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Discussion Starter #1
Hey guys, been a long time coming but I'm finally getting this swap started. It's been 7 years since I bought this engine and at the time planned to put it into a 2005 Ford F550, but with family issues and living in Hong Kong, it made it next to impossible until now. I've noticed that the Detroit post's in this forum have all but dried up, so I hope there is still some interest in the old Leaker.:) Anyway I've have an all stock 4-53T that will be getting a natural blower and 7C77 injectors to help push my F350 down the road. I'll be mating it to the 5R110 and the oem TCM with a SCT and DSC software to make it all work. I've pulled the 6.4 out and the trans will get pull next week and the build starts. I pretty much have to fab everything myself as there are no kits that I'm I aware of to mate the 5R110 to the #2 flywheel housing. Anyway here are some pictures and videos of the progress so far.:)

Video:
Part 1.
http://www.youtube.com/watch?v=FVj1Ru04Rds&lc=z231spl4ksvuzptnracdp434skbg3l1lo5lnfvewelpw03c010c

Part 2.
http://www.youtube.com/watch?v=q5yMQmxMadA&t=1s

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Hope all works out well. From what I've read, the 5R110 doesn't interface very well with mechanical diesels. It's design requires all kinds of computer info from the engine so it can make constant adjustments.
 

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Discussion Starter #3
Hope all works out well. From what I've read, the 5R110 doesn't interface very well with mechanical diesels. It's design requires all kinds of computer info from the engine so it can make constant adjustments.
Thanks Char, True 6 years ago this would have to be a manual or mechanical automatic, but now both the Allison 1000 and 5r110 or mastered using the oem TCM. I did consider using the Allison as I can easily buy an adapter plate to fit the #3 flywheel housing, but the cost with the programming changed my mind. I have the 5R110, so this is the route I'm going down and if it fails I'll stuff the ZF6 in it instead, but I'm confident that we can get it dialed in. I'll be stripping the 6.4 harness and ecu with all the sensors, so the engine can communicate with the cab and transmission. With any luck it should result in good shifts and no engine lights.:)
 

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Hope all works out well. From what I've read, the 5R110 doesn't interface very well with mechanical diesels. It's design requires all kinds of computer info from the engine so it can make constant adjustments.
NW Diesel in Marysville WA has done several 5R110 Cummins swaps with great success.
 

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Discussion Starter #5
NW Diesel in Marysville WA has done several 5R110 Cummins swaps with great success.
I've decided to go with Diesel Conversion Specialist for the tuner and tunes for the trans. I've heard good feedback from guys that have used their products and have spoken to them as well about my swap. They're only an 8 hour drive from where I live, so if I can't get the tuning just right, they said just bring the truck down and we can fine tune it if need be.:)
 

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Just out of curiosity, was there something wrong with the 6.4? The 4-53T has to be dramatically lower powered than the 6.4. Not saying the 6.4 was a great engine because it wasn't and problems and failures of those is well documented.
 

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Discussion Starter #7
My 6.4 started making metal in the oil, had 2 bad injectors and front cover leaking as well. I had to take the truck off the road until I had time to work on it and was already looking at buying a salvaged F350 with a good engine from Copart. I would use the good running engine as a spare and put the detroit in the salvaged F350 and all would be good. In the end, I decided to just use my F350 as the donor and forget the salvaged F350. The 6.4 is a great running engine when it's running well, but without tearing it down and building it back up right, it's just not a reliable engine. The Detroit will have 1/2 the power, but I really don't need all the power 6.4 delivered anyway. I'm retired now, so this will keep me busy for some time.:)
 

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Discussion Starter #8
Quick update guys. Pulled the 5R110 and transfercase out today, so I'm now going to start fabbing an adapter to make the #2 Flywheel housing fit the 5R110.:)

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Back in the late 70s I knew of a man who put a 3cyl jimmy in his Ford pickup. I think he had a 4 speed but he installed a 3 speed browning behind it. His son also used it to tow a trailer with a small dozer. The man told me he could cruise at 80 mph from Phoenix to L.A. Ca. and back on one standard tank of fuel. Robert
 

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Back in the late 70s I knew of a man who put a 3cyl jimmy in his Ford pickup. I think he had a 4 speed but he installed a 3 speed browning behind it. His son also used it to tow a trailer with a small dozer. The man told me he could cruise at 80 mph from Phoenix to L.A. Ca. and back on one standard tank of fuel. Robert
I hope to get 18 mpg empty, but will soon find out.:)
 

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I assume you will remove the air compressor on the Detroit. Don't think that will clear the firewall. The adapter may not be that complicated if you have access to a good machine shop. Main thing will be getting the torque converter bolted up with the correct clearance. One of those things where you measure a few dozen times.
 

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Discussion Starter #16
I assume you will remove the air compressor on the Detroit. Don't think that will clear the firewall. The adapter may not be that complicated if you have access to a good machine shop. Main thing will be getting the torque converter bolted up with the correct clearance. One of those things where you measure a few dozen times.
Thanks Char, yes the flywheel housing is getting swapped for an automotive #2 housing to save as much room as I can. I'm off to the metal shop tomorrow to grab some 1/8 inch steel to make the housing adapter, when that's done then it's on to crank adapter.:)
 

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Discussion Starter #17
Quick update, removed the industrial flywheel housing and added an automotive #2 housing. I reversed the pan and did a quick fit in the frame to see what I need to look at for clearances. All in all it fit's pretty nice and look like I need to make up about 3 inches between the oil pan and cross member. I should be able to adapt the oil pan without cutting any out of the cross member. Once the pan is shaved, it will sit another 2" lower and easily fit under the firewall very happy with that. Next on the list is to start cutting the housing adapter to bolt the 5R110 to the #2 housing. I've decided to use 1/8" steel as I need as much length saved as possible, plus this also reduces the length for the crank adapter as well.:)

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Nice project. The detroit section has been quite. I have been working on my 453T lately as it has sat a few years. I'll be watching.
 

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Discussion Starter #19
Nice project. The detroit section has been quite. I have been working on my 453T lately as it has sat a few years. I'll be watching.
Thanks, yes I certainly noticed the lack of comments in the Detroit section, seems everyone has moved on.:)
 

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Discussion Starter #20
Weekly update. I bought some 1/4" X 20" sheet steel for the Flywheel adapter and a test 4.5"X 5" bar 6061 aluminum to turn for the crank adapter (test fit the aluminum first before I make the final 4140 adapter). I looked at the 1/8" sheet and just did not sit right, so I bought the 1/4" sheet instead. I started work on the housing adapter and got the outside rough cut finished. Here's some pictures and a Video.:)


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