S472 Turbo for 5.9L Cummins: 72mm S400 Specs, Spool & Fitment

If you're building a high-horsepower 5.9L Cummins and working through the S400 family, the S472 turbo is the size that keeps coming up — and for good reason. It sits in the sweet spot of the lineup: more top-end flow than the S467 without the heavier spool demands of the S475, all within the proven S400 large frame. This page is a dedicated deep dive on the S472 specifically — its specs, horsepower range, spool characteristics, compound fitment, and the precise hardware details that separate a clean install from a frustrating one.

For broader context on the S400 family as a whole, see the BSI S400 turbo guide. For Cummins-specific application notes across the full S400 range, visit the S400 turbo for Cummins page. This page focuses on what makes the S472 its own conversation.

What Is an S472 Turbo?

The S472 turbo is a BorgWarner S400-frame turbocharger built around a 72 mm compressor inducer. Within the S400 family, the naming convention follows the compressor inducer diameter, so the "72" in S472 is the defining measurement — it tells you both the frame and the compressor size in a single number. That clarity matters when you're comparing options across the S467, S472, and S475 within the same large-frame family.

The S400 frame is BorgWarner's large-frame platform, designed for high-flow, high-horsepower diesel applications. The S472 lives within that platform and inherits its robust construction, interchangeable housing options, and established fitment ecosystem — which is a meaningful advantage when you're sourcing oil drain hardware, turbine housings, and exhaust outlet components.

What the "S472" designation does not tell you on its own is the exact turbine wheel size, the precise inducer-to-exducer ratio, or blade count. Those details vary by configuration and are not fully confirmed in public BorgWarner documentation. More on that in the spec verification section below.

S472 Turbo Specs at a Glance

The following reflects confirmed and researched data for the S472. Where geometry details remain unconfirmed, they are noted as such rather than estimated.

Specification	Detail
Frame	S400 (large frame)
Compressor inducer	72 mm
Realistic power range	995–1,110 HP crank
Common engine application	5.9L Cummins 12-valve and 24-valve
Common use case	High-horsepower single or atmospheric charger in compound setups
Oil drain bolt centre	50.8 mm (2.00") — large frame
Oil drain port	12AN
T4 exhaust outlet	4.62" (117 mm) half marmon
T6 exhaust outlet	5.75" (146 mm) full marmon

S472 turbo specs note: Exact compressor and turbine wheel inducer/exducer combinations and blade counts vary by configuration and are not confirmed in public BorgWarner data. Verify your specific unit's configuration before sourcing mating hardware or compressor maps.

Why the S472 Turbo Works on a 5.9L Cummins

The S472 turbo on a 5.9L Cummins has earned its reputation for a straightforward reason: the displacement and common fuel-system upgrades on the 5.9L create conditions where the S472's 72 mm compressor can be used efficiently across a meaningful power range without overwhelming the engine's exhaust signal.

The 5.9L Cummins, whether 12-valve or 24-valve, typically operates in a peak RPM range of roughly 2,800–3,200 rpm. That relatively narrow, torque-forward powerband means spool behaviour matters a great deal — a turbo that doesn't come alive until 3,200 rpm on a 5.9L is a turbo that isn't useful for most of the power stroke. The S472 addresses this better than the S475 for many builds, while still providing the flow headroom that separates it from the S467.

The fuel system is the other key variable. The three most common 5.9L Cummins fuel platforms — the mechanical P7100 injection pump on 12-valve engines, the VP44 electronic pump on early 24-valve engines, and the common-rail system on later 24-valves — each bring different fuelling capacity to the table. A P7100 with aggressive cam and delivery valve work, a modified VP44, or a common-rail system with injector and ECM upgrades can all support the airflow the S472 is capable of moving. The turbo works within these ecosystems, not independent of them.

The result is that the s472 turbo 5.9 cummins pairing appears across the spectrum: in purpose-built sled pull trucks, in street trucks chasing quadruple-digit horsepower, and as the atmospheric charger in compound arrangements where the 5.9L needs two turbos working in series to reach extreme boost levels.

