What's new
CK5
Register an account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members.

76 CCDRW...Cummins noises

Overview Gallery Discussion
this is the fuel pin I cut for the '91.5 I used to have as a summer toy.
IMG00199-20100801-2355.jpg


It hauled ass, tons of fun. Put a D80 with disks in the rear, from an '02. should never have sold it.
IMG00141-20100701-1224.jpg
 
sorry, enough dodge talk.......... buy what you want. complete. this was the 4wd ranch truck. '95, p-pump, 47rh auto. interior was destroyed, box was destroyed, cab was destroyed (C pillar and rear structure) from round hay bales I imagine. but it ran great. paid $1500 for this one.

CumminsPartstruck003.jpg



Take what you want out of it, gut it, sell off what you don't want.

CumminsPartstruck002.jpg



and scrap, the rest.

1995Partstruck020.jpg
 
76zimmer said:
Best case scenario:

454 gets 7.5mpg
diesel gets 15mpg
gas @ 3.25 diesel @ 4.00
driving 5000mi/yr would save me $4200/over 5 years


Realistically:

454 getting 6.5
diesel getting 12
same price for fuel
driving 2500mi/yr would save me 2500/5yrs.

Click to expand...

Dave here are some real world numbers I got from your truck.

Worst tank towing 5.5. That was on the way home and I was in a hurry so FAR out of the most economical range of that 454.

Best tank towing 10, I think we had found a loose plug wire and put it back on.

Best tank I got freeway driving. 10

I think with a new motor you can count on 10 mpg unloaded and the right trans I think you can count on 8 to 9 towing.

I realize the aerodynamics are way better on a newer truck but towing back from Cali with about 5k lbs we got 14 mpg in my buddys 454 truck wtih a TBI and a 4l80, dead stock truck.

Now I know for a fact that a buddy of mine with a cummins conversion (p pump turned up a bit with other cheap mods done to it) in his 78 4x4 crew cab SRW truck ( lifted , 37s) turbo 400 with a gear vendors, he gets 19 driving around, has seen as high as 22 when he is babying it.

Towing a big 5th wheel camper with his blazer on a trailer behind it ( so 2 trailers) he gets 12, and thats at 70 mph.

I calculated the numbers from you truck using a GPS for miles. As does my buddy for his truck, and those are his numbers after a couple years.

In my mind the d max swap with the allison would be the sweetest thing I have seen in a long time.

The cummins makes more sense to me though

Buddy bought his cummins with 250k on it. He has had it now for 5 years. Its his daily driver
 
kgblazerfive said:
Diesel going to do better then that just cruising around.
Click to expand...

Realistically it won't be used much for crusing around in....prolly 75% of the time it will have something hooked onto it, hence the numbers I posted for the 454 and the diesel. I'm guessing my trailer/Maiden as I towed to Moab with it was in the 10-12K range.

folkenheath said:
I agree, I thought the bed would be too short with the dually fenders but it looks just fine. Does that put it at the right length for that dmax frame?
Click to expand...
dont have a clue Heath, maybe Jess could throw a number out there?

38377k5 said:
I know you didn't ask me but having just done this:

Cost of motor ($1500-2000?)
Cost of crossmember/motor mounts ($500?)
Intercooler, 94-02 Dodge $200-300
Intercooler plumbing ~$100
Exhaust $300
Fuel pin and governor spring (since you want more power) ~$130
Odds and ends like belt, wiring, etc ~$300?

Really the motor goes in super easy, I think I had mine in the truck the first day I had the parts. It just barely fits between the firewall and diesel radiator but neither needed to be changed.

Here in CO there is no comparison between a turbo diesel and any big block, at altitude the NA motors aren't too good. I'm sure they're better closer to sea level.

Not sure I'd want a TH400 behind a Cummins though
Click to expand...

Input much appreciated Chris...I can appreciate the turbo power, after coming out there with a 6.0 pulling...even the 454 coming home was weak at 10K' in the pass', and it was empty. Man it hauls ass around my place though...elevation: 800'

DEMON44 said:
personally, I would buy a donor truck. 2wd. use everything you need out of it. you will pay too much if you try to source everything separately. the last 2 P-pump donor trucks I personally bought I paid $1500 or less. for complete trucks. one was a beat ranch truck, one was in a rear ender. thats what i've done a couple times. both were Ppump trucks. one was a nv4500 one was 47rh. one 2wd one 4wd.
Click to expand...

Those sound like the kinda deal I would look for Luke...and about that 47rh...is that the overdrive trans or is that the re, or 518a?????

blazinzuk said:
Dave here are some real world numbers I got from your truck.

Worst tank towing 5.5. That was on the way home and I was in a hurry so FAR out of the most economical range of that 454.

Best tank towing 10, I think we had found a loose plug wire and put it back on.

Best tank I got freeway driving. 10

I think with a new motor you can count on 10 mpg unloaded and the right trans I think you can count on 8 to 9 towing.

