Power Driven Stage 3 CNC-Ported Race Cylinder Head for 89-98 12v Cummins

Power Driven Stage 3 CNC-Ported Race Cylinder Head for 89-98 12v Cummins

$3,000.00
$3,000.00

Power Driven's 12v Cummins Stage 3 CNC-Ported Race Cylinder Head features a new aftermarket casting that is surfaced to OEM specifications in-house using state-of-the-art equipment to ensure reliable head gasket sealing, then is machined for fire-rings to provide the ultimate seal possible with a fire-ring head gasket. These heads receive Power Driven's Race Port as well as enlarged pushrod holes for better clearance and improved oil drain-back, and threaded freeze plugs for reliable operation at high rpm.

After porting, valve seat work is performed to fit larger aftermarket 1.87" intake and 1.75" exhaust valves. In addition, every CNC-ported Power Driven cylinder head is machined for compatibility with our Doweled Batwing Rocker Pedestals. Our expert technicians then assembled this head with OEM top-hat-style seals and Power Driven Race Conical Valve Springs.

The Power Driven Diesel Race Port is the most extreme CNC port job that can be achieved with the factory intake shelf intact. It outflows many of the competitor's bolt-on shelf/runner intake heads, while retaining the reliable factory shelf and water cooling. On our SuperFlow 1020 test bench, this port produced a 68% increase on the intake and a 65% increase on the exhaust. This port flows an incredible 234 CFM on the intake and 232 CFM on the exhaust at 28".

In real-world back-to-back dyno testing on a 1,500 hp race truck, the higher flow from this race port showed a 119 hp gain versus the baseline stock head. This head is designed for use with an aftermarket high-lift camshaft and is not intended for street use. While it is possible to run this head on the street, the thin port walls and heavy valve spring pressure are not ideal for longevity in a street application. If you're looking for the ultimate water-cooled head for a dedicated 12v Cummins race engine, this is it!

Features:

  • Fire-ringed deck surface
  • Race port
  • Pushrod clearance
  • Threaded freeze plugs
  • Top-hat valve stem seals
  • Oversized 1.87" intake valves
  • Oversized 1.75" exhaust valves
  • Race conical valve springs and retainer

The Power Driven CNC Stage 3 Race Port Cylinder Head is compatible with:

  • 1989 Dodge 5.9L 12v Cummins
  • 1990 Dodge 5.9L 12v Cummins
  • 1991 Dodge 5.9L 12v Cummins
  • 1992 Dodge 5.9L 12v Cummins
  • 1993 Dodge 5.9L 12v Cummins
  • 1994 Dodge 5.9L 12v Cummins
  • 1995 Dodge 5.9L 12v Cummins
  • 1996 Dodge 5.9L 12v Cummins
  • 1997 Dodge 5.9L 12v Cummins
  • 1998 Dodge 5.9L 12v Cummins

*May not work for all builds due to other engine/vehicle modifications

This product cannot ship to California

 

Break-In Procedure

General Pre Break-in Instructions:

1.      
When installing a new Colt flat tappet camshaft, we strongly recommend that the cam lobes and lifter faces are coated with a high viscosity extreme pressure assembly lube such as Driven Engine Assembly Grease.  Engine oil, assembly lube, or Driven Engine Assembly Grease can be used to lubricate the camshaft journals, lifter bores, lifter cups, pushrod ends, rocker shafts/trunnions, and rocker arm ball/cup at the valve bridges.     

2.      
For all Cummins applications, 12v 5.9L and 24v 6.7L, we recommend cold intake valve lash is set to 0.010” (0.254mm) and cold
exhaust valve lash is set to 0.020” (0.508mm). For larger than stock camshafts, we recommend the companion cylinder
method for setting valve lash i.e. #6 cylinder in valve overlap to set #1 valve
lash, 2 & 5, 3 & 4.  After initial valve lash setting, it is recommended to rotate the engine one full revolution and then recheck valve lash to ensure that the thick viscosity
assembly grease did not cause an error in valve lash adjustment.

3.      
Fill the engine with a high zinc and phosphorus conventional engine oil with greater than 1,500 ppm ZDDP.  We recommend oils such as: Power Driven 15w-40, Driven DBR 15w-40, Motul 10w-40 Break-In, Amsoil SAE30 Break-In, Valvoline VR1 10w-40, Lucas SAE30 Break-in, etc. 

We do not recommend additives to spike
standard oil for break-in, neither you nor Colt are tribologists or oil chemists.       

Camshaft Break-In

1.      
For first start-up, quickly check for leaks, if
all looks good, immediately proceed to camshaft break-in.

2.      
Run the engine with the vehicle stationary (in park) for 20 minutes maintaining an elevated engine speed between 1,500 and
2,200 RPM.  During break-in, slowly oscillate the RPM between the minimum of 1,500 and maximum of 2,200 RPM.  Camshaft lobes are splash lubricated, elevated engine speed is utilized to increase oil splash to facilitate proper break-in.  RPM oscillation helps to alter the splash zones, tappet rotation speed, and camshaft dynamics.

3.      
After the 20-minute break-in, shut off engine; if this is a new build, we recommend a hot retorque immediately after cam break-in.

4.      
Change the engine oil and filter.  Refill the engine with proper oil for your engine: CI4plus, CJ4, CK4, etc.  Although high zinc oils like PDD 15w-40 are great for flat tappet camshafts and provide an extra boundary layer of protection from the ZDDP, specialty oil may not be compatible long-term with factory emissions equipment.  Special oil is not required for Colt flat tappet camshafts.  

5.      
After the engine has cooled off, check and
verify valve lash.  If this is a new build and you are doing a hot re-torque, complete the hot re-torque before verifying and/or resetting valve lash. 
It is normal for new head gaskets/retorqued heads to compress and tighten up valve lash a few thousandths. 
Conversely, it is normal for new cams, tappets/lifters, pushrod ends, and rocker arms to “break-in” and open up valve lash a few thousandths.  

Power Driven Stage 3 CNC-Ported Race Cylinder Head for 89-98 12v Cummins

$3,000.00