Street-Driven 5.9L Cummins Fit

For a street-driven 5.9L Cummins, the S472 is a capable but not effortless choice. It is not the fastest-spooling option in the S400 family — that would be the S467 — but for a build that is already making meaningful fuel and supporting system upgrades, the S472 offers a reasonable balance between low-end response and top-end airflow capacity.

The right turbine housing selection, proper intercooling, and build-appropriate tuning all affect how the S472 feels on a street truck. A tighter A/R housing will get the turbo into its efficiency range earlier. A looser housing will sacrifice some initial response in exchange for better exhaust flow at higher power levels. Neither option is universally correct — it depends on what the truck is doing and how often.

The honest framing for a street truck builder: the S472 is an aggressive choice that rewards a properly supported build. If the rest of the system is built around it, it can drive well. If the fuel, intercooling, and tuning aren't dialled in, the size will work against you.

12-Valve vs 24-Valve Considerations

Both the 5.9L 12-valve and 24-valve platforms use the S472 regularly, and the turbo itself doesn't distinguish between them — the compressor and turbine are the same. What differs is the fuel system, the ECM strategy (or lack thereof, in the case of the mechanical 12-valve), and the overall build approach.

On a 12-valve with a P7100 pump, the fuel delivery is mechanical and the builder has direct control over timing and delivery quantity through pump modifications. On a 24-valve VP44 or common-rail engine, fuelling is electronically managed and the upgrade path involves tuning, injectors, and sometimes CP3 or lift pump modifications.

In both cases, the S472 becomes a viable option when the fuel system has been upgraded to support the airflow the 72 mm compressor can move. Neither platform is inherently better suited to the S472 at a hardware level — the deciding factor is how far the builder has taken the fuel system and what horsepower target they're working toward.

S472 Turbo Horsepower Range

The S472 turbo horsepower range that BSI works from is 995–1,110 HP at the crank. This is not a marketing ceiling or a forum estimate — it reflects a realistic operating band for the S472 on builds where the supporting hardware is appropriate for the turbo's flow capacity.

Numbers above this range exist in online discussions, but they frequently reflect setups where turbo specifications, fuel systems, or measurement methods aren't fully documented. Numbers below this range are equally possible, and are the more common result when the fuel, intercooling, tuning, or turbine housing selection isn't optimised for the S472's flow capability. The 995–1,110 HP crank band is the honest answer for what a properly supported 5.9L Cummins build can expect from this compressor.

Actual results will always depend on the specific engine configuration. Turbine housing A/R, fuel system capacity, intercooler efficiency, tuning calibration, and whether the S472 is running as a single or in a compound arrangement all influence where a given build lands within — or outside — this range.

Single-Turbo Power Expectations

As a standalone single turbo on a 5.9L Cummins, the S472 is positioned at the upper end of what the displacement and typical supporting hardware can support. It can move enough air to reach the top of the 995–1,110 HP crank range on a well-built engine, and it does so while maintaining spool characteristics that are more manageable than the S475 on a 5.9L.

The key phrase is "well-built engine." A single S472 working at its upper flow range is demanding the fuel, intercooling, and heat management of a serious build. For a street-driven application, the more common experience is running the S472 within its efficiency island — which may be in the 900–1,050 HP range depending on the setup — rather than pushing to the absolute ceiling.

The turbo does offer strong top-end airflow relative to its spool characteristics. That's the argument for choosing it as a single over the S467: the additional flow headroom is there when the fuel system and tuning can use it.

Compound-Turbo Power Expectations

The S472 also appears frequently as the atmospheric (large) charger in compound turbo arrangements. In this role, it is working in series with a smaller high-pressure turbo, and the combined system can produce boost levels and power figures that exceed what either turbo could achieve alone.

