S300 Single Turbos
S300 Single Turbos for Cummins
Diesel Power Source® S300 single turbos for 5.9L Cummins (1989–2007) and 6.7L Cummins (2007.5–2018) — from the entry-level S362 for towing and daily driving to the S369 for 700+ HP performance builds.
The S300 platform is the most popular turbo upgrade for Cummins diesel trucks. S300-frame turbos spool quickly at street RPM, flow well within the 350–700 HP range, and bolt directly onto the factory manifold or a DPS exhaust manifold with no custom fabrication. Every DPS S300 includes a 360° thrust bearing, forged machined compressor wheel, and high-flow dual valve wastegate. Journal bearing and dual ceramic ball bearing options available at every size.
Shop S300 Turbos by Platform
- S300 Turbo for 12V Cummins — 1st Gen & 2nd Gen 1989–1998
- S300 Turbo for 24V Cummins — 2nd Gen 1998.5–2002
- S300 Turbo for 5.9 Cummins — 3rd Gen 2003–2007
- Ball Bearing S300 Turbo — 1989–2007 Dodge Cummins
- 3rd Gen Swap Kit — S300 Conversion for 6.7L Cummins 2007.5–2018
S300-frame turbos have a smaller compressor housing that flows well within the 350–700 HP range and spools quickly on the exhaust volumes that 5.9L and 6.7L Cummins engines produce at street and towing RPM. DPS offers five S300 configurations — S362, S363 (two turbine options), S366, and S369 — each available in journal bearing and dual ceramic ball bearing. Every turbo can be upgraded with the Turbonator® VGT exhaust housing for variable geometry spool and optional exhaust braking.
350–700 HP Range
Five sizes covering towing through competition
Direct Bolt-On
Fits factory T3 manifold — no fabrication
Ball Bearing Available
~200 RPM faster spool at every size
Compound Ready
Use as high-pressure turbo in future compound setup
S300 Turbo Sizing Guide
- S362/68/.70 (62mm compressor, 68mm turbine, .70 A/R) — 350–500 RWHP. Entry-level. Quickest spool in the S300 lineup. Excellent for towing, daily driving, and stock-to-moderate builds.
- S363/68/.70 (63mm compressor, 68mm turbine, .70 A/R) — 375–525 RWHP. Slightly more airflow than S362 with similar spool characteristics. Popular choice for daily/towing with a bit more headroom.
- S363/73/.80 (63mm compressor, 73mm turbine, .80 A/R) — 400–575 RWHP. Larger turbine adds top-end flow capability. Good balance of spool and sustained airflow for mixed towing and performance use.
- S366/73/.80 (66mm compressor, 73mm turbine, .80 A/R) — 450–650 RWHP. The most popular mid-range S300. Balanced towing and performance. Flows enough for serious builds while maintaining reasonable spool.
- S369/73/.80 (69mm compressor, 73mm turbine, .80 A/R) — 500–700 RWHP. Largest S300 compressor. Maximum single-turbo airflow on the S300 frame. Best for performance-focused builds and competition.
How to read the numbers: S362 = 62mm compressor wheel. The /68 or /73 = turbine exducer size (mm). The /.70 or /.80 = turbine housing A/R ratio. Smaller A/R (.70) = faster spool at low RPM. Larger A/R (.80) = more top-end exhaust flow.
Which S300 Size Is Right for You?
Towing & Daily (350–525 HP)
S362/68/.70 or S363/68/.70. These are the fastest-spooling S300 configurations. The 68mm turbine with .70 A/R delivers boost quickly at low RPM — exactly what you want when merging onto a highway with a trailer. No ECM or programmer required on 12V trucks (1989–1998). On 24V and common rail trucks (1998.5–2007), the turbo bolts on and responds to your existing tune.
Street Performance (400–650 HP)
S363/73/.80 or S366/73/.80. The 73mm turbine with .80 A/R gives more sustained airflow for higher fueling levels. The S366 is the most popular DPS S300 for customers who tow heavy and want performance headroom. Flows approximately 930 CFM vs. approximately 550 CFM stock (S366 stage).
High HP & Competition (500–700 HP)
S369/73/.80. Maximum airflow from the S300 frame. Sled pulling, drag racing, and fully built fuel systems. Spool is later than the smaller stages but manageable on a street truck with the right tune. Ball bearing recommended at this size to close the spool gap.
