Anyone done a Diesel install on a '73-'79? Tips? I thought someone showed me a pic or artical on someone doing a swap with a 97 diesel and tranny into a '77. Thanks, Walt
I haven't tried it, but I would think it would be a nightmare to put a 7.3L turbo diesel and an E4OD tranny in an old Ford pickup. All kind of sensors to deal with and numerous electrical connections. I've been toying with the idea of dropping an older 6.9L diesel in my truck. Even though the bell housing on the automatic C6 tranny varied from motor to motor, you could probably locate one pretty easy at any wrecking yard. Even some of the earlier non-turbo 7.3L diesels used the C6 (I know the 89's had the option prior to the AOD being introduced)
putting a power stroke in it is going to be a real pita.
but an idi 7.3 or a 6.9 is no big deal. a few wires, some frame stiffening, motor mounts, and some fuel lines and you are good to go.
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My buddy has a 72 F250 Crew 4X with a 99 powerstroke and six-speed. Said the swap wasn't all that hard. He even figured out the wiring on his own. Has the computer mounted on the drivers side kick panel. Uses a toggle switch for the glow plugs. I have driven this truck and believe me, it turns heads. Plans for doing my 76 F250 4X4 Crew soon if can ever afford a donor truck. I'd like to do a 6.0 but my buddy says he won't attempt it. Never know how bad it could actually be until you try it.
I'm actually thinking of trying to put a International 466 cubic inch straight 6 Diesel in my 1977 F-250.
I don't think a 466 will fit without some serious modification. If you build a doghouse (like in a van) it could be possible. I have heard that a Cummins is a tight fit in one of these truck so a 466 would be a chore. A 466 would turn a few heads and there are some good aftermarket parts for them (look for tractor pulling parts for 1466 and 1566 International tractors).
I don't think a 466 will fit without some serious modification. If you build a doghouse (like in a van) it could be possible. I have heard that a Cummins is a tight fit in one of these truck so a 466 would be a chore. A 466 would turn a few heads and there are some good aftermarket parts for them (look for tractor pulling parts for 1466 and 1566 International tractors).
Damn, I was afraid of that. I haven't done any measuring yet and I don't want to build a dog house. A freind of mine has a running 466 in an international truck that he will sell for $2000.
The pre-Powerstroke turboed 7.3 like in the 93-94 trucks I don't think have that much electronics on them. That might be a good option for a diesel in one the older Fords. My dad has a 94 F 250 with one and it runs real good in that truck. It has an E4OD behind it. Not sure about the bellhousing bolt pattern compared the big blocks like 460's.
New here - first post - thought I could contribute to this thread. I put a 5.9 Cummins in a 1978 Ford Crew 4x4. See my readers rigs for a couple brief pictures. I also put a nv4500 5spd/np241dld under it. I chose this engine because it is simple as it gets. Actual running of these rigs can be done with no wires. The P7100 pump can be setup with manual fuel shutdown. I opted to use the relays and selonoids that go with the key (for pull in and hold in off the pump), and put the grid heaters on a toggle. I bypassed the liftpump and put a Holley Blue pusher back by the tank.
This was a medium-hard swap for me - but I am by no means a mechanic and did not know how to weld prior to this. Plus I have too many time consuming expensive hobbies so it was slow. I was also restoring the truck (sandblasting, painting, cleaning) at the same time. Do one or the other, not both! Someone pretty handy would find this easy, and could be done in 3-4 weekends easily. I did all fabricating with a sawsall and cutoff wheel, and welding. The front cross member has to drop as the I-6 is very deep. I built my own motor mount perches, bolted to the frame in the ford mount holes, to work with the cummins motor mounts. Not hard to do, and can be purchased at autoworldmt.com. I built my own rear transfer case mount from the Dodge mount and the ford crossmember. Had some driveshafts lengthened and shortened, modified the tunnel for the new shifters, and was ready to go.