Compound performance is system-specific. The total output depends on how well the two turbos are pressure-ratio matched, how the exhaust flow is managed between stages, and how the tune accounts for the compound's behaviour across the RPM range. No generic compound boost target applies here — the right numbers come from working with the specific high-pressure turbo, the engine's displacement and fuelling, and a tuner familiar with compound systems.

The S472 brings its 72 mm compressor and S400-frame flow capacity to this arrangement, which is why it's a popular atmospheric charger choice for 5.9L builds targeting well beyond the single-turbo ceiling.

S472 vs S467 vs S475: Spool and Flow Comparison

Understanding where the S472 sits in the S400 lineup requires a direct look at its two nearest neighbours. S472 vs S475 and S472 vs S467 are the comparisons that come up most often, and they're worth addressing with more precision than "bigger is slower."

The fundamental relationship is straightforward: a smaller compressor inducer spools faster because the engine's exhaust signal has less wheel mass and blade area to accelerate. A larger compressor inducer moves more air at peak flow but takes more exhaust energy to get there. The S472 sits between the S467 and S475 on both axes — it spools faster than the S475 and slower than the S467, and it flows more air than the S467 and less than the S475.

That middle-ground position is exactly why the S472 gets specified so often for 5.9L Cummins builds. The S467 can run out of flow ceiling before the fuel system does on a serious build, and the S475 can demand more exhaust signal than a 5.9L comfortably provides without extreme supporting modifications. The S472 is the answer when the build has outgrown the S467 but doesn't have the exhaust volume to wake up an S475 at a useful point in the RPM range.

S472 vs S467

The S467 uses a smaller compressor inducer and, as a result, spools noticeably faster on a 5.9L Cummins. For a street-driven truck, this can translate to a more responsive feel in everyday driving. The tradeoff is flow ceiling — the S467's smaller compressor will reach its efficiency limits at a lower air mass flow rate than the S472.

For builders who have maximised the S467's flow range and are still leaving fuel on the table, the S472 is the logical next step. It brings more top-end airflow capacity without requiring the step up to S475 size, which carries its own spool and fitment implications. The decision point is typically when the build's fuel system and power goals have genuinely outpaced what the S467 can support in its efficiency island.

S472 vs S475

The S475 carries a larger compressor inducer and offers meaningfully more flow potential at the top of the RPM range. For builds where the 5.9L is pushing toward or beyond the upper end of what a single S472 can support, the S475 represents the next step in the S400 family.

The practical difference on a 5.9L Cummins is that the S475 typically takes longer to spool than the S472 on the same engine. That slower response can affect street drivability and low-RPM pulling characteristics, which matters for trucks that are driven regularly rather than only at the track.

The S472 is generally the more balanced option for street-driven high-horsepower 5.9L builds in the 995–1,110 HP crank range. Builders who are firmly targeting competition-only output and have built the engine and fuel system to match may find the S475's additional ceiling worth the tradeoff in response. For most builds in the S472's power range, the 72 mm compressor is the right tool.

Choosing an S472 Turbo for Compound Setups

The S472 compound configuration is one of the most common advanced applications for this turbo on a 5.9L Cummins. Understanding its role in a compound system — and the fitment implications that come with it — is essential before committing to this arrangement.

In a compound setup, the S472 functions as the atmospheric or top charger: the larger turbo that draws atmospheric air, compresses it, and delivers it to a smaller high-pressure turbo for a second stage of compression before the charge air enters the engine. The two turbos work in series rather than in parallel, which allows the system to achieve pressure ratios and air mass flow rates that neither turbo could reach alone.

The compound configuration demands more planning than a single-turbo install. Oil drain routing, exhaust plumbing clearances, and pressure-ratio matching between the two turbos all require careful consideration. These are manageable challenges, but they need to be worked through before hardware is ordered.

Atmospheric Charger Role

As the atmospheric charger, the S472 is the first turbo in the compression chain. Exhaust gases from the engine drive the S472's turbine, which spins the 72 mm compressor wheel to draw in and compress ambient air. That pre-compressed air is then delivered to the inlet of the high-pressure turbo, which compresses it further before it reaches the intercooler and intake manifold.

