Hello all,

I have gotten diesel power in my blood and even a transfusion will not remove it. Bought my first Ram diesel in January of 2000 and I was hooked forever. Well today I have two and one is still the ‘01 I bought in 2000.

The other is an ‘08 Ford 350 6.4L. for the last year and a half it has been total rebuilt from frame up and is now finished. (Don’t bust my *****, that all started from a $500 could not refuse deal).

Now I have my ‘01 that is rusting out pretty bad from being a the salty Gulf Coast. It has the 5.9HO w/NV5600 and of course the VP44 injector pump.

So for my next project, I really would like to find a 1st generation D250 or D350 4-Door long bed and put this Powertrain in it. This Powertrain is still in my ‘01 and being driven daily, so I have all electrical and ECM and everything else that might be needed to go with this set up.

This will be another frame up deal, motor and trans will be rebuilt, (stock specs).

on some other sites for some reason they don’t seem to take this subject seriously. They answer, saying it can’t be done, and stupid stuff like why do you want to put a VP motor in it it’s junk, no gauges will work, get another motor, why? And all the stupidest answers possible. Just nothing productive.

Really looking for people that might have done this and solutions to integrating the two electrical systems.

other than the integration of electrical, cooling, AC, etc, my engine is a manual and only has about 40 wires on the ECM, so basically with 12 volts it is stand alone.

Thank you for all input on this issue.

 

Putting a 12V motor in a 1st gen would be a lot easier and cheaper.

Making a 24V work will require a lot of electrical input from the 2 computers and stack of relays that the 24V motor wants to run.
Or you can swap it to a P-pump.
Or buy a 12V motor and still use the rest of your powertrain.

It certainly CAN be done, your motor choice will just make it harder.

I have several 12V 1st gen trucks and Ramcharger builds on this site, for you to get an idea what you need to do.

 

Stay away from the VP44, it's problematical at best. If/when it works, it's okay. When it doesn't it is a real problem. If I had the extra money, I would convert mine to a P pump. The beauty of the mechanical pumps is just that, mechanical. No fancy mind racking electronics to fail, leave you stranded, then cost you $$$$$ to fix.

 

I have had this motor for 24 years and have 400,000 on it VP44 is not a problem. Now if it would be an electronics issue, then I could understand spending an additional $4000 to convert to the P7100. Most people just don’t want to spend the money for a reman with a new computer, that and install a gauge to warn of lift pump starting to fail. Thanks though.

 

That’s the thing, it doesn’t. It’s got a starter relay, ECM power, but the only other electrical is ran through the ECM for the sensors. Going through the wiring diagrams, I can either put the J1962 connection up under the dash or put under the hood.
If it was an automatic, I can see there is more electrical problems.
Will the NV5600 trans fit in the cab hump, and just need a crossmember?
I am guessing I would have to have custom gauges? Speedometer, tachometer, voltage meter.
I mean they put this engine in the old 6.0L and 6.4L Fords.
The main reason for this engine is, I have it already, it’s a very good engine and the transmission has been second to none, great. I know there will be some obstacles for shore. I had looked into going up to a 3rd generation 4DR, now there is electronics conflict issues by the dozens.
Somebody somewhere has to have done it.
I see the P7100 might be an option, but it would not eliminate the need for my ECM.


Thanks for the input

 

[QUOTE=BadNewsBrandt;3390031]That’s the thing, it doesn’t. It’s got a starter relay, ECM power, but the only other electrical is ran through the ECM for the sensors. Going through the wiring diagrams, I can either put the J1962 connection up under the dash or put under the hood.
If it was an automatic, I can see there is more electrical problems.
Will the NV5600 trans fit in the cab hump, and just need a crossmember?

I see the P7100 might be an option, but it would not eliminate the need for my ECM.




With the P-7100 pump on your motor, a Voltage Regulator for your Alt and a manual transmission with a manually shifted 4x4, you would not need a ECM anymore.

the NV5600s I have seen and heard about fitting in a 1st gen have required additional floor pan and hump work.

 

Ok i will most likely go 2WD, that’s positive, but what about my Crankshaft Position Sensor, it can be eliminated?

 

My white '85 crew cab that I swapped to 12v 5 speed 4x4 power does not have a crank position sensor.

Neither does my '89 Ramcharger which is also a 12V, 5 speed 4x4.

 

Man I do know why it has taken so long to just get this info. Maybe I word things a little wrong. That and seems some just like to hate this year motor. Who knows. Thank you so much. I think there is like a 1 wire alternator with optional RPM signal wire from Porfamance1 maybe. I’ll check more into that. I think my alternator has diode crap in that goes though ECM for the gauge. The cost of the truck when I find one, I’m sure the P-7100 conversion cost won’t hurt as much as the truck. I think I will be pulling the engine and trans in the next month or two to start them. Guess I’ll start looking for the P kit. Thanks again, I’m excited to find a truck for this project. Best regards.

 

What is your trick in keeping the VP pump alive for that long??

 

I lost one about 13 years ago due to a lift pump failure. I bought one from Blue Chip Diesel and paid the extra money for a new computer and installed a pressure gauge. Thanks to the gauge I caught a lift pump failing. That VP pump is still working. I due pay extra attention to fuel pressure for sure. Blue Pumps are not cheap.
But just because one failed don’t mean “junk” “trash” “no good” , figure out what caused it and help it out to not happen as often or again.

 

VP44 pumps dying are usually caused by a LP issue.

I put 130,000 miles on my 24V before selling it and I had no VP-44 problems. I had a fuel pressure gauge and watched it carefully.

I sold to a local guy and told him to not drive it if the fuel pressure ever fell to 0 as the LP had died.
Several years later he calls and says he truck will not start. He told me the previous day the fuel pressure gauge had dropped to 0 and the alarm went off, but the truck still ran "fine" he said.... So he continued to drive it around town with 0 pressure.
then things got expensive...

VP44 motors can work fine with care. I still would not put one on a 1st gen if I had the choice.

 

I will do a conversion to the P7100 to make the swap easier and less painless. Like I said, the motor and trans will be pulled a gone through. Is is a good running engine, but it does have 400K on it. I appreciate the information. My work will slow down in the fall, so I’ll have the time to travel. So the task is to search the country for a 4 door D250 or D350 and when I find the right one, take off with a trailer and go get it.

 

What part of the country are you in?

I am in Vermont and have some if not all the parts to do a build like this.

 

I am in Louisiana. I will be heading to New Jersey this winter, all my family lives there.I was actually going to take my wife to Killington when we go, she never went skiing, so we are going to get a cabin up there for a week. Don’t think she will like the skiing, but she’ll love the view. I use to go to Killington every year with my brother.
I would definitely be looking for this truck. Has to be a 4-Door long bed. An intercooler truck would be a plus.