Coil Over Front Suspension
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Tuned
Joined: Apr 2003
Posts: 351
Likes: 1
From: Davis County, UT
Originally Posted by 7.3 Ex
The Cummins 5.9 is actually a medium duty engine, rated to a GCVWR of something like 66,000 lbs. The Isuzu Duramax and Navistar/International Powerstrokes are light duty engines.
My truck is at a shop in MO right now so i can't comment on fuel economy yet. As shown in my signature, i stuck with the automatic. I bought quad engine mounts from autoworldmt.com. Excellent craftsmanship, though i haven't been happy with everything from them. I used a destroked.com kit to mate the engine to the transmission and that so far has been the only flawless part of the conversion.
I was recently talking to a guy whose brother in law drives a 90s Dodge. He gets 28 mpg in his 1 ton pickup. It dynos around 550 hp. Going 40 mph, he can blip the throttle and spin the tires. A guy i used to know got 25 mpg towing or unloaded and he drove with his foot all the way in it full time. Another local farmer who delivers hay has documented that he gets about 32 mpg. Not possible with a gas engine working that hard. A gas engine won't last long under that much labor either.
Considering the fact that a Cummins can last over a million miles, it all suits me just about perfectly. Plus, i got tired of all of the electrical stuff on my PSD. I liked wiring up my own exhaust brake and using potentiometers for more ICPs and timing, but overall, the computer was a headache. I decided to go back to driving a machine.
If i ever run a gas engine again (which i can't even imagine doing after owning a diesel), i would want to do what you are doing. Great benefits by converting a gas engine to propane, though you are limited by availabilty of natural gasses and costs of them depending upon where you live.
When i left Boston, B20 was cheaper than #2. 50 cents of cost for #2 was state and federal taxes. Dyno diesel is cheaper to make than gasoline. It is all government that is hiking the prices. E85 is not a promising future. Better to convert like you're doing.
My truck is at a shop in MO right now so i can't comment on fuel economy yet. As shown in my signature, i stuck with the automatic. I bought quad engine mounts from autoworldmt.com. Excellent craftsmanship, though i haven't been happy with everything from them. I used a destroked.com kit to mate the engine to the transmission and that so far has been the only flawless part of the conversion.
I was recently talking to a guy whose brother in law drives a 90s Dodge. He gets 28 mpg in his 1 ton pickup. It dynos around 550 hp. Going 40 mph, he can blip the throttle and spin the tires. A guy i used to know got 25 mpg towing or unloaded and he drove with his foot all the way in it full time. Another local farmer who delivers hay has documented that he gets about 32 mpg. Not possible with a gas engine working that hard. A gas engine won't last long under that much labor either.
Considering the fact that a Cummins can last over a million miles, it all suits me just about perfectly. Plus, i got tired of all of the electrical stuff on my PSD. I liked wiring up my own exhaust brake and using potentiometers for more ICPs and timing, but overall, the computer was a headache. I decided to go back to driving a machine.
If i ever run a gas engine again (which i can't even imagine doing after owning a diesel), i would want to do what you are doing. Great benefits by converting a gas engine to propane, though you are limited by availabilty of natural gasses and costs of them depending upon where you live.
When i left Boston, B20 was cheaper than #2. 50 cents of cost for #2 was state and federal taxes. Dyno diesel is cheaper to make than gasoline. It is all government that is hiking the prices. E85 is not a promising future. Better to convert like you're doing.
Tuned
Joined: Oct 2005
Posts: 331
Likes: 3
From: St. Louis, MO
Yeah, i think that's why they didn't give the Excursions the updates, they new they were going to can it soon. Talked about it for a couple years before finally giving it the axe. I agree, very sad to see it go.
Most people prefer the 2nd generation Cummins with the Bosch P7100 mechanical fuel pump. The engine can be found in many machines on land and water and is very mechanically adjustable. I did not want a 24 valve because i didn't want to run a computer. Simpler is better, and less expensive! There are some blocks to avoid in 24 valves. A lot of folks say the older engines get better fuel economy on average. Fewer parts in a 12 valve.