The S472 in this role should be sized so that its compressor is operating within its efficiency island at the pressure ratio it's contributing to the system. Running the S472 at or beyond the edge of its map will produce heat rather than usable boost, which works against the intercooler and the high-pressure turbo. Keeping the S472 in its efficiency range is the fundamental goal of compound matching.

Pressure-Ratio Matching

Getting the pressure ratios right between the S472 and its high-pressure turbo partner is engineering work, not guesswork. The specific pressure targets depend on the engine's displacement, its RPM range, the fuel system's output, the exhaust flow characteristics, and the compressor map of the high-pressure turbo.

There is no universal pressure-ratio split that applies to all S472 compound builds. A 5.9L with a P7100 pump and a built 12-valve engine will have different requirements than a common-rail 24-valve with similar power targets. The matching should be done — or at minimum reviewed — by a tuner or builder with compound-specific experience, using the actual compressor maps for both turbos.

What can be stated generally: the S472's 72 mm compressor and S400-frame flow capacity make it well-suited as the atmospheric charger for 5.9L compound builds targeting serious horsepower. The turbo has the capacity to pre-compress enough air for the high-pressure turbo to do meaningful work. Getting that split right is what separates a compound that performs from one that runs hot and inconsistently.

Drain Routing in Compounds

One of the most common practical questions from builders doing a 5.9L compound with an S472 is drain routing: "Will a 12AN drain clear both turbos without hitting the downpipe?" It's a real concern, and the answer depends on exactly how the turbos are positioned and what drain length is selected.

In a compound arrangement, the S472 sits above or upstream of the high-pressure turbo, and both turbos need dedicated oil drain lines returning to the sump. The addition of the second turbo and its plumbing creates clearance constraints that don't exist in a single-turbo install. The S472's drain line needs to clear the high-pressure turbo's body, its own inlet and outlet plumbing, and the downpipe — all without kinking or running at an angle that restricts gravity-fed drain flow.

Drain length selection — covered in the fitment section below — is the practical tool for managing this. Choosing the right length before ordering avoids the frustration of receiving hardware that doesn't clear the adjacent components in the bay.

Turbine Housing Guidance for an S472 on a 5.9 Cummins

For the S472 at its stated power range, the researched A/R guidance points to 1.00–1.25 A/R for the turbine housing. This range accommodates both street-biased and higher-flow competition builds without claiming a single correct answer for every application.

The A/R ratio describes the relationship between the area of the turbine housing's scroll at the turbine wheel entry and the radius from the turbo centreline to the centroid of that area. A lower A/R number produces a smaller, tighter scroll that creates higher exhaust gas velocity at the turbine wheel. That higher velocity gets the turbine spinning sooner, improving spool at the cost of increased exhaust backpressure at higher flow rates. A higher A/R number opens up the scroll for better exhaust throughput at elevated power levels, reducing backpressure but requiring more exhaust signal to reach peak turbine speed.

For the S472 on a 5.9L Cummins, a tighter housing in the 1.00–1.10 A/R range will favour quicker spool for street use. A housing toward the 1.25 A/R end suits builds that prioritise top-end power and are already producing the exhaust volume to use it. The right selection is application-specific.

T4 vs T6 Turbine Housing

The turbine housing bolt pattern — T4 or T6 — determines how the housing attaches to the turbine inlet. Bolt pattern is the correct term for T4 and T6 turbine inlet flanges, inlet gaskets, and turbine housings. Do not apply the term "bolt centre" to these flanges — bolt centre is reserved for oil drain flanges.

T4 housings use a four-bolt pattern and are the more common choice for street and street/strip 5.9L builds. They offer straightforward fitment with a wide selection of exhaust manifolds and are available across the 1.00–1.25 A/R range relevant to the S472. T4 also naturally produces higher exhaust velocity through its smaller inlet area, which supports spool on the 5.9L's exhaust signal.