Not Sure? Start Here
If you tow regularly and your truck is stock or mildly modified, start with the S362 or S363/68/.70. If you have modified fueling (injectors, pump, timing) and want more top-end, look at the S366. Contact DPS at 801-930-8404 with your year, current mods, and power goals for a specific recommendation.
Available Upgrades on Every S300
Ball Bearing CHRA (~$550)
Dual ceramic ball bearings improve spool by approximately 200 RPM — a consistent gain at every turbo size. Ball bearing lets you run a larger compressor for more power while keeping spool characteristics closer to a smaller turbo. Synthetic oil required. Learn more about ball bearing turbos.
Turbonator® VGT Housing
Replaces the fixed-geometry turbine housing with a variable-stator design that adjusts A/R from approximately 0.45 to 1.1. Adds approximately 200–300 RPM faster spool and optional exhaust braking (electronic version). Works on any DPS S300, any year truck. View Turbonator® VGT options.
Start Single, Go Compound
Many customers start with a single S300 and later add an atmospheric S400 turbo using the DPS Add-A-Turbo Kit or upgrade to a full Compound Turbo Kit. If you plan to go compound in the future, let DPS know when ordering so the wastegate can be configured with a spring gate for higher boost pressures.
What’s Included
- ✓ DPS S300 turbocharger (stage selected at checkout)
- ✓ 360° thrust bearing (DPS 6-pad, 50% more thrust capacity than standard)
- ✓ Forged machined compressor wheel
- ✓ High-flow dual valve wastegate (2x flow of standard S300 wastegate)
- ✓ New intercooler hose
- ✓ Installation hardware
Not included (sold separately): Exhaust manifold, gaskets, oil lines, exhaust downpipe (required on 12V trucks). Available as add-ons or see Related Products on each product page.
Fitment by Platform
- ✓ 12V Cummins 1989–1998 — 1st Gen & 2nd Gen Dodge Ram (T3 flange, 4” downpipe required)
- ✓ 24V Cummins 1998.5–2002 — 2nd Gen Dodge Ram (T3 flange)
- ✓ 5.9L Common Rail 2003–2007 — 3rd Gen Dodge Ram (T3 flange)
- ✓ 6.7L Cummins 2007.5–2018 — Via 3rd Gen Swap Kit (includes manifold)
Ready to upgrade? Select your platform above, or browse Ball Bearing S300 Turbos, Compound Turbo Kits, or Turbonator® VGT Upgrades.
S300 Single Turbo FAQs
The numbers indicate compressor wheel inducer diameter in millimeters:
- S362 (62mm): Best all-around street/tow turbo. Quick spool, great low-end, perfect for daily drivers towing 10-15k lbs. Sweet spot for 400-475 HP.
- S366 (66mm): More top-end airflow for 500-550 HP builds. Slightly more lag than S362 but better sustained power for heavier towing (15-20k lbs) or higher power goals.
- S369 (69mm): Performance-focused with surprisingly good spool for its size. Best for 525-600 HP builds, aggressive towing, or mixed street/competition use.
Not sure which size? Contact our tech team with your truck specs, typical load, and power goals for a personalized recommendation.
Absolutely-this is exactly what S300 singles are designed for. They provide:
- Daily driving: Quick spool from stoplights, minimal lag, smooth power delivery
- Highway: Improved passing power and better fuel economy vs. stock
- Towing: 150-200°F cooler EGTs, better response on grades, confidence pulling 12-18k lbs
Unlike larger S400 singles that can feel laggy in traffic, S300 turbos maintain excellent street manners while significantly improving capability.
Yes. Many S300 single turbos are commonly used as high-pressure turbos in compound turbo systems, making them a flexible upgrade path.
S300 singles are ideal for the 400-550 HP range:
- S362: 400-475 HP (great street/tow balance)
- S366: 475-550 HP (more aggressive towing or performance)
- S369: 500-600 HP (pushing the limits for a single)
These power levels require supporting mods: quality tuning, upgraded exhaust, and often injectors/fueling beyond 500 HP.
Note: If you're targeting 600+ HP or extremely heavy towing (20k+ lbs), consider our compound turbo systems for better thermal management and lower drive pressure.
Yes, you should and Here's why:
- Stock cast manifolds are restrictive and prone to cracking
- High-flow manifolds reduce backpressure, improving spool and lowering EGTs
- Our ported/upgraded manifolds are designed to handle higher heat cycles without cracking
Every DPS S300 kit could benefit from a matched high-flow exhaust manifold. That way you're not piecing together parts from multiple sources.
