Many times customers ask about converting 1999 - 2007 Ford ® 5.4 and 6.8 trucks to a diesel due to the fact that they can be purchased reasonably, or they already have one and would like diesel power. There is not too much difficulty with this conversion, as these trucks will accept a diesel Super Duty intercooler without modification and the frame and transmission mounting is the same as the diesel versions. You should plan to drop the fuel tank and remove the electric fuel pump. This is explained further in the installation manual. Keep in mind that a new diesel exhaust system is recommended and a diesel radiator is also a good idea if you plan to do some considerable hauling.
It is recommended that a F-250 or heavier duty chassis be selected for 6-cylinder conversions, as the F-150 chassis is really too light duty to handle the power and weight of the 6-cylinder Cummins ®.
5.4 AND 6
INFORMATION FOR ALL 7.3L MODELS
The Super Duty ® 7.3L trucks are one of the easiest trucks to convert to Cummins ® power. No modifications to the firewall, core support, or floor pan are necessary. The stock radiator and intercooler can all be used as is with the Cummins engine, and the fan shroud works with minimal modifications.
When you buy Diesel Conversions ® parts we include year specific installation instructions. This includes wiring instructions for customers using the 12-Valve 6BT or the 1998½ - 2002 24-Valve Cummins engines, or if you would prefer, you can opt to have us do the bulk of the wiring work for you by sending in your 7.3L engine harness to be modified, as we do with the 2003 and newer Cummins engines.
FORD STANDARD TRANSMISSIONS
General information for all F-250, F-350, and F-Super Duty:
You will need to cut holes on your radiator support and also trim the back of your 80-91 grille to allow the intercooler to be installed. Some adjustment on your firewall and passenger side toe board with a large hammer to make some more room for the valve covers and exhaust is also necessary. This is explained in greater detail in our installation manual.
Diesel radiators are recommended for extra cooling capacity if your truck currently has a gas engine. Radiators that have X braces in between the radiator and the engine or any that are wider than 31” don’t work well in the conversion. You may consider swapping in a 96-97 Power Stroke ® radiator with the remote fill tank. These radiators have the hose connections on the same side as the Dodge ® radiators making them easier to connect to the Cummins ® engine. Diesel and Gas truck radiator suppor
GENERAL INFORMATION FOR ALL MODELS
Our kit is offered for 1967-1979 Ford ® 4x4 trucks only at this time. Some customers have used it in 2-wd trucks and had some challenges with clearance problems between the engine block and the twin I beam suspension brackets. You will need to do some cutting on your radiator support and also on your grille to allow the intercooler to be installed. Some minor modifications of your firewall to make some more room for the valve covers and exhaust is also necessary. Modifying the frame cross member just behind and under the radiator is also required for 6-cylinder Cummins ® conversions to allow the engine to sit lower in the frame. Trimming the back side of the grill an inch or two to properly fit the intercooler is also required. These modifications can be a challenge for some, but not too bad for most skilled mechanics.
Chevrolet Conversion Overview
KEY POINTS TO CONSIDER
- 4x4 trucks have taller tunnels than a 2WD truck
- 2WD trucks will need a body lift or tunnel modification (depending on transmission)
- Requires firewall modification to allow removal of #6 valve cover
- Need to bend the pinch weld where the tunnel meets the firewall for bell housing & exhaust clearance
- Crossmember under oil pan needs to be dropped 2 inches
- 5 and 6 speed manual transmissions don’t fit without additional modifications
Automatic transmissions in this era of truck do not make good conversion transmissions due to lack of overdrive and lock-up torque converter. Now is the time to upgrade. A 4L80 is a great option.
- 4 speed overdrive. Final ratio is .75
- Lock-up torque converter
- Requires an aftermarket transmission controller, s
To begin with, this won’t be an extensive overview as we just haven’t had the opportunity to explore all of the possible fitment options. We developed the transmission-to-transfer case adapter to leave the engine options as open as possible. Put in a 3.3 Cummins, a 5.0 Ford or a big electric motor—the limits are yours.
A LITTLE HISTORY
Land Rover brought the Range Rover to U.S. shores in 1986 (sales technically began in 1987), first with the LT 230 transfer case, a very stout gear driven center diff- locking full-time unit. In 1989 the chain driven Borg Warner 1361 transfer case was introduced and carried on until 1995 when the Range Rover “Classic” (and that model year had a one year only t-case) was retired. In 1994, just prior to the end of the Range Rovers twenty three year global run, Land Rover domestically released the Discovery I. Designed to fit between the ever more posh Range Rover and the utilitarian Defender (officially sold here in 1
Information for Conversions using the Common Rail Cummins Engine
Possible upgrades to 2003/2004 Cummins:
Customers using early Commonrails (2003/2004) for their conversion may wish to utilize 2006/2007 Cummins electronics (ECM, TIPM, engine harness, & Injectors). This allows for true drive-by-wire capability and greater engine tuning options. An upgrade such as this can be ideal for donor engines purchased without electronics or for customers looking for power improvements. DCS can then perform our harness service to match your engine connections to the vehicle of your choice.
For starters, turbo charged diesels are fairly simple in that they follow a general rule of thumb when it comes to performance: More Air + More fuel = More power. This is always true, but when it comes to practically using this power the air/fuel ratio comes into effect at some point. The most efficient burn of diesel fuel does not produce smoke, but since diesel needs a good amount of air to burn properly, and since fuel is needed to drive the turbo charger, a puff of smoke is often noticed- especially with performance combinations. Short bursts of power like sled pulling trucks can get away with more fuel than a truck pulling a long pass- since the exhaust temperatures are more manageable since the truck is shut down right after the few second pull. The point of all this is if you increase fuel, especially after a certian point- turbo upgrades are a must, unless you don't mind burned valves or pistons.
Check back for more- this article will be updated.
1989-1993 Cummins Performance Tips
Follow these links to good articles or you tube videos on fuel pin adjustments/replacements, smoke screw adjustments etc.
Bosch VE Injector Pump Governor Spring Swap
by Diesel Conversion Specialists
The 1989-1993 Cummins Bosch VE injector pump starts to drop off fuel as early as 2300 rpm and will pretty much stop at 2500 rpm- that's way too low for you guys with F-550's with 4.88 gears, and not exactly ideal for 3.73's either. For just $27.00 and a little technical surgery on the injector pump you can get up to 3200 rpm safely without changing valve springs.
Begin by removing any intercooler plumbing so that
Posted: October 15, 2020Categories: Driveline Information
ZF5 Manual Transmission- 1987-94 Rated for 420 ft./lbs. 1995-97 470 ft./lbs.
These transmissions work ok behind the Cummins, but the gas versions may have wider spacing in the gear ratios than the diesel versions. If you are planning on high performance upgrades, consider a 6 speed swap- as the Cummins will produce more torque than this transmission is rated for.
E4OD Automatic Transmission- Unless it’s a Bronco or a F-150, this is what your truck has now if it is a 4 speed automatic. Substantial grinding to the bottom of the bell housing is necessary to fit the 15.25" Dodge Cummins flexplate. You may want to strongly consider the use of a diesel version of the E4OD transmission. The diesel bell housing is larger and doesn't require the afore mentioned grinding to fit the flex plate.
We recommend that you have performance upgrades done to this transmission if you will be doing heavy towing or making performance upgrades to the Cummins e