My V10 F350 is a nice truck, but after my 1200 mile tow I have been considering a Cummins 6bt or preferrably an IH DT360 to install in my truck. Anyway, the firm reality has sunk in that we will be upgrading our TT to a larger TT or Fiver. The truck is in awesome shape, and is paid for, so it's not going any where any time soon.
I Found a complete Dodge truck with a solid running 6bt Cummins Turbo Diesel for a few grand in my local town. Its got about 150k on the motor. The truck is an 89-91 (can't remember). I could have this motor in my Dually for around 5k including purchasing the truck.
I've been researching this swap and have found that the Cummins to Super Duty has very strong aftermarket support, basically, it can be a bolt in swap with a kit from FordCummins or Destroked.
What appeals more to me is the IH DT360 from the late 80's to I think 93. I have found the the DT360 is dimensionally similar to the Cummins 6bt but it is MUCH stouter than the 6bt. The stock bottom end of a DT360 is good for 1000 plus HP. The STOCK head bolts and gaskets are good for 300 PSI... Basically, the DT360 or the Cummins 6bt are great choices for a Diesel Conversion but hands down the DT360 is stronger. The DT360 has a wet sleeve design and has "in frame" rebuild kits available from IH for relatively cheaply. Plus the DT360 can make big HP and TQ numbers relatively cheaply.
I have found the basic parts for either swap, the main parts needed is an adaptor plate and fly wheel to mount the r4100 and a 6.0 starter to either diesel, I will need a lower rpm stall converter (probably do a transmission rebuild at the time of the swap.) I will have to fabricate motor mounts for the DT360. I will also have to fabricate the mounts for the alternator and the AC compressor. I will have to use a stand alone controller for the Transmission. Another option would be to convert the truck to a manual instead of an automatic, but that probably will not happen. Oh, I will have to use electric fans for either motor, not enough room under the Super Duty to use a mechanical fan.
Any thoughts, preferences, etc... no brand wars, Cummins and IH are both extremely well made and respected manufacturers.
Anyway, not really a question, just sharing my thoughts on this.
Thanks!
TT: 1995 Layton 2910
Tow Vehicle: 1999 F-350, v10, 2wd, Crew Cab, Dually
Hitch: Draw-Tite Trunnion WD Hitch
Sway Control: Valley dual friction sway control
Brake Control: Tekonsha Voyager
"It's Kind of Fun To Do The Impossible"
~Walt Disney~
If it were me, I would ditch the 4R100 trans and use the NV4500 5 speed manual trans and matching 4wd transfer case that come behind the Cummins 12 valve B5.9 in Dodge trucks of those early years, '89-'98. That way, you have no engine to tranny adapting to do. You'll likely need to fabricate a new cross member to support the rear of the transmission in the Ford frame. Ford Cummins has the engine mounts and belt driven accessory mounts to fit the Cummins in the Ford truck.
A much easier and less expensive swap would be to use a '99-'03 7.3 diesel from another Ford truck. You can get the 5 speed ZF tranny to go with it and it's an all bolt-in swap using all Ford parts, most of which you can get from the donor truck.
Either way you go, you have to change the complete fuel and exhaust systems, since your current truck is gas. It would likely be cheaper and easier in the end to just sell your V10 truck and find another F350 7.3 diesel truck to replace it with. You can remove some of your chassis/suspension/hitch/interior mods from your current truck and swap them over to the new truck, assuming you buy a truck of a similar year as your current one ('99-'04).
bmanning wrote: Curious, is it the MPG or lack of power of the V10 that has you thinking about an engine swap?
My TT weighs in at about 6500 lbs fully loaded, however, I was also hauling a Golf Cart in the bed of the truck. The V10 was able to hold speed of 65 plus on any grade I traveled so power isn't really an issue. I did average about 7.5 MPG over 1200 miles, not great but not terrible considering the speed I was traveling. I am trying to think further down the line.
When I get a heavier trailer, I will probably not be holding many grades at 65... LOL..
The MPG gained by the Cummins or IH diesel would be a major plus....
The power potential from these engines are also a plus...
To add to SoCal's post instead of the NV4500 would be the 5600 6spd to bolt behind the big C. The 6spd has closer ratios (same first and od ratios) that help keep the short revving Cummins on the torque curve.
I would run the Cummins just for ease of parts locating, and I'm more familiar with it than the IH. The IH would be a near and different swap though.
One thought, do you have to deal with emissions inspections in your county? That would put a stop to installing an older engine in the later model truck.
