A Well-Preserved, 620,000-Mile First-Gen: Tyler Turay’s Pristine ’93 D250 Cummins

A Well-Preserved, Rust-Free 620,000-Mile First-Gen

They rust out, fall apart and the Cummins under the hood outlasts the rest of the truck. How many times have you heard those jabs directed at first-gen trucks over the years? While some of that criticism may be warranted, it certainly can’t be applied to all ’89-’93 Dodges. Meet Tyler Turay’s ’93 D250 Club Cab, for example. His mint-condition ¾-ton Dodge sports a rust-free body and chassis, features a 6BT 5.9L that’s never been tampered with, and has 620,000 miles on the odometer. Despite its age and mileage, it’s essentially been trapped in time, thanks in large part to the original owner’s strict maintenance regimens, an uncompromising adherence to OEM replacement parts, cross-country driving style, and general avoidance of salt and humidity.

Upon returning to Missouri from Arizona, where the truck had lived for more than two decades, the original owner found himself at LinCo Diesel Performance, Tyler’s place of employment, inquiring about a low-idle issue. It was here that the prospect of the owner selling the truck piqued Tyler’s interest. “Finding a first-gen this clean and original was one thing,” he told us. “But the fact that it had so many miles on it, a nice interior, and being that it was a one-owner truck, I just couldn’t pass it up.” A suitcase worth of service records may have helped seal the deal, and Tyler soon found himself behind the wheel of a first-gen daily driver. In the pages that follow, we’ll take a walk around his well-preserved piece of diesel history.

FREQUENTLY ASKED QUESTIONS

How can I identify if my truck is a 1st Gen Cummins?

Spotting a First-Gen Cummins: What Sets Them Apart?

Curious if your Dodge is one of the coveted first-gen Cummins trucks? There are a handful of clues to help you nail down its identity without digging through a mountain of paperwork—or scrolling endlessly through nostalgic 1990s truck forums.

• Model Years Matter:First-gens rolled off the assembly line between 1989 and 1993. If your VIN or door jamb sticker lands your rig in that window, you’re off to a good start.
• Under the Hood:Pop the hood and look for the unmistakable 5.9L Cummins inline-six. This mechanical wonder—the same one running strong in Tyler Turay’s D250—features an old-school rotary VE injection pump and is easy to spot thanks to its hefty, cast-iron presence.
• Signature Square Look:Walk around the truck. First-gens stand out with their blocky, square body lines and rectangular headlights, setting them apart from the softer, rounder edges Dodge introduced in later years.
• Emblems & Badges:Keep an eye out for telltale “Cummins Turbo Diesel” or “5.9L” badges, usually found on the fenders or tailgate. Some early trucks may have worn theirs into oblivion, but where they exist, these badges don’t lie.
• Interior Odds and Ends:Peek inside, too. These trucks sport angular dash layouts and period-correct bench seats—no touchscreen infotainment here, just good old-fashioned analog gauges.

If your truck checks these boxes, congratulations—you’re sitting behind the wheel of a first-gen Cummins, part of a lineage that’s as tough as it is iconic. Whether it’s a well-worn farmhand or a pristine survivor like Tyler’s, these rigs have proven themselves mile after mile.

What benefits do exhaust manifold and turbocharger upgrades provide for a 1st Gen Cummins?

The Role of Performance Exhaust Manifolds and Turbo Upgrades

Most first-gen enthusiasts will agree: keeping these old Dodges on the road isn’t just about maintenance—it’s about smart, period-correct improvements. For anyone considering a step beyond OEM, an upgraded exhaust manifold and turbocharger can bring genuine benefits, especially for trucks that still see hard work or daily duty.

First, aftermarket cast-iron manifolds—think ATS or BD Diesel—are far more robust than the wafer-thin factory pieces, resisting the heat-induced cracking that inevitably comes with age or extended towing. Swapping to a performance manifold can also help reduce exhaust gas temperatures and improve overall airflow, which the stock 12-valve desperately appreciates—especially if you’re pulling a trailer up a long Missouri hill.

Turbo upgrades, whether it’s a Holset HX35 or an S300 swap, give the Cummins more room to breathe, allowing safer power gains with better drivability. You’ll immediately notice more responsive throttle, stronger midrange torque, and cooler EGTs—making those weekend hauls a little easier on your right foot (and your wallet at the pump).

For owners balancing originality with reliable performance, bolt-on upgrades like these are about as close as you get to cheating the clock on a truck that’s already survived three decades.

