller
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GM chassis capabilities:

 
     
  • GM 2500/3500 frame handles power well—similar to Dodge
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  • IFS provides better street ride quality than Dodge solid axle
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  • With turbo upgrades, Chummins can match or exceed Duramax and stock Dodge performance
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Same excellent EGT benefits as other Cummins applications—200-300°F improvement possible.

 

Why Chummins owners love turbo upgrades for towing:

 
     
  • GM chassis + Cummins torque: Exceptional combination—best of both worlds
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  • EGT control: Single turbo drops EGTs 150-200°F, compounds drop 200-300°F
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  • IFS ride quality: Smoother ride when towing vs. Dodge solid axle (personal preference)
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  • GM Allison transmission option: Many Chummins retain GM Allison for excellent towing behavior
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Typical towing improvements:

 
     
  • Before (stock Cummins turbo): 1,375-1,450°F towing 18k lbs up grades
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  • After (DPS single turbo): 1,175-1,250°F same load, better response
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  • After (DPS compounds): 1,025-1,125°F, massive confidence and engine protection
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Chummins towing advantages:

 
     
  • GM HD suspension designed for heavy loads
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  • IFS provides stable, controlled ride when loaded
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  • Cummins torque curve perfect for towing
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  • With proper turbo setup, rivals or beats both Duramax and stock Dodge Cummins for towing
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Popular Chummins towing configurations:

 
     
  • GMT800 (99-06) 2500HD with 12V, S366 turbo, Allison trans - legendary towing combo
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  • GMT900 (07-13) 3500 with 6.7L, S300/S400 compounds - modern serious hauler
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