Way to go. You're the first person I've seen to try a brand new engine with the swap. How much did that cost?


I'd been looking at an 05 6.7ISB that was for sale at a diesel shop by house for $800.

 

I would go for a newer engine but the price is so high for them and the wiring is so intimidating lol

 

I'd go for the first gen 24 valve. You'd need both computers off of it, well technically the one on the driver's side for sure. But you'd have to take it into a Cummins dealer to have it diagnosed if there is any problems. From what I've gathered as I am contemplating a Cummins swap and leaning towards the 24 valve..anyway the other computer is to use the OBDII port for diagnostics and to use a tuner if you so choose too.

Reading through Diesel Conversion Specialists | Power For The Long Haul they say the wiring isn't too bad and if you want to you can send them in your wiring harness and let them modify it to work with the Cummins.

They also give you a book to read through on what is involved which you can also read on their site mostly. When and if I do the swap (not sure what truck I'm going with as I have to buy the project truck) I'll be going through them for the parts (engine mounts, turbo drain tube, etc) and I am leaning towards the Zf6-650 transmission for the better O/D gear. I've decided that that in my point of view that adapting an automatic with a computer to shift isn't really worth it and would be too difficult. I'll be keeping the power stock maybe a tuner for better MPGs but for sure upgrading the lift pump to keep the VP44 from dying.

Thought about the 12 valve, but I like being different. Only seen a few 24 valve swaps and 1 5.9L Common rail and 1 just the other night on YouTube of a 6.7L Cummins Common rail. Common rail is too expensive in my book, plus too much wiring to deal with.

Anywho sorry to hijack your thread. Just wanted to give you some ideas.

 

No worries, honestly I am still in between the two and i did a lot of research on the 24v and realized that it's actually not that bad. I am going to get an airdog no matter what though with either engine i choose.

The only thing I'm skeptical about is the VP44 electronics failing not so much the mechanical parts because with an airdog they pretty much never fail. I have read hat the constant heat soaks after turning the truck off eventually cause the electronics in the pump to fail and i have been trying to find a way to move them but haven't had much luck yet.

I also personally like the tuner aspect as well and i plan to get an Edge CTS eventually instead of pillar gauges because i use the grab handle too much and i can add a tuner to that easily.

 

If I do my swap, I'm making a custom dash so I can add the Pyro, trans temp, fuel pressure, boost and all the other gauges in there. Frees up the pillar. Stupid question but what do you mean by heat soaks? The only issue that I was aware about was the lift pump, but the electronics going out is one that I have not heard of. I know that if the injection pump did go out on me, my back up plan is Ppump it and not worry about that issue again.

This problem you were referring too http://www.cumminsforum.com/forum/98...ronic-fix.html ?

 

By heat soaks I meant like shutting the truck off and the pump is no longer running so the fuel is not cooling the pump anymore so it starts to heat up which causes electronic components to fail over time.

I did find that thread once, that is my only concern for the VP44 because with an Airdog or something similar the VP44 isn't likely to fail mechanically.

 

Is there any known way to fix it from over heating?

 

I have yet to find a solution, most people say removing the electronics and placing them elsewhere is the way to solve it but nobody has done it yet lol. If I do a 24v though I intend to do this or at the very least try to.

 

I think these guys offer a solution FAQ's - VP44 Injection Pump

 

I'm planning on buying a 2001 automatic dodge cummins donor truck to do a cummins swap into my 2001 excursion. I'm hoping if I have the truck I will have everything to make the trans work in the excursion without having to buy the expensive trans controller. I can use the money saved from the controller to help beef up the transmission. Does this sound right or will I still need something else to make it work?

 

Not sure about using a dodge auto to be honest. I think you still need a controllee unless its a 46rh because that can run stand alone.

Also whats the fix available? The link just takes me to the normal site and under tge vp44 it was just two pumps a fuel psi alarm and thier stealth cover...which is pretty cool lol.

 

Any updates on this swap?

 

It's in progress on my 04 build thread, I'm doing a ton of stuff to the truck lol.

 

Hey, sorry to revive this thread, but the new one is Very very long lol. Was curious did you ever get the motor swapped? Do you have a list of all parts required and what you suggest is needed? Did you go with the 12v? I am looking to do a swap over the winter and need it finishes by spring. Trying to get all this in my head.

 

I am still in the process, been busy this past year and didn't have the best space to work in until i bought my house this past July. I have the 5.4l out and the cummins should be in by end of November. I am doing a lot of rust preventative stuff as well as interior work so it all been kind of a mish mash of mini projects.

I went with the 12v i found a 1st gen 12v for $600 with 220k on it so i hopped on that since what it outputs is well over what i need (any cummins is really). I dont have a list yet but I basically went off destroked for everything except wiring which i have not tackled yet.

It i will take a lot longer than expected, granted i am dealing with other issues from the interior dash swap but make sure you have a buddy or two who know what they are doing because i dont have that and i swear it triples or even quadruples my time on projects because either I'm doing it myself or my buddies come over and dont know what to do so i end up doing it lol.