Are there customizable performance upgrade options for different uses of 1st Gen Cummins trucks?

Performance Upgrades for Every 1st Gen Use

Just as you’d expect with these old workhorses, the aftermarket has stepped up to offer a range of performance upgrades—each tailored to the way you actually use your truck. Whether your first-gen still pulls a trailer every weekend, sees daily stop-and-go, or is being built for the occasional show-and-shine, there are plenty of options available.

Here’s where things get interesting:

• Exhaust manifolds and turbos:Swapping to a high-flow exhaust manifold—think options from BD Dieselor ATS—can wake up exhaust flow, delivering stronger performance for towing or acceleration without sacrificing reliability. Many of these setups are robust enough to handle the demands of heavy use, resisting cracks even after years of heat cycling.
• Turbocharger upgrades:There’s a wide array of bolt-on turbos sized for everything from daily driving to sled pulling. You can opt for an upgraded Holset or make the jump to a BorgWarner S300 for higher boost, better spool, and improved longevity.
• Fuel system tweaks:Adjustable performance injectors and VE pump modifications are available for drivers looking to dial in just the right balance between fuel economy and power. There’s no shortage of options for those chasing better mileage or a bit more punch off the line.
• Tailored combinations:For some, a focus on reliability and fuel efficiency might mean sticking with mild upgrades, like a ceramic-coated manifold paired with a slightly larger turbo for lower EGTs and smoother towing. Others may chase horsepower with aggressive fueling and airflow mods—but both ends of the spectrum are supported by the current aftermarket.

The bottom line is, whether your D250 is a daily, a hauler, or a weekend cruiser, you’re not locked into a one-size-fits-all approach. There’s a performance recipe out there to match just about any need or driving style.

In what ways can these upgrades enhance durability and reliability for a 1st Gen Cummins?

Improving Durability and Reliability with Upgraded Manifolds and Turbochargers

If you’re aiming to keep your 1st Gen Cummins on the road for another few hundred thousand miles, carefully selected upgrades can truly move the needle—especially in the exhaust manifold and turbo departments. For example, swapping out the original cast iron manifold for a high-quality aftermarket option such as those from ATS Diesel or BD Diesel Performance offers several advantages. These replacement manifolds are cast with sturdier alloys, making them less susceptible to cracking caused by years of expansion and contraction. They also flow more exhaust gases and distribute heat more evenly across all cylinders, helping to prevent hot spots that lead to premature failures.

As for turbochargers, an upgraded unit designed for stock or lightly modified fuel systems—think BorgWarner or Holset replacements—can provide a longer service life than what the factory turbo might offer at high mileage. Modern aftermarket turbos incorporate improved bearing designs and more robust housings, reducing the risk of seal failure and shaft play, both notorious for sidelining otherwise healthy engines.

Beyond just longevity, these upgrades can mean cooler exhaust gas temperatures under load and more consistent boost, both of which lift strain from the engine when it’s being worked hard—whether that’s hauling a fifth-wheel or just surviving stop-and-go traffic. And when matched to the driving style—be it daily commuting or heavy towing—the result is a powertrain that runs cooler, breathes easier, and stands a far better chance of meeting the next milestone with minimal drama.

What performance upgrades are available for 1st Gen Cummins trucks?

Performance Upgrades for First-Gen Cummins Trucks

When it comes to bringing a little more pep—and resilience—to a first-gen Cummins, there’s no shortage of aftermarket parts that can breathe new life into these already-stout machines. Owners often kick things off by swapping out the factory exhaust manifold for a high-flow unit, with options from ATS, BD Diesel, and Tork Teknology, among others. These manifolds are built to resist cracking (a common issue for originals at this age) and promote better exhaust flow, which helps keep EGTs manageable and provides a slight bump in both horsepower and torque—noticeable especially if there’s towing or hauling in the cards.

A popular companion upgrade is a performance turbocharger. Many stick with a fixed-geometry Holset replacement, but those looking for more grunt might opt for an aftermarket unit from BorgWarner or Garrett. These turbos spool quickly, offer improved boost control, and are built to handle the abuse of daily use or the occasional trip with a loaded trailer in tow.

Beyond air management, upgraded injectors and a reconditioned or performance-tuned VE pump from trusted shops like DAP or Scheid Diesel can further enhance throttle response and power delivery—though it’s wise to keep reliability in mind, especially if you’re racking up miles like Tyler.