I realize the aerodynamics are way better on a newer truck but towing back from Cali with about 5k lbs we got 14 mpg in my buddys 454 truck wtih a TBI and a 4l80, dead stock truck.

Now I know for a fact that a buddy of mine with a cummins conversion (p pump turned up a bit with other cheap mods done to it) in his 78 4x4 crew cab SRW truck ( lifted , 37s) turbo 400 with a gear vendors, he gets 19 driving around, has seen as high as 22 when he is babying it.

Towing a big 5th wheel camper with his blazer on a trailer behind it ( so 2 trailers) he gets 12, and thats at 70 mph.

I calculated the numbers from you truck using a GPS for miles. As does my buddy for his truck, and those are his numbers after a couple years.

In my mind the d max swap with the allison would be the sweetest thing I have seen in a long time.

The cummins makes more sense to me though

Buddy bought his cummins with 250k on it. He has had it now for 5 years. Its his daily driver
Click to expand...

I got a best of 10 I think coming home with it Eric, and that was in the mountains....seems running it a 3500rpm isn't real economical...got about 8.5-9 doing that on the way home.
The Dmax would be a dream...but realistically maybe double the cost of going the cummins route? And again the electrical kinda scares me away...not only the engine, but I'm guessing most of the vehicle stuff is needed for the computer to work all the engine and trans needs too.

So I'm really wanting the T400 with a GV unit, or perhaps a 4L80 with a stand alone on it. The 4L80 might be cheaper overall than the GV unit.
Was an Allison auto od ever put behind the Cummins?
 
I would shy away from gm autos behind a cummins that you are going to turn up. Tons of allisons behind cummins, none were in a pickup, like he said school busses, tons of med duty trucks, I worked on a shunt truck with a rear geartrain commonrail cummins with a 3k Allison behind it.

Rather than spend money on building up a gm auto and gearvendors, get the 47th behind a ppump 12v. It is a 4spd lockup auto. Budget for a built swap in right off the bat, you'll be further ahead in the end. There is so much more aftermarket support to get a dodge auto to survive behind a cummins than there is for gm stuff. You don't need billet shafts in yours, so bank on 3-4k for a bulletproof 47rh with a billet triple disk converter.

Sent from my Desire HD using Tapatalk
 
Last edited:
I bought a dodge for $1500. I kept the engine, trans, and t case and sold or scraped the rest. By the time it was all said and done I only had $200 into my new drive train
 
I gotta find me one of those deals I quit looking last year when I went and looked at a 92 (so VE pump) that was hammered with the getrag trans that didn't work, had 280k on it body was trashed and the guy wanted 2900
 
I 2nd what Demon44 said earlier, I put a ton of research into an auto conversion before switching tracks to go with a manual(NV4500). Using a dodge auto is the best way to go. The 47rh auto overdrive will hold up really good with a basic quality rebuild and GOOD QUALITY CONVERTER. The cost of the converter is the big expenditure for the 47rh. Even a good A518(47rh before Dodge installed lockup converters) with a good converter will hold up well, but the lockup converter of the 47rh is a definite benefit.
JLT
 
the allison tranny that came behind the cummins in a schoolbus is an at545, no overdrive and the converter does not lockup. pretty much worthless. however the bell housing i believe is an sae #2 will bolt up to a fuller fso6404a, 6 speed overdrive with 14" clutch. school bus motors also come with actual air compressors as well, bigger fuel lines and turbo. if i am wrong correct me demon44.

my conversions cost layout in theory.

school bus cummins with sae #2 housing - $600 already have

fso6406a - $2500 prices i have found so far

14" clutch - $500

divorced np205 with rebuild - $400

random mounts and welding materials - $500

drive shafts - $300

roughly $4200 bare bones conversion cost. could be done for slightly less if i came up on some deals for the transmission i want.

just some food for thought.

imo an automatic has no place in a tow rig.
 
P pumped and VE pumped....how do I tell these engines apart?
 
VE is a rotary pump with a single pumping element. The injection lines come off the back of the pump in a circle around that single element.

P7100 is an inline pump. With 6 pumping elements, one per cylinder. The injection lines come off the top of the pump in a straight line.



Sent from my Desire HD using Tapatalk
 
Alternately, a dodge '89-93 cummins is a VE rotary. And '94-98 is an inline p-pump.

And there's differences in the pumps and engines internally for different years but visually the external pumps will look like that across the board.

Sent from my Desire HD using Tapatalk
 
Thanks Luke, I think I got a pic in my mind of those differences.
Any opinions on boxing the frame for added torque? Being a longbox, cc, seems like the possibility of frame twist would be substantial.
 
Long frames are designed to torque in that direction. Don't box it. See that truck in my avatar, his left front tire is often up in the air and all 8 tires on the drives are loaded on the asphalt. There's no lasting ill effect.

Sent from my Desire HD using Tapatalk
 
Last edited:
You must log in or register to reply here.

Latest Posts

Top Bottom