2005 2500 Cummins/48RE/3.73, QCLB, 4wd, BigHorn, Edge Juice w/ CTS + Turbo Timer, ISSPro Oil and LP pressure gauges in cubby hole, GDP 20/2 filters on frame rail, Custom Diesel Steering Box Brace
'10 Forest River Shockwave Toy Hauler 21'
Honda EU3000I Genny
If it's the price of fuel, then do the numbers on the switch and then the
price differential projected out to the life you plan on
Betcha it's cheaper to just to pay fuel costs on the existing setup
Rarely does major work and it's price tag ever repay via increased MPG
I'd love to have a manual 5 or 6 speed, but now that my Sub is regulated to
weekend jaunts and vacation...not going to anytime soon. Ditto rebuilding the
7.4L into a monster torquer
Can not justify it, as the 7.4L at 160,000 miles is still very strong, albeit
a bit down from it's best days. Still strong enough to satiate the boy racer
in me beating up unsuspecting whatevers out on the local boulevard...
I also off road and some times seriously waaaaaaay out there. So dependability
and ability to DIY fix it 'out there' is critical. If you never leave pavement
and are always close to big enough cities, then that is not an issue.
Then smog testing...I live in Calif...but take a serious look at the futures for
your state...is smog testing coming down the road?
-Ben Picture of my rig
1996 GMC SLT Suburban 3/4 ton K3500/7.4L/4:1/+150Kmiles orig owner...
1980 Chevy Silverado C10/long bed/"BUILT" 5.7L/3:73/1 ton helper springs/+329Kmiles, bought it from dad...
1998 Mazda B2500 (1/2 ton) pickup, 2nd owner...
Praise Dyno Brake equiped and all have "nose bleed" braking!
Previous trucks/offroaders: 40's Jeep restored in mid 60's / 69 DuneBuggy (approx +1K lb: VW pan/200hpCorvair: eng, cam, dual carb'w velocity stacks'n 18" runners, 4spd transaxle) made myself from ground up / 1970 Toyota FJ40 / 1973 K5 Blazer (2dr Tahoe, 1 ton axles front/rear, +255K miles when sold it)...
Sold the boat (looking for another): Trophy with twin 150's...
51 cylinders in household, what's yours?...
Also, what will be the needed suspension changes in the front end ? I would assume any of the diesel options you are considering weigh more than the gas engine ?
boogie_4wheel wrote: To add to SoCal's post instead of the NV4500 would be the 5600 6spd to bolt behind the big C. The 6spd has closer ratios (same first and od ratios) that help keep the short revving Cummins on the torque curve.
I would run the Cummins just for ease of parts locating, and I'm more familiar with it than the IH. The IH would be a near and different swap though.
One thought, do you have to deal with emissions inspections in your county? That would put a stop to installing an older engine in the later model truck.
Hey Boogie_4wheel and SoCal... I appreciate the input.
I will strongly consider changing to a manual transmission. I like changing my own gears...
The Cummins swap is actually easier than the 7.3 or other PSD swaps, the wiring and such is a nightmare to make the 7.3 power stroke run.
Also, my GVWR is over 10k lbs. For emissions testing in the closest county that requires testing, my vehicle is exempt. Tennessee is one of the states where the emissions testing varies from county to county. The county where I live is very rural, and currently doesn't require emissions testing. Currently is the key word here.
Ok, little more background to you all as to what prompted this conversation.
My V10 is a little jacked up right now. On the trip it started to miss and lose power, it had a miss when I first bought it but I worked to resolve the miss. It had new plugs installed and I had to replace 4 ignition coils. Now I understand that I should have replaced all 10 of them due to the age of the truck.
I did not consider the fuel filter, My fuel filter is probably as old as the truck. So that little $10.00 item needs changed.
My exhaust started sounding funny on the way home... not a leak, something else. I am afraid that a Cat has plugged up. Which would explain the loss of power.. (choked engine=less power). Now I'm afraid that driving (towing) on a plugged up Cat has caused internal engine damage to the V10. (bottom end sounds funny now) Maybe all I am hearing is the exhaust pressure on the cat, but who knows right now.
Anyway, the V10 is a great motor, mine just has some issues right now. If it does have bottom end damage then the cheapest thing is to just replace the V10. If no damage to the V10, then I just need to fix the outside stuff. But the diesel would be really cool.
Sorry for this post, our awning was destroyed while camping on the 4th, trucks running bad, kids and I are sick today... ahhh... not complaining, just explaining. The diesel research has provided a nice mental relief from a lot of stress right now.
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