Cooling upgrades (think larger intercoolers or radiator fans) and more robust transmission components are also common to ensure the drivetrain keeps up with added power. With the right set of parts—and the ever-important regular maintenance—these trucks can be coaxed into delivering even more durability, efficiency, and capability without sacrificing the character that made them legends in the first place.

How do performance upgrades affect fuel efficiency and emissions on a 1st Gen Cummins?

Fuel Economy and Emissions: What Really Changes?

When it comes to performance upgrades on a first-gen Cummins, it’s not always a one-way street to more power at the expense of fuel economy. In fact, Tyler’s experience (and the mountain of receipts to prove it) is pretty telling—moderate, well-chosen upgrades can actually help these trucks sip fuel more efficiently.

Take, for example, the upgrades under Tyler’s hood. While nothing too wild has been added, keeping things in solid mechanical shape—fresh injectors, clean air filters, maintaining factory boost levels with the trusty Holset WH1C—can play a big part in maintaining or even improving miles per gallon. The original Bosch VE pump, if kept healthy and properly timed, delivers fuel with enough precision that you’re not just dumping diesel unburned out the tailpipe.

As for emissions, newer technology from brands like BD Diesel or Banks offers performance parts (think turbo housings or electronic modules) that are designed to clean up the burn, reducing haze and smoke—something early diesels were never shy about. Routine upgrades such as ensuring clean fuel injectors, properly functioning EGT gauges, and unrestrictive exhaust can go a long way toward lowering visible emissions without turning the engine into an oil-sipping slug.

Bottom line? If you’re methodical—avoiding the temptation for massive fuel delivery or oversized turbos—a first-gen Cummins can have its cake and eat it, too: a touch more power, solid reliability, respectable fuel mileage, and much cleaner running than back in the showroom days.

One of the biggest things Tyler point out about the first-gen is that everything still works. The factory A/C system, overdrive switch on the dash, the power windows, power door locks, and even the power mirrors still function perfectly.

How can upgrading a 1st Gen Cummins improve towing, horsepower, and torque?

Refining Power and Towing with Upgrades

If there’s one thing first-gen Cummins owners come to appreciate, it’s that these trucks thrive on smart, thoughtful upgrades. Swapping out the factory exhaust manifold for an aftermarket piece—think trusted names like BD Dieselor Banks—can open the door to improved exhaust flow. The gains aren’t just marketing bluster, either. With better scavenging, you’ll notice stronger throttle response and more available torque, especially when the bed’s loaded or a trailer’s hooked up.

For those looking to squeeze a bit more out of the powerplant, a modern, fixed-geometry turbo such as a HolsetHX35 or even a BorgWarner S300 series can be a wise move. These turbos tend to spool quicker and run cooler, which means more reliable power delivery under load—exactly what you want when tackling grades with a heavy haul or merging onto the highway with confidence.

A few key benefits you might notice:

• Smoother, more consistent towing thanks to better low-end torque.
• Increased horsepower translates into snappier acceleration, even with a couple tons behind you.
• Upgraded manifolds and turbos are built to handle the heat, reducing the likelihood of fatigue cracks or failures that can sideline a hard-working truck.
• With the enhanced airflow and more efficient combustion, some owners even report modest improvements in fuel economy—every bit counts on long trips.

As with any upgrades, matching components to your driving style—whether it’s daily commutes, regular towing, or both—ensures the mods work in your favor without sacrificing reliability. And, just like Tyler’s carefully chosen factory options, investing in the right upgrades can help your first-gen Cummins remain a dependable workhorse for miles to come.

What makes the 1st Gen Cummins trucks notable in diesel truck history?

“They rust out, fall apart and the Cummins under the hood outlasts the rest of the truck. How many times have you heard those jabs directed at first-gen trucks over the years? While some of that criticism may be warranted, it certainly can’t be applied to all ’89-’93 Dodges. Meet Tyler Turay’s ’93 D250 Club Cab, for example. His mint-condition ¾-ton Dodge sports a rust-free body and chassis, features a 6BT 5.9L that’s never been tampered with, and has 620,000 miles on the odometer. Despite its age and mileage, it’s essentially been trapped in time, thanks in large part to the original owner’s strict maintenance regimens, an uncompromising adherence to OEM replacement parts, cross-country driving style, and general avoidance of salt and humidity.