T6 housings use a six-bolt pattern and are the preferred choice for higher-flow setups where exhaust backpressure becomes a limiting factor. The larger inlet area reduces restriction at elevated power levels. T6 housings are more common in competition builds where peak flow is prioritised over street manners. For a dual-purpose 5.9L truck, T4 is typically the starting point; T6 becomes relevant when the build has progressed to a point where T4 backpressure is measurably limiting performance.

Exhaust outlet fitment is covered in the fitment section below, and it differs between T4 and T6 configurations.

Best A/R for S472 Compounds

In a compound setup, the S472's turbine housing selection is influenced by additional variables: the high-pressure turbo's inlet requirements, the exhaust routing between the two turbos, and how the overall system is intended to behave across the RPM range.

The 1.00–1.25 A/R range remains applicable to the S472 in compound use, but where within that range to land depends on the full system. A tighter housing on the S472 will drive more exhaust energy into the turbine earlier, which can help spool the compound system faster. A looser housing may suit high-flow compound builds where the S472 is operating at elevated exhaust mass flow for extended periods.

This is another area where the specifics require the complete system context — the high-pressure turbo model, the exhaust crossover design, the engine's RPM range, and the intended use. No single A/R can be recommended across all S472 compound configurations without that information.

S400-Frame Fitment Notes for the S472 Turbo

This section contains the precise fitment details that separate a correct S472 install from one that leaks oil, fails to drain properly, or requires a return trip to the parts shelf. These specifications apply to the S472 because it is an S400-frame turbo, and getting them right matters before hardware is ordered.

Oil Drain Bolt Centre and Frame Size

S400-frame turbos are large frame: oil drain bolt centre 50.8 mm (2.00"). Always use the term "bolt centre" for drain flanges — not bolt circle, not bolt pattern. Those terms apply to other flange types. For oil drain flanges, bolt centre is the correct measurement.

The measurement that trips up many builders is the difference between the S400 large frame and mid-frame turbos — a separate frame class, not an S400 variant. Mid-frame turbos use a 50 mm (1.97") bolt centre. That is a difference of only 0.8 mm — approximately 1/32" — between the two. Looking at the flange by eye will not reliably distinguish between them. Attempting to fit a mid-frame drain gasket to a large-frame turbo will result in a leak, and vice versa.

Measure with calipers before ordering drain hardware. If you're sourcing a drain flange, gasket, or adapter and you're not certain whether your turbo is large frame or mid frame, measure the bolt centre. It takes two minutes and prevents an expensive mistake. The S472 is a large-frame S400, so its oil drain bolt centre should measure 50.8 mm (2.00"). If your measurement doesn't confirm that, investigate the specific unit before proceeding.

Correct S400 Oil Drain Port Size

The S472's oil drain port is 12AN. 10AN is undersized for an S400-frame turbo and should not be used.

The S400 frame's oil drain port is sized for 12AN because the large-frame turbo produces oil flow volumes that require the larger line to drain adequately. An undersized drain line creates backpressure in the bearing housing, which can cause oil to be pushed past the seals — a condition that leads to oil consumption, smoke, and bearing damage over time.

This is a common forum-sourced confusion point. Some builders assume that a 10AN drain line is acceptable because it's worked on smaller turbos. On an S400-frame turbo, including the S472, it is not. Use 12AN drain hardware, sized and routed appropriately, and the turbo's drain system will function as designed.

Drain Length for S472 Single and Compound Setups

S400 drain lengths are available in 35 mm (1.38"), 65 mm (2.56"), and 100 mm (3.94"). Drain length is an independent clearance specification — it is separate from bolt centre and separate from port size.

Drain length determines how far the drain port extends from the turbo's bearing housing before transitioning to the drain line. Choosing the right length is purely about physical clearance in the specific installation — it does not affect the bolt centre measurement (50.8 mm for the large-frame S400) and it does not change the 12AN port requirement. All three measurements are independent and each needs to be correct.

