If space under the hood is a major concern, it’s hard to beat the packaging size of a 4BT. As with a 12-valve swap, added go-fast parts will add to the overall cost. For Ford-Cummins conversions, even retaining the 5R110 transmission will still call for a $20,000 to $25,000 budget if you’re enlisting a veteran swap shop’s help-and that’s a basic setup, though done cleanly and correctly. Whether you’re performing the swap yourself or relying on someone else, you’ll spend considerably more coin on a common-rail Cummins swap.
#ALLISON TRANSMISSION FOR 5.9 CUMMINS PROFESSIONAL#
A TCM-2800 can easily be built into the aforementioned $12,000 to $15,000 swap cost if the conversion is being performed by a professional shop. You’re also given a base calibration to work with, along with sound technical support from the company itself. The company’s TCM-2800 allows for fully programmable shift points, shift firmness, and control over torque converter lockup.
The most popular controller here is the TCM-2800 from Powertrain Control Solutions (PCS). Getting the 5R110 to play well with a 12-valve in front of it calls for a stand-alone transmission controller, not the Ford PCM. Sprinkle in a little more power and the cost obviously goes up, but for a basic, 350hp (ish) 5.9L-powered ’03-’10 Super Duty you’ll get a Cummins repower that’s cleanly done and rock-solid reliable. Going the 12-valve, 5R110 route can be pulled off for $12,000 to $15,000 at a shop that’s seasoned in Cummins swaps. Even in a mild horsepower application, a different stall speed (and potentially a much stronger) converter is mandatory to both harness and utilize the Cummins’ abundance of low-end torque. However, if you plan to keep Ford’s five-speed automatic, at the very least a converter change will be required. The 5R110W TorqShift employed in Super Duty’s from ’03-’10 is known for its durability behind either the 6.0L or 6.4L Power Stroke. For a clean, well-executed job performed at a reputable shop, you’ll likely be looking at a $7,000 to $9,000 bill. Depending on how you go about your parts sourcing, on a homemade project this type of swap can cost you a few thousand. With a throttle cable, transmission adapter plate and the appropriate flywheel and clutch combination, you’re essentially ready to roll after hooking up the starter.
#ALLISON TRANSMISSION FOR 5.9 CUMMINS MANUAL#
In the wide world of Cummins swaps, it doesn’t get any more economical than dropping a 12-valve into a Ford Super Duty that was originally equipped with a manual transmission, such as the ZF-6. Our aim is to highlight the unrealized, unexpected costs that can come up during the course of a Cummins swap-as well as give you an idea of what it will cost to have a professional perform the job for you.
In the following pages, we’ll run through a host of common engine and transmission combinations. Being realistic with your own wrenching, welding, and electrical knowledge goes a long way in determining if you’re going the DIY route or having an independent shop handle the bulk of the work (if not all of it). If you’re not adept at fabricating, costs can skyrocket by enlisting the help of a professional. Then comes the custom components or solutions that can’t be bought but have to be made. Oftentimes, transmission selection, electronic integration, and the miscellaneous parts that are required to make the swap drivable consume the most time. Measurements, locating a donor vehicle, and sourcing an engine are one thing, but actually dropping it into place and making it run and function can be a whole other story. But while a Cummins swap is the obvious and common choice for most builds, that doesn’t necessarily mean it will be cheap to pull off, or easy to perform. Whether it’s a Super Duty that’s being converted, a sled puller, a drag racer, an off-road vehicle, a rat-rod, or virtually any kind of daily driver, Cummins is king when it comes to engine swaps in the diesel world.
A Beginner’s Guide To What’s Really Involved In The Conversion Of Your Dreams
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