The Legendary First Gen

The 1st generation Cummins, often called the “1st Gen,” represents a legendary era in diesel truck history. Produced from 1989 to 1993, these trucks earned their reputation for robust construction, reliability, and impressive towing capabilities. Powered by the iconic 5.9L Cummins turbo diesel engine, first-gens are revered by enthusiasts for their unmatched durability and longevity. Tyler’s truck is a prime example: a survivor that bucks the stereotypes and stands as a testament to what these trucks can truly endure when cared for properly.”

What is a 1st Gen Cummins truck?

They rust out, fall apart and the Cummins under the hood outlasts the rest of the truck. How many times have you heard those jabs directed at first-gen trucks over the years? While some of that criticism may be warranted, it certainly can’t be applied to all ’89-’93 Dodges. Meet Tyler Turay’s ’93 D250 Club Cab, for example. His mint-condition ¾-ton Dodge sports a rust-free body and chassis, features a 6BT 5.9L that’s never been tampered with, and has 620,000 miles on the odometer. Despite its age and mileage, it’s essentially been trapped in time, thanks in large part to the original owner’s strict maintenance regimens, an uncompromising adherence to OEM replacement parts, cross-country driving style, and general avoidance of salt and humidity.

The 1st Gen Cummins Legacy

The first-generation Dodge trucks equipped with the 5.9L Cummins—affectionately known as the “1st Gen”—represent a legendary chapter in diesel truck history. Produced from 1989 to 1993, these rigs earned their reputation for robust construction, unmatched reliability, and impressive towing abilities. The heart and soul, of course, is that iconic Cummins turbo diesel engine, which has made believers out of skeptics and helped these trucks become the stuff of enthusiast folklore. Whether you’re a seasoned diesel aficionado or just dipping your toes into the world of classic American trucks, the 1st Gen Cummins stands tall as a testament to durability and engineering done right. Tyler’s survivor D250 is living proof that, with the right care, these trucks can not only last—they can outshine just about anything the road throws at them.

What are the distinguishing features or characteristics of a 1st Gen Cummins truck?

They rust out, fall apart and the Cummins under the hood outlasts the rest of the truck. How many times have you heard those jabs directed at first-gen trucks over the years? While some of that criticism may be warranted, it certainly can’t be applied to all ’89-’93 Dodges. Meet Tyler Turay’s ’93 D250 Club Cab, for example. His mint-condition ¾-ton Dodge sports a rust-free body and chassis, features a 6BT 5.9L that’s never been tampered with, and has 620,000 miles on the odometer. Despite its age and mileage, it’s essentially been trapped in time, thanks in large part to the original owner’s strict maintenance regimens, an uncompromising adherence to OEM replacement parts, cross-country driving style, and general avoidance of salt and humidity.

Is It a First-Gen Cummins? What Sets Them Apart

For those wondering if their truck shares this legendary DNA, there are a handful of telltale signs that define a first-generation Cummins:

• Model Years:Produced from 1989 to 1993, these trucks fall into the “first-gen” camp if your VIN lands in that window.
• Engine:Peek under the hood and you should see the iconic 5.9L Cummins turbo diesel — a big, iron workhorse that became the stuff of legend for its longevity and torque.
• Body Style:The unmistakable square body lines, topped off with rectangular headlights and a bold, no-nonsense front end, make these trucks stand out in any parking lot.
• Badging:Look for “Cummins Turbo Diesel” or “5.9L Turbo Diesel” emblems, usually planted proudly on the fenders or tailgate.

’s service records show that the factory Bosch VE injection pump was rebuilt years ago, but the pump’s tamper-proof cover shows no signs of removal—which suggests that no one has attempted to access the maximum fuel screw to turn things up. The engine’s easy start-ups in cold weather also indicate that factory timing is still in the mix, and that the grid heater works flawlessly. Although the injectors were pop-tested at the same time the VE was overhauled, there is no indication that they were rebuilt.

You would never guess this 5.9L Cummins had 620,000 miles on it. Despite the usual wear items every engine has (water pump, thermostat, alternator, etc.), this 12-valve 6BT has gone completely untouched other than for regular valve adjustments. The one item Tyler has had to replace is the belt tensioner, which he believed was installed incorrectly before he got his hands on the truck. The green valve cover gaskets indicate Fel-Pro units were used during someone’s last trip under the individual valve covers (presumably to run the valves).

Despite the VE pump’s solid reliability over the years, the truck’s low-idle rpm issue was traced back to its throttle linkage, which after nearly 30 years had simply worn out. It was here, at LinCo Diesel Performance, where Tyler got his first look at the truck. A short while later, he owned it. The cleanest high-mile first-gen he’d ever laid eyes on literally fell right into his lap.