Moderate skill level required. If you're comfortable with hand tools and have wrenched on diesels before, this is a weekend DIY project.
Time required:
- DIY installation: 6-10 hours (spread over a weekend)
- Professional installation: 4-6 hours ($800-1,200 typical labor cost)
Tools needed: Socket set, wrenches, jack/stands, penetrating oil, torque wrench
Our kits include detailed instructions to assist with installation.
Yes. Most customers report 150-200°F EGT reduction compared to stock when towing similar loads.
Example: Stock turbo hitting 1,400°F towing 15k lbs up a 6% grade → S366 turbo stays around 1,200°F on the same grade.
This happens because S300 turbos flow more air efficiently, allowing better combustion and less wasted heat. Cooler EGTs mean:
- Less head gasket stress
- Longer manifold life
- More confidence to maintain speed on grades
- Extended engine life overall
Our S300 kits are available for:
- 1994-1998 5.9L 12-valve: S362 or S366 (mechanical injection, simpler setup)
- 1998.5-2002 5.9L 24-valve: S362, S366, or S369 (VP44 injection)
- 2003-2007 5.9L Common Rail: S362, S366, or S369 (most popular platform for S300s)
- 2007.5-2018 6.7L Cummins: S362, S366, or S369 (requires EGR/emissions consideration)
Each product page lists specific fitment details. Year, transmission, and emissions equipment affect kit configuration.
Need help selecting? Email us your truck specs: year, engine, transmission, current mods, and power goals.
The S300 and S400 refer to different compressor frame sizes in the Borg Warner S-series family. S300-frame turbos have a smaller compressor housing that flows well within the 450 to 650 HP range and spools quickly on the exhaust volumes that 5.9L and 6.7L Cummins engines produce at street and towing RPM. S400-frame turbos use a larger compressor housing that flows more air at higher RPM but requires more exhaust energy to spool — making them better suited to high-output builds and compound systems than to street and tow applications. For most Cummins owners targeting under 600 HP, an S300 single delivers better real-world performance than an S400 single of comparable compressor size.
The Turbonator® VGT replaces the standard wastegated turbine housing with a variable geometry housing that uses movable vanes to actively adjust exhaust flow. This improves spool by approximately 200 to 300 RPM compared to a fixed geometry wastegated housing, widens the usable powerband at both low and high RPM, and enables exhaust brake function on all Cummins generations — including the 5.9L engines that never had factory exhaust braking. It is available with or without the exhaust brake controller. For owners who tow regularly and want the drivability and safety benefits of exhaust braking, the Turbonator® VGT upgrade is the most capable single-turbo option in the Diesel Power Source® lineup.
The S363 is a mid-range S300 variant with a 63mm compressor wheel inducer that sits between the S362 and S366 in terms of airflow capacity and power ceiling. It is available with a 68mm or 73mm turbine housing — the 68mm option favors spool and low-RPM response while the 73mm option provides more top-end flow. The S363 covers a power range of 500 to 530 HP and suits owners who want more headroom than the S362 provides without fully committing to the S366's larger compressor. It is a popular choice on the 3rd gen 5.9 for owners who want a noticeable step up in performance while maintaining good street manners.
For a truck used regularly for towing, yes. Ball bearing turbos spool approximately 150 to 200 RPM faster than equivalent journal bearing units, which means boost arrives earlier under load — exactly when towing response matters most. They also run cooler, handle oil supply interruptions better during cold starts and hot shutdowns, and generally have a longer service life in daily and working truck use. The cost premium over a journal bearing turbo is meaningful but modest relative to the overall investment in a turbo upgrade, and the drivability improvement is noticeable in real-world towing conditions.
Yes, and this is one of the most popular upgrade paths for Cummins owners. An S300 single installed today can become the high-pressure turbo in a compound system when a large secondary low-pressure turbo is added later using the DPS Add-a-Turbo kit. This preserves the initial S300 investment entirely — nothing is replaced, only added to. The S366 is the most commonly used high-pressure turbo in compound builds because its airflow characteristics at higher RPM complement a large S400-frame secondary turbo well. Starting with an S366 single and planning to add compounds later is a proven staged upgrade strategy for Cummins owners.
