workingdog

I sent my '68 F*** F250 to AutoWorld in Montana to get a 2005 HPCR Cummins installed in it three months ago and I am so frustrated right now I am about to tell them to just pack it up and send it back.

Apparently they are having a very hard time figuring a a/t tranny to mate behind the Cummins and I have been able to get a clear idea from them what the issues is. Apparently they are very scared about the electronics in the Dodge tranny's - but I'm not sure why as they do these kind of conversions all the time.

So I said OK, let's go with a 5 speed - but they don't seem eager to install the clutch pedal and linkage.

Now they are suggesting a Ford a/t including the C6 that was behind the 390 that was in the truck, but there's now way that C6 can handle the Cummins. Any help either with dealing with AutoWorld or suggestions about trannys would be appreciated.

Peter

rbrettctd

Id say pu the 5sp. in. The clutch pedal should be no problem. The only thing would need are custom hydraulic lines for the slave-master cylinder. If they wont do it, do you have the mechanical skills to do it yourself? And as a 12valver myself, I have to say it...shoulda gone with 12v--no electronics=easy conversion. But I love them all. Good luck whatever you figure out.

Tate

Couldn't a beefed up 47RH work? They are electronic-less trannies, aren't they? But seriously, they are willing to put the labour into swapping in a cummins, but not get a clutch setup working?

dodgeguy71

How much you paying them.....I believe I could have just laid the engine in on the frame rails for ya! If your paying them is'nt it their job?? Why take on a job........if you can't do the job?? Kinda sounds like they found out it was a bigger job than they thought and now are ready to see it go, bye bye.

But if your willing to spend the money, I don't see what the problem is. If you want "X" transmission behind it I'd tell you ok, find out what I needed to put it on your truck to make it possible, i.e wire harness, puters, adapters and give you the price for parts and labor. Sounds kinda weird?

JD730

The 47RH only has two solenoids, one for OD and one for Lockup. The simplest way to make it work is two switches to energize the solenoids, or you can get more complex with pressure switches, etc...

workingdog:
Under no circumstances would I consider putting the C6 behind a cummins, especially a common rail motor. The aftermarket support for the diesels isn't there like it is the the 47RH/RE, E4OD/4R100, Alison, etc... An E4OD or a 4R100 would have been a better suggestion. Someone out there makes a transmission controller to control those, I just read about it in diesel power, Mad Dog's Ford is running an E4OD with some sort of controller. I think one of the big trans builders out there have a stand alone controller that will run a 47RE also.

Why don't they want to fab up the clutch pedal? Seems pretty straight forward, grab the pedals and supports out a donor truck and do some fabbing/modifying.
I've been working on my neighbors '49 ****** Jeepster and everything I've done is either custom from scratch or is modified. Brake pedal is suspended with a dual circuit master cylinder on the firewall, brake pedal and support are out of a ford mustang with the pedal modified to clear the steering column.

Anyway, good luck with getting what you want done, hope it works out for you.

Nozzleman

Don't know how different the '68 pedal bracket is form a '78.

I have pics on TDR and Fordtrucks.com on how I did mine using the Dodge cylinders. Screen name "Scot"

chumstone

The fuel economy with the c-6 will suck. GO manual. Hope that they are not charging you extra for their lessons. LOL

Box5

Go with the 5spd, the pedal linkage should be a piece of cake for anyone with alittle welding experience. And you probably wouldn't even need a custom hydraulic line, Get a south bend master/slave, they come with steel braided lines on most of it so they can manuever around alot. But i'd make sure the length is right before you hold me to that.

Hammily

My friend put in a 2004 Cummins into a 2000 Ford Excursion. He kept the 48RE behind it and he tried for several months to get it working but couldn't. He ended up buying a valve body and transmission controller from ATS and now it works. But that ended up costing an extra $2500.00. It is a pretty nice system though. For my Excursion I used the Cummins, 47RE and the PCM from the wrecked truck I bought. I only have about 300 miles on the system so far, but so far so good.

John

workingdog

Hammily,

What sensors did you have to connect to the TCM to make it work?

Peter

Hammily

I took the engine and transmission out of the wrecked truck still bolted together and put them into my excursion without ever taking them apart. I took the main harness and the PCM with it. I kept all the wires that went from the PCM to the tranny connected. I kept the Ford 273 transfer case changed the input shaft and bolted that right up to my Dodge tranny. On my 97 Dodge the VSS was on the transfer case so right now I think the only signal that the PCM is getting from the tranny for controlling it is from the output speed sensor. The park/neutral switch is also hooked up to a relay for the starting circuit.
I have only heard good things about Autoworlds workmanship. Hopefully you get your truck soon. You didn't make the mistake of telling them that this project was not a rush and that they could do it when they had time did you?

workingdog

That's great info, thanks Hammily. I did not give them a time frame, but it sounds like I need to turn up the heat a lot. The sad things is that there was a tranny attached to the motor when I bought the motor and AutoWorld said not to buy it - would have been a lot easier and a lot cheaper.

Peter

5.9Excursion

Hammily,

Wow, you and your friend have done the same swap I am getting ready to start. I am putting an 04 305 HPCR engine & 48RE into a 2000 Ford Excursion. I am also using the ATS standalone controller/valvebody.

Could I get your email address or phone number, I would love to ask you some questions on the swap or see pics if you have any.

Thanks,

Jesse

workingdog

AutoWorld has come around to the same conclusion and is going to use the 48RE and ATS standalone controller/valvebody. So it looks like we are finally making progress.

Peter

5.9Excursion

workingdog,

Are you staying at stock power level or making any changes?

Regardless of power level, an aftermarket convertor will increase mileage and get more power to the ground. I went with a lifetime warranty Goerends convertor (triple disk).

If you are turning the power up, now would be the time to install a laminate flexplate (suncoast) and a billet input shaft (sonnax). It adds to the cost of the conversion, but it also adds some piece of mind. If either of these fail later, it will be $$$ to fix.