One component that’s been every bit as sound as the Cummins power plant itself is the Holset WH1C. To Tyler’s knowledge, the fixed geometry turbo has never been removed from the exhaust manifold. Without a doubt, operating at the stock boost level (18-psi max), seeing regular oil changes, and benefitting from always having a fresh air filter upwind of it helped keep it alive the past 29 years.

Many don’t even know that first-gen’s left the factory with this heat shield positioned between the turbo downpipe and firewall. The reason(s) you don’t usually find them anymore are due to the rivets or the pinch welds failing (due to rust, age, vibration, or all of the above), or the simple fact that a different exhaust system has been added.

Even though power hasn’t been pushed beyond the factory 160-hp and 400 lb-ft rating, the truck was treated to two reman A518 automatics prior to Tyler taking over ownership. Then shortly after obtaining the truck, the converter let go. Upon teardown, Tyler realized a simple converter replacement would’ve kept him driving, but he used it as an opportunity to beef things up a bit. First, a low-stall, non-lockup converter from Sun Coast got the call. From there, Raybestos stage 1 clutches went in, with nine used in the overdrive pack (vs. The factory five) and five direct clutches going back in (vs. Four clutches, stock). Further upgrades entailed a Raybestos second gear band and a billet second gear accumulator piston.

As a D250, overload leaf springs wouldn’t have been standard equipment, so the original owner ordered his with them (perhaps because he knew that he would always have something in the bed). Another heavy-duty factory add-on came in the form of an external auxiliary transmission cooler, complete with a fan and mounted up under the bed.

It’s not the Dana 80 that became an option on ¾-ton second-gen’s, but the factory rear Dana 70 proved more than enough to handle this first-gen’s workload for the first 620,000 miles. The 10.54-inch diameter ring gear ‘70 is equipped with a highway-friendly 3.54:1 axle ratio.

Here’s something you don’t see every day: an original first-gen dash that isn’t cracked and something other than a bench seat. Both the dash and passenger seat are immaculate, as is the factory center console and flooring. In addition to never having a fifth wheel or gooseneck hitch installed in the bed, it also appears that the original owner had very few passengers along for this cross-country drives.

There’s no aftermarket or custom rear bench seat in this Club Cab, but it’s pretty clear the jump seats have rarely ever been used. It’s a long way from fifth-gen status, but (once again) is a great reminder of just how well preserved this truck is.

As far as fuel economy is concerned, Tyler reports seeing upper teens regularly. And while his best tank to date hand-calculated out to 19.5-mpg, he believes 20-mpg is easily possible on the highway, and under the right conditions.

One of the biggest things Tyler point out about the first-gen is that everything still works. The factory A/C system, overdrive switch on the dash, the power windows, power door locks, and even the power mirrors still function perfectly.

The heap of service records and receipts that came with the truck revealed that it had been repainted back in 2012, most likely on account of the Arizona sunshine. A stickler for preventative maintenance, the original owner had invoices totaling more than $20,000, having replaced things like ball joints, tie-rod ends, and brakes long before they were due. However, those kinds of preemptive measures are the reason the truck is still on the road, still driving straight, and still functioning flawlessly in every respect almost 30 years after it rolled off the assembly line.

The miles rack up fast when your truck is your primary means of earning a living. Such was the case for the truck’s original owner. After purchasing the ’93 D250 brand-new, more than 101,000 miles were accumulated in just the first 11 months alone. The reason? The first-gen was used in a hot-shot operation where anything that fit in its 8-foot bed would be hauled anywhere in the country. This meant the first-gen saw a ton of highway miles, usually operated well below GVWR, and spent very little time hooked to a trailer.

Things like this usually peel off over time. Not the case here. Every single under hood label is still intact, including the belt routing diagram shown, the jack usage and storage sticker, and the A/C system warning. Even the original label on the core support is still present.

What years were 1st Gen Cummins trucks manufactured?

“They rust out, fall apart and the Cummins under the hood outlasts the rest of the truck. How many times have you heard those jabs directed at first-gen trucks over the years? While some of that criticism may be warranted, it certainly can’t be applied to all ’89-’93 Dodges.

It’s worth remembering that 1st Gen Cummins trucks were produced from 1989 to 1993. Despite their reputation for being tough as nails, age and miles have left most of these trucks with more stories than paint. Still, as with any legend, there are always a few standouts that defy the odds—rolling testaments to what happens when meticulous care meets a rock-solid powerplant.”