For gauges, I adapted the ford senders to the cummins block - works great for oil and water. For charging, get a self-regulated alternator, or use the one with the donor and an old Dodge 2-wire regulator.
The one critical thing I did was have the entire donor truck, so I could use wires (the dual battery setup), frame parts for the motor mount towers, intercooler and plumbing, and relays. Regardless what diesel you choose, ensure it is simple, and try to get the entire donor truck!
pictures of the mounts, resto, and process here. Other folks on this forum have done cummins conversions. I can post other photos if it helps folks, or if you have to join tdr to see them. http://www.turbodieselregister.com/u...&albumid=17380
My Ol'girl a '77 LWB F100, will be getting a Perkins 6354 in place of the now defunct 351 clevo. The Perkins is dimensionally close to the 240/300ci Canadian 6 (as they are known in Oz) mooring block. My particular Perkins has a vacuum pump driven by the auxillary drive which makes things easier. No vacuum pumped alternators..
The main changes needed are;
Removal of the original front V8 engine mount perches.
Fabrication of a new crossmember located between the radiator mount and the main crossmember to hold the front engine mount.
Replacing the crossmember under the bellhousing for the rear engine mounts. I'm using the donor trucks crossmember for that.
The radiator will get a 5 row core and the inlet will need to be enlarged to the same size as the outlet.
The Perkins came out of a early 70's D series International 12 ton truck (thats a bonneted truck made locally in Oz) and has a 4 speed box thats similiar to the NP435. I have been looking for a 5speed od box but I've gotta make do with what I got.
As there are a few other things (replacing all things rusty) that are gonna get done at the same time it will take a few weeks , once I've got all the stuff I need to hand.
Rules for any "Project"
Rule #1 Don't start any project without having ALL the bits you need on hand.
Rule #2 Measure 3 times, go away look at something else then come back and measure again before you decide to cut anything.
Rule #3 Make sure that before you start, that your Wife, Girlfriend, Life partner, ('D' all of the above) understand that you will be spending an extrordinary amount of money and time, on the project
Rule#4 It ain't finished until you don't gotta do one more little thing.
Wiring, throttle cables, brake/vacuum lines odds and sods It won't happen overnight but I do have a deadline.
I'm looking forward to a more economical truck, (better than 28 litres to 100km anyways).
Damn, I was afraid of that. I haven't done any measuring yet and I don't want to build a dog house. A freind of mine has a running 466 in an international truck that he will sell for $2000.
It's either a dog house, or a permanent hump un the floor & firewall. Think of it as a new cup holder . Gotta make sure you dont get a 466 with a rotary pump, they require a shop to up the fuel & most any other mod. I've done the measuring on the engine(I drive a 94 IH every day for work), but dont have any for truck engine bays to know which years have more room. Plus, $2k is a real good price, just make sure it's an 84 or newer.
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Dale. turn up diesel fuel rate site of mine
67 F100, 300, 4spd, Offy 'C', Edelbrock 500, 274*/.518" cam, heddder.
82 Mercedes 300SD, mods to come.
A DT466 would be sweet. I have one in my 03 International 4300 container delivery work truck, 25,500 lb GVW. It has an Allison 4spd auto. 215 hp and 540 lbs of torque. It runs very good. It's a big motor though, I don't see how it would ever fit. My other work truck is a brand new Peterbilt 320 series, it has a 300+ HP Cummins and a 6 speed Allison auto push button shift, definately wouldn't fit. I can push some buttons and will it check it's own fluid level in the tranny.
I love strange engine swaps, there's nothing cooler.
the psd shouldnt be much harder. The vast majority of sensors are one the engine itself and in the harness. Its a speed density type system using a MAP sensor, initially more time/investment but if youre doing it for the power, will pay pay off in short time.
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. Gotta make sure you dont get a 466 with a rotary pump, they require a shop to up the fuel & most any other mod. I've done the measuring on the engine(I drive a 94 IH every day for work), but dont have any for truck engine bays to know which years have more room. Plus, $2k is a real good price, just make sure it's an 84 or newer.
