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I have just recently purchased a 2000 Excursion. I am in the process of swapping in a Cummins 6BT and have a question for the members that have done a swap into an Excursion or SuperDuty.
I have a 4WD V10 with 4R100. The plan is to keep the 4R100. I know I need an adapter, flexplate and low stall torque converter.
Has anyone done this swap without using a standalone transmission controller like PCS. Is it possible to get a custom chip with new shift parameters and use the current ECM? If so, it should be cheaper, keep more stock parts in it and have the transfer case shifting work normally.
I have been searching but have seen no reference to doing this. Everyone just says get the PCS. Has it been tried and failed? Is it impossible? Or has no one even tried?
We have decided to keep the 4R100, now just how to control it.
Choices are US Shift Quick4, PCS 2000, or factory controller.
Plan is to put it in and hook it up to factory. If it will work, go into drive and reverse, then
it is possible to use factory. Will probably shift terrible, but if it works then get someone to
do a tune of it. They can live tune the V10, so just have to get the right person.
If it doesn't work, then one of the standalone controllers.
Engine has been torn down, heads at machine shop.
Have springs,shocks and various bushings here to put on while waiting on engine.
I am keeping a pretty good account of what I am spending and will be taking pictures
as we do the engine work and swap.
That is an option, but kind of like the automatic. Family likes that better also. I have created some albums and will be putting pictures of the work in there. Just starting, so only a couple right now.
I think you will find it difficult to get the control you want and need using the factory transmission control unit. You will be much happier with the PCS unit.
All the research I've done (going to do the swap as soon as I can) says to do the PCS.
Also you are going to need to build that 4r to handle that Cummins. As much crap as the Dodge guys get for their transmissions.... there is a reason. The Cummins produces so much torque down low, the transmission isn't prepaired for it.
In either case, if the trans is built right, it can handle it, but stock... they both suffer from low pump pressure at low RPM, where the Cummins is king of torque down low. Put those 2 together... and you get a slipping transmission....
HoleshotWalt..... The Dodge boys have figured out the 47/48 series transmissions so well that they are actually being swapped behind BIG power diesel trucks of all 3 makes.... a 2014 Dodge with a 48re... yup been done... Dmax with a 48re... oh yes... and its FAST....
HoleshotWalt..... The Dodge boys have figured out the 47/48 series transmissions so well that they are actually being swapped behind BIG power diesel trucks of all 3 makes.... a 2014 Dodge with a 48re... yup been done... Dmax with a 48re... oh yes... and its FAST....
Yep, I've been watching... I just find it amusing that the 'new' thing from ATS (who of course have made big $ by upgrading Dodge trannys) is to use a built 4R behind the Cummins.
I can't find the article (one of the diesel monthlies), but it said this 4R 'was for the guys who've smoked 3 or 4 built Dodge trannnys, cause it'll hold up better.'
This for a trans that has a bad rep for towing behind a 7.3 !!
Great marketing, just following along to see where it goes.
I have done this on a few SDs, specifically 12vs with a 4R100. Build the trans and run a PCS controller. Do it right and do it once while its all out of the truck and it will last you a decade before worrying, of course depending how big you go with the cummins. Honestly if I were to build a dream excursion, it would run that exact combo.
The 48re was chit in stock form, and can be built to compete with the best of them these days, so can the 4r100. You already have the trans. Set the truck up with that tranny and work the bugs out, and once you go bigger in the power department, you can build the trans. Or do it all from the start. In stock form the cummins will not beat on it much harder than the 7.3.
The short answer is can this be done with a chip and not with a controller is NO.
If it was me I'de put the 48RE behind it. The 4R100 was questionable behind the 7.3. The 48RE is a stout unit. And if need be they can be built to handle the strongest of the Cummins'. Personally it will be too much hassle to run the Ford trans.
A PCS controller was the idea from the beginning. Just got to wondering why not use a chip. The 5R100 can be reprogrammed.
Having a custom converter built with a lower stall speed. And the PCS is on the list of things.
Dont plan on powering up the cummins. Just want a reliable steady engine with the ability to tow when I need it. Not interested in blowing smoke or burning tires.
To nossliw
When you did the swaps, was it for gassers or diesels? Not trying to offend, but have you tried a custom chip on a V10 SD and it failed? Don't know enough to understand why it will not work. Custom chips change shifting all the time. The custom converter calls for a mod to the pump, so I think that should address the low rpm pressure problem I have seen referenced. Other than that shouldn't we just need to change shift points?
Would really love any insight you have on this. The guy doing the swap for me started out recommending a converter and PCS. Wants to do it right. I am the one that keeps asking about using stock controller and looking for someone who can explain to me why it would not work.
Just got the instrument cluster fixed up. Some bulbs were burnt out, so went ahead and replaced with amber leds. Of course I had to modify the guage face sheet to remove the green tint. That took awhile and looks like I missed some spots. This is the first time I had it on in the dark, was just using backlighting while doing the work. Well, hopefully I can get the cluster out of a wrecked one and will try it again. This time I know what to expect and hope to do a better job. Some variation in lighting is the phone camera, some is hotspots of using leds. But I think it looks pretty good.
