I have been looking around and looking at different cummins motors. I would like to buy a cummins but i just wanted to get some input from some other people. 12v or 24v? auto or manual? what tranny to get? stuff like that. if anyone could help it would be greatly appreiciated!

TIA
Jake

 

96-98 12 Valve(215hp), 5 speed! The 6 speed is nice too, but very spendy to buy, and never came in a 12 valve, so you'd have to add it.

 

Agreed. The auto on the 12 valve was coupled with a 185 HP pump to protect the transmission. You can do a lot more mods on the 24 valve as far as programmers, etc., but the 12 valve can be beefed up quite a bit too with mechanical means. Nothing wrong with it as stock either. My '96 Ram has 165,000 on it and haven't done a thing to it (other than straight-pipe it to make it sound cool).

Don't worry everybody, my wife drives a 02 Screw and I have 3 old Ford trucks. Just couldn't pass up the mileage that the Cummins puts out in the Dodge (19-22mpg)

 

For wiring ease, the 12v's are the way to go. If you don't mind playing with the wiring, then a 24v would work too. check out www.cummins-conversion.com for much more info on these swaps.

 

what kinda aftermarket stuff should i look at get to improve the performance of a 12v? turbo intercooler intake straight pipe chip? are the twin turbo kits really feasable? piers deisel has a really nice kit and so does ats but is twin really worth it?

 

Injection pump mods can be made, as well as exhaust, that's about all, as well as a different turbo housing. 12v's don't have the computer, so no chip. That is why they are easy to wire. A sit to check out for more info on Cummins motors would be www.dieselram.com.

 

Twins are worth it if you tow, and/or make over 400hp. If you look on the Dodge forums you'll see used twins kits in the classifieds. There's so much you can do with a 12 valve, it's crazy. A stock Dodge intercooler works fine, a Ford one should be too. Most twin kits come with an intake setup, so it really depends on how much power you're lookin for when you're gathering a parts list. The 370 injectors(about $400 & out of the 370hp marine 5.9) with some laser cut delivery valves(about $250) make big power, but arent too clean burning. Another roure for injectors are Hot Rod 370's(burn a little bit cleaner than stock 370's but make even more power). The other one is the EDM injectors(about $1100), they only make Mach4 and above for 12 valves, and they burn really clean, and make about 50hp more than a std. 370. Plus, a 4000 rpm governer spring kit(about $260) with HD valve springs. You can grind the stock fuel plate down flat for even more, along with sliding it all the way forward.

 

I wish to do a Cummins swap into my 1992 F-350 4x4 crew cab.
I have seen many people do it, and was wondering if theres any one out there on this site that has done this conversion???
I am looking for a new 12 valve 5.9L or a good used one.
Any help would be great!
Thanks,
John

 

I haven't done a 4x, working at wrapping up my 2wd swap. Check out www.cummins-conversion.com, there's a few there that have done 4wd as well as 2wd.

 

Your doing a cummins swap into a 2wd ford? They should be mostly the same.

What free advise might you offer me?

 

Myself, I would go with the earlier Cummoins, prior to the computer setup, but may will tell you that the 24v is better, to each their own on that. If you could get a complete parts truck, you would be best served by that.
The main difference on the 2wd to 4wd is the fact of the driveline. The Cummins will put the trans bell back at least 1", not entirely sure as I also put the Dodge trans in, and Gear Vendors overdrive, which all happened to come from the donor truck. I made my motor mounts from the Dodge mounts, which looks to me that the expensive ones are the same thing for this motor series. I chose to keep the Dodge a/c compressor in it's stock location, which requires notching the frame just a bit. I have a full picture album over there at cummins-conversion, it's titled 92 F350 with A518 trans. Many other good helpful pics as well. Feel free to ask more questions any time. I just took it out for a spin today, have to see what I think yet. Still working some of the bugs out.

 

What transmission did you have before? What made you go with the A518? Is that an Allison tranny?

 

Originally, the truck was a tired 460 gas with the 5 speed ZF. I have been told the gas ZF wasn't up to the abuse and vibration of the diesel, and also that the ratio spread was too far for the diesel motors. The other factor was cost, the adapter plate costs about $700. If I were to buy one, I would probably get one from Auto World of Montana, also on the cummins-conversion site, as they have the timing hole and such on it, otherwise, some other guys on the site are contemplating making some if there is enough demand for them. It is the Dodge trans, which isn't the best choice by any means, but it will do until it fails or we get tired of it. Most are going NV4500 and are pretty happy with them.

 

Jeff from FordCummins says the ZF can handel about 450 hp max. So I will most likely stick with my ZF. I can't fathom how to make a custom crossmember and have all the geometry line up well for the driveshaft so I will most likely get the adapter plate. From what I see the kits go for about $1600 for parts alone. Does that sound about right to you? I will go with a 12 valve newer block (#58 block in engine builders terms)
and it looks like I will go with a complete new engine. I have alerady talked to the guys at Eire Preformance Engenerring and it looks like about $6000 for the engine (375Hp and 1 year unlimited miles warrenty) Does this sound right to you? Or am I getting ripped off?

 

Well, the adapter plate will not fix the driveline problem, you will still have to have the driveshafts lengthened or shortened, depending on which one you are working with, but that actually isn't that big a deal, you can take them with the measurements to a shop to have them made to your length. They can help you on figuring out how to measure as well. The crossmember doesn't have to be reworked, you just have to relocate it a bit. The ZF actually is different behind the diesel and gas, the diesel trans is way heavier and beefier than the gasser. Others have been using them and done ok. It depends all in what you want to do with it.
I can't answer about the new motors, I went used. One of the major benefits of a used motor is all the wiring and such is there, on a new, it may not be, it certainly would be a question to ask, as well as all the accessory brackets and such. Be sure you get the vacuum pump and power steering pump as well, they are driven off the timing chain, and there are no conversion bracket for them as everyone is just using the ones that come on the motor. You will neeed to make a power steering hose, but it is no big deal. You just simply change the one end opn the hose, best way is to have a shop that makes hydraulic hoses crimp an end on. I used the Dodge hose, and just replaced the steering gear end with a fitting to work on my steering box. I got my intercooler from the Dodge truck as well, all the pipes and everything, as well as air cleaner. That is why I recommend a parts truck, the little pieces will be the problem. Otherwise, eb good friends with a salvage yard that has all this stuff... Mainly what you need is the adapter plate, motor mounts and a/c mounts. Check with Ken and Dawna before you make your purchases.http://www.autoworldmt.com/Page_9.html They will be more than happy to discuss with you what you need to do, they helped me out a lot, while emails to fordcummins.com went unreturned.