Diesel Power Products | Turbos | Compound Turbos | Manifolds for Cummins Diesel
Diesel Power SourceSKU: DCT0187·MPN: DCT0187
Diesel Power Products for Cummins Diesel Engines
Compound Turbo Kits | Single Turbo Upgrades | Exhaust Manifolds | VGT Replacement Turbos
Diesel Power Source® engineers and manufactures performance diesel products specifically for Cummins applications — 5.9L 12V, 5.9L 24V, 5.9L Common Rail, 6.7L, ISX15, X15, and 4BT. Every product is built in the USA and CFD-tested before production.
Whether you're looking for a direct stock replacement with better performance, a single turbo upgrade, or a full compound turbo kit for serious towing and power — the right product is below.
Compound Turbo Kits — The Biggest Improvement Available
A compound turbo kit runs two turbos in series — a smaller high-pressure turbo and a larger atmospheric turbo — splitting the compression work between them. The result is more complete combustion, 200–400°F lower EGTs, better fuel mileage, and more power across the entire RPM range. DPS compound kits include both turbos, exhaust manifold, all piping, oil lines, and hardware.
- 12V Cummins Compound Turbo Kits (1989–1998) — 1st Gen and 2nd Gen 5.9L 12V
- 24V Cummins Compound Turbo Kits (1998.5–2002) — 2nd Gen 5.9L 24V
- 3rd Gen 5.9L Cummins Compound Turbo Kits (2003–2007) — Common Rail
- 6.7L Cummins Compound Turbo Kits (2007.5–2018) — 4th Gen Ram 2500/3500
- Fummins Compound Turbo Kits — Cummins-into-Ford conversion (DPS exclusive)
- All Compound Turbo Kits — Full lineup including ISX15, X15, and Chummins
| Kit Configuration | Max HP | Best For |
|---|---|---|
| S362/68 over S475 | 625 HP | Towing, daily driving, entry-level compound |
| S363/68 over S475 | 650 HP | Daily driver with more top-end headroom |
| S363/73 over S475 | 700 HP | Versatile — towing and performance |
| S363/73 over S480 | 750 HP | Performance builds with towing capability |
| S366/73 over S480 | 1,100 HP | High-performance, sled pulling, racing |
All compound kits are available with optional Turbonator® VGT upgrade (adds exhaust braking and 200–300 RPM faster spool) and ball bearing CHRA upgrade (~150–200 RPM faster spool).
Add-A-Turbo Kits — Compound Performance, Keep Your Factory Turbo
The Add-A-Turbo kit adds a large DPS atmospheric turbo in front of your factory turbo, turning it into a compound system without replacing the factory unit. All emissions equipment stays intact. This is the lowest-cost path to compound turbo performance.
- 5.9L and 6.7L Cummins Add-A-Turbo Kit — Works with stock HP up to 600 RWHP
Single Turbo Upgrades
DPS single turbo upgrades are built on the BorgWarner S300 and S400 platforms — more robust construction, larger compressor and turbine wheels, lower EGTs, and more power than the stock turbo in a clean single-turbo package.
- S300 Series Single Turbos — S362 through S369, for 5.9L and 6.7L Cummins
- S400 Series Single Turbos — S475 through S488, for ISX15, X15, and high-power builds
- Turbonator® VGT — Variable geometry exhaust housing upgrade with exhaust brake capability
Stock Replacement VGT Turbos — 6.7L Cummins (2007.5–2024)
The factory HE300VG VGT on the 6.7L Cummins eventually develops Stuck Turbo Syndrome — carbon buildup on the vane assembly causes sluggish throttle, weak exhaust brake, and eventually limp mode. DPS replacement turbos bolt directly in with a new pre-calibrated electronic actuator included.
- DPS HE363VG — 63mm compressor, stock–550 HP, direct bolt-in with new actuator
- DPS HE366VG — 66mm compressor, 425–650 HP, largest HE-series option
Turbonator® VGT Exhaust Brake Performance — 5.9L Cummins with Automatic Transmission
Overview: 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 — 5.9L vs 6.7L: 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. The turbo-side performance is not the limiting factor.
Why Braking Feel Differs — Torque Converter Lockup: The functional difference in perceived braking between the 5.9L and 6.7L is in the transmission, not the turbo. The 6.7L Cummins automatic transmission holds the torque converter in lockup during exhaust braking. The 5.9L Cummins automatic transmission does not lock the torque converter during braking. Without torque converter lockup, approximately 300 to 500 RPM of slip occurs between the engine and the drivetrain. This slip reduces the effective transfer of engine braking force to the wheels, making the exhaust brake feel less effective even when exhaust pressure is normal or above specification.
How to Maximize Exhaust Brake Effectiveness on 5.9L Automatic:
- Place the transmission in tow/haul mode before engaging the exhaust brake
- Downshift one to two gears to raise engine RPM when engaging the brake
- These steps are required for the transmission to contribute meaningfully to braking force. Without them, the torque converter will slip and reduce effective engine braking regardless of exhaust pressure.
Optional upgrade: For the closest possible feel to a 6.7L locked-converter exhaust brake on an automatic transmission, an aftermarket torque converter lockup switch can be added and is recommended.
Manual transmission: 5.9L trucks with a manual transmission are not affected by this issue. The exhaust brake operates at full effectiveness without any additional steps.
Exhaust Manifolds
All DPS exhaust manifolds are cast from High Silicon Molybdenum Ductile Iron (HSMD), CFD-tested for optimal flow, and pressure-tested before shipping. Multi-piece expansion joint design prevents the cracking and warping that single-piece OEM manifolds develop over time.
- 5.9L Cummins Exhaust Manifolds — 12V, 24V, and 3rd Gen Common Rail
- 6.7L Cummins Exhaust Manifolds — T4i and 5th Gen configurations
- ISX15 EGR Exhaust Manifold — 2010–2025, 22% more flow than factory
- ISX15 Non-EGR Exhaust Manifold — For deleted ISX15 and X15 trucks
- All Exhaust Manifolds — Complete lineup including Fummins, 4BT, and RV/Bus
ISX15 and X15 Products
DPS manufactures turbo conversion kits, compound kits, and exhaust manifolds specifically for the Cummins ISX15 and X15 commercial diesel engine. ESN verification required on all ISX orders.
- HE400VG Turbo and Manifold Kit — Complete bolt-in replacement for 2016–2024 ISX15/X15
- S400 Single Turbo Conversion Kit — S475, S478, or S480 with DPS T6 manifold
- ISX15 Compound Turbo Kits — S472 or S475 over S488 atmospheric turbo
Why DPS Diesel Power Products
- Made in the USA — manufactured at DPS's facility in West Jordan, Utah
- CFD-tested engineering — every turbo and manifold is validated through Computational Fluid Dynamics testing before production
- Platform-based turbos — built on Holset HE-series and BorgWarner S-series platforms, then modified and upgraded by DPS engineering
- Complete kits — compound kits include both turbos, manifold, all piping, oil lines, and hardware — nothing else to source
- Works at any power level — compound kits function on completely stock fueling; you don't need to tune to benefit
Questions about fitment or which product is right for your build? Call 801-930-8404 or email sales@dieselpowersource.com. Our team knows Cummins applications inside and out.