An engine can cost between two and four thousand. Adapter kit with a starter will be over a grand. Stand alone computer for the transmission is as cheap as $450 to over a grand, depending on what company you buy from. Engine mounts $250-$400. Miscellaneous brackets and things at least a few hundred more.
The torque of the Cummins will likely be too much for a stock 4R100 so i would throw in a good torque converter while things are apart. That's over a grand. Would recommend other upgrades like an accumulator valve body and a shift kit for more security with the transmission. The PSD weighs a lot more than a V-10, many say more than a Cummins which is 1,100 lbs.
The Cummins is an inline 6 cylinder so it creates a lot more room in the engine compartment. It takes up all of the length just right. There is room for twin turbos and other mods. Nitrous, water/methanol injection, and propane will all net tons of power.
I have not taken my truck to Montana. Autoworld is known for their conversions up there, but i don't have that kind of money, not even close. The '05 up suspension fetches high dollars, depends on the salvage yard you deal with. I came across mine from a guy who'd rolled and totalled his truck. It was wild to take a plasma to a 2006 truck. Used a Bobcat to yank the front end out with the engine/front of the frame, axle and all.
I spent several thousand on my suspension conversion. A lot of that was the cost of renting a U-Haul van as my car. I was supposed to get tires and wheels with everything, but i had to buy new ones which cost a couple grand. Had to make some repairs to parts so prices and time added up. Fabricated panhard rod brackets, measured carefully and wound up with perfect caster.
One of the best advantages to diesels is being able to run on free fuel. Converting from a V-10 you can reuse your throttle linkage and cruise control servo. Using a PSD intercooler would be best, it will bolt right in. Both a Cummins conversion and a coil suspension upgrade will cost thousands each. Still, a small fraction of the cost of a new vehicle, and built far better. You might recoup some of the cost by selling your V-10.
Most people prefer the 2nd generation Cummins with the Bosch P7100 mechanical fuel pump. The engine can be found in many machines on land and water and is very mechanically adjustable. I did not want a 24 valve because i didn't want to run a computer. Simpler is better, and less expensive! There are some blocks to avoid in 24 valves. A lot of folks say the older engines get better fuel economy on average. Fewer parts in a 12 valve.
An engine can cost between two and four thousand. Adapter kit with a starter will be over a grand. Stand alone computer for the transmission is as cheap as $450 to over a grand, depending on what company you buy from. Engine mounts $250-$400. Miscellaneous brackets and things at least a few hundred more.
The torque of the Cummins will likely be too much for a stock 4R100 so i would throw in a good torque converter while things are apart. That's over a grand. Would recommend other upgrades like an accumulator valve body and a shift kit for more security with the transmission. The PSD weighs a lot more than a V-10, many say more than a Cummins which is 1,100 lbs.
The Cummins is an inline 6 cylinder so it creates a lot more room in the engine compartment. It takes up all of the length just right. There is room for twin turbos and other mods. Nitrous, water/methanol injection, and propane will all net tons of power.
I have not taken my truck to Montana. Autoworld is known for their conversions up there, but i don't have that kind of money, not even close. The '05 up suspension fetches high dollars, depends on the salvage yard you deal with. I came across mine from a guy who'd rolled and totalled his truck. It was wild to take a plasma to a 2006 truck. Used a Bobcat to yank the front end out with the engine/front of the frame, axle and all.
I spent several thousand on my suspension conversion. A lot of that was the cost of renting a U-Haul van as my car. I was supposed to get tires and wheels with everything, but i had to buy new ones which cost a couple grand. Had to make some repairs to parts so prices and time added up. Fabricated panhard rod brackets, measured carefully and wound up with perfect caster.
One of the best advantages to diesels is being able to run on free fuel. Converting from a V-10 you can reuse your throttle linkage and cruise control servo. Using a PSD intercooler would be best, it will bolt right in. Both a Cummins conversion and a coil suspension upgrade will cost thousands each. Still, a small fraction of the cost of a new vehicle, and built far better. You might recoup some of the cost by selling your V-10.
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julio086
1999 - 2016 Super Duty
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Feb 8, 2009 08:03 PM
2wd, coil, coilover, convert, converting, diesel, excursion, f350, front, king, overs, superduty, suspension, suspention, swap