For a single-turbo S472 install, drain length selection is relatively straightforward: choose the length that allows the drain line to run downward to the sump without kinking, binding against the engine block, or contacting the downpipe or exhaust manifold.

For a compound setup, drain length becomes a more critical decision. With the S472 positioned above or adjacent to the high-pressure turbo, the drain from the S472 needs to clear the high-pressure turbo body, its own inlet and outlet plumbing, and the exhaust connections between them. A drain extension that is too short may force the drain line into an awkward angle or direct contact with adjacent components. One that is too long may interfere with the high-pressure turbo's plumbing on the other side.

The real-world question — "Recommended drain length when the S472 sits above an S362 or similar high-pressure turbo?" — doesn't have a universal answer because turbo positioning varies by manifold, engine, and build design. The approach is to mock up the compound installation before finalising drain hardware, confirm clearances with the chosen high-pressure turbo in place, and then select the drain length that allows a clean, downward path to the drain return.

S400 Exhaust Outlet Fitment

The S472's exhaust outlet fitment depends on which turbine housing configuration — T4 or T6 — is fitted to the turbo.

• S400 T4 exhaust outlet: 4.62" (117 mm) half marmon
• S400 T6 exhaust outlet: 5.75" (146 mm) full marmon, clamp 99502-0588

These are the correct outlet specifications for S400-frame turbos. Confirm which housing configuration your S472 carries before sourcing exhaust outlet clamps, V-band connectors, or downpipe adapters. A T4-housed S472 and a T6-housed S472 require different exhaust outlet hardware, and ordering for the wrong configuration means the exhaust won't connect properly to the downpipe or exhaust transition.

BorgWarner S472 Notes and Spec Uncertainty

The BorgWarner S472 sits within a product family that BorgWarner does not fully document in public-facing specification sheets at the individual model level. Public BorgWarner S400 documentation establishes the frame, general compressor map shapes, and product family context — but it does not confirm all exact wheel geometry for every specific S472 configuration.

This matters because some S472 listings online — including some competitor product pages — present compressor inducer, exducer, and blade-count specifications as confirmed values when they are not publicly verifiable from BorgWarner's documentation. BSI's position is to be transparent about what is confirmed and what should be verified before a purchase is finalised.

What Is Confirmed

The following specifications are confirmed for the S472:

• Frame: S400, large frame
• Compressor inducer: 72 mm
• Realistic power range: 995–1,110 HP crank (BSI pillar data)
• Oil drain bolt centre: 50.8 mm (2.00") — large frame
• Oil drain port: 12AN
• Exhaust outlet (T4): 4.62" (117 mm) half marmon
• Exhaust outlet (T6): 5.75" (146 mm) full marmon, clamp 99502-0588
• Common application: 5.9L Cummins 12-valve and 24-valve, single and compound setups

These are the specifications you can rely on for planning purposes and for sourcing compatible hardware.

What Should Be Verified Before Ordering

Before finalising an S472 purchase or ordering mating hardware, verify the following for your specific unit:

• Turbine housing A/R — confirm whether your application calls for 1.00, 1.10, 1.25, or another value within the guidance range
• T4 vs T6 turbine housing configuration — determines bolt pattern and exhaust outlet size
• Exhaust outlet style — half marmon vs full marmon, and the correct clamp specification
• Oil drain bolt centre — measure with calipers to confirm large frame (50.8 mm / 2.00")
• Drain length — confirm clearance in the specific installation, especially for compound setups
• Compressor and turbine wheel geometry — exact inducer/exducer ratios and blade counts for your unit should be confirmed with the supplier if compressor map matching is critical to the build

Not all S472 turbos on the market are built to identical specifications. Housing options, compressor cover configurations, and wheel variants exist within the S472 designation. Confirm your specific unit's configuration rather than assuming all S472 turbos are interchangeable.

