A turbocharger is a device that forces more air into an otherwise naturally-aspirated engine to create more power with minimal parasitic loss. The process of turbocharging is ultra efficient and has become a staple on diesel trucks and is said to be in the near future for all engines produced in passenger vehicles—diesel and gasoline.
While some turbocharged-vehicle owners are content with what they have, and naturally-aspirated engine owners are giddy to add just one turbocharger to their engine, there are some diesel fanatics out there with twin- and even triple-turbo setups. Take for example the triple-turbocharger setup that Diesel Power Products has been perfecting for the Cummins six-cylinder.
While this may seem a bit drastic upon first hearing it, Diesel Power Products had ample reason to develop the triple-turbo system. First, there are very few parallel turbo systems available. While there are a fair amount of compound twin-turbo setups available (and even a twin compressor wheel turbocharger in the new Super Dutys), a parallel triple- or even twin-turbo kit was nonexistent. Secondly, with three turbos DPP can create more than 1,000 hp and 2,000 lb-ft of torque with only 20 or 30 pounds of boost—similar power to a single or compound turbo system with 100 pounds of boost.
This is just a first glance at a system that will soon be available—maybe by the time you read this. As of now, Diesel Power Products was not comfortable giving us exact power numbers, but they assure us that the particular truck we rode in is creating more than 1,100 hp and 2,500 lb-ft of torque. Good luck trying to find a dyno robust enough to verify that, guys!
01. Diesel Power Products’ triple-turbo kit still fits under the standard hood of the Dodge Ram and keeps the entire triple-turbo setup on the passenger side of the engine compartment. The DPP kit uses a single Borg Warner EFR turbocharger per every two cylinders in a parallel triple-turbocharged configuration to produce more than 1,000 hp and 2,000 lb-ft or torque while running a mere 30 pounds of boost pressure.
02. At the heart of DPP’s triple-turbo system are three matching Borg Warner EFR (Engineering For Racing) turbochargers. This particular setup is done with the EFR 6258 turbochargers which allow for a much quicker reaction (small turbos spool up faster than large turbos). They use a ceramic ball bearing cartridge on the shaft (instead of a journal bearing) and feature forged and milled wheels that move air more efficiently in a full 300 series stainless steel turbine housing. The Borg Warner units use Gamma-Ti (Titanium Aluminide) turbine wheels that keep about a 1:1 weight ratio between the turbine and compressor wheels, allowing for substantially faster turbo spool-up.
03. To provide enough fuel for the massive amount of air coming into the engine (and subsequently power coming out), two CP3s are used to feed the common rail at four different points on the fuel rail. The upper CP3 is an Industrial Injection Dual Fueler with an ATS pulley on it for the proper serpentine belt alignment. The lower CP3 (not visible in this image) is a modified factory CP3.
A stock set up has a single CP3 with one fuel line going into the front of the common rail. While that is fine at idle (or for a stock truck’s fueling needs) when rail pressure is 6,000 to 8,000 psi, there is potential for starving the rear two cylinders when fuel demands are high and rail pressure heads towards 30,000 psi with a triple-turbo setup. This is why four fuel ports—two front and two rear—and two CP3s ensure correct rail pressure and fuel delivery to the cylinders.
04. These are the feed lines that deliver fuel to the fuel rail. Two stainless steel brai
05. It’s difficult to see all three EFR turbochargers packed in such a tight space. While
06. The Borg Warner EFR turbochargers are oil lubricated and also liquid cooled in the ce
07. You can see the lowest of the three turbochargers here, closest to the frame rail.
It takes an elaborate exhaust manifold to reach all three turbochargers. DPP also did an excellent job of routing the cooling lines and oil lines cleanly. In case you think a system like this is too elaborate for your truck, we’ll tell you that this very system is on Cooper Rasmussen’s daily driven Dodge.
Diesel Power Products