Is an S472 Turbo Right for Your 5.9L Cummins?

The S472 turbo is well-suited to a specific type of 5.9L Cummins build. Understanding where it fits — and where a neighbouring size might serve better — makes the choice straightforward.

The S472 is a strong choice if your build looks like this:

• A 5.9L Cummins 12-valve or 24-valve with meaningful fuel system upgrades already in place
• A street-driven or dual-purpose truck targeting high horsepower while maintaining some spool characteristics
• A single-turbo build targeting the 995–1,110 HP crank range
• A compound setup where the S472 will serve as the atmospheric charger paired with a smaller high-pressure turbo
• A build where the S467 has been outgrown and the fuel system can support the S472's flow capacity

Consider a different size if:

• Your build prioritises spool and street response above top-end flow — the S467 will give you that with a smaller, faster-spooling compressor
• Your build is a competition-focused engine that has genuinely outgrown the S472's flow ceiling and needs the additional capacity of the S475, accepting the tradeoff in spool characteristics
• Your fuel system hasn't been upgraded to support the S472's airflow — running the turbo beyond the engine's fuel delivery capacity produces heat and smoke, not power

Before purchasing an S472, confirm the following with BSI:

• Turbine housing A/R and bolt pattern (T4 or T6) for your application
• Drain length that clears your install, particularly if running a compound setup
• Oil drain bolt centre measurement (50.8 mm / 2.00" for the S400 large frame) and 12AN port sizing
• Compound routing if the S472 is being used as an atmospheric charger

BSI offers North American fitment support with CAD pricing and US duties covered — reach out before ordering if you have questions about housing selection, drain hardware, or compound routing specific to your build.

For more on the S400 family: S400 Turbo Guide | S400 Turbo for Cummins

S472 Turbo FAQ

What size turbo is an S472?

The S472 is a BorgWarner S400-frame turbocharger with a 72 mm compressor inducer. The S400 is BorgWarner's large-frame diesel turbo platform, and the "72" in the S472 designation refers to the compressor inducer diameter. It is a large-frame turbo, not a mid-frame unit, which is an important distinction for oil drain fitment and hardware compatibility.

How much horsepower does an S472 turbo make on a 5.9 Cummins?

The realistic power range for an S472 on a properly built 5.9L Cummins is 995–1,110 HP at the crank. Actual results depend on the fuel system, turbine housing A/R, intercooling, tuning, and whether the turbo is running as a single or as the atmospheric charger in a compound setup. Builds that land within this range are those where the supporting hardware has been matched to the turbo's flow capacity.

Does an S472 spool faster than an S475?

Yes. The S472's 72 mm compressor inducer is smaller than the S475's, which means the engine's exhaust signal has less wheel mass to accelerate. The S472 typically spools faster than the S475 on a 5.9L Cummins. It spools slower than the S467, which has a smaller inducer still. The S472 sits in the middle of the S400 lineup — more top-end flow than the S467, faster response than the S475.

What A/R housing is best for an S472 compound setup?

The researched guidance for the S472 at its stated power range is 1.00–1.25 A/R. For compound setups, the right A/R depends on the high-pressure turbo selection, the exhaust routing between the two turbos, and the intended RPM range and use case. A tighter housing will spool the compound system faster; a looser housing will support higher exhaust flow at peak power. The correct answer for a specific compound build requires the full system context — there is no universal recommendation that applies across all configurations.

What oil drain size does an S400-frame S472 require?

The S472 requires a 12AN oil drain line. 10AN is undersized for any S400-frame turbo and should not be used. The S400 large-frame oil drain bolt centre is 50.8 mm (2.00") — always measured as bolt centre, not bolt circle or bolt pattern. Mid-frame turbos — a separate frame class — measure 50 mm (1.97"), a difference of only 0.8 mm (~1/32"), which is not reliably visible by eye. Measure with calipers before ordering drain flanges or gaskets to confirm large-frame fitment.