2wd Excursion cummins swap ?'s
 

Buying an '00 Excursion v-10 and would like to go ahead and start collecting cummins swap parts for it. I have searched quite a bit and haven't found much 2wd swap info. Why does everyone buy big$$$ trans adapters and such instead of just using a dodge trans? My trans buddy says that all light duty auto trans (dodge, ford, and allison) have their issues that can be solved. Anyway other question is keeping the excursion's gauges working. Not set on 12v, 24v or common rail. would prefer early 24v from my limited research but open to suggestions.

my guess for the trans would be the computer controlling of the trans for an automatic and i'd rather have a ford trans anyway but i have a ford engine too. the 24 valve however i'm guessing you'll be switchin the whole computer so using a dodge trans would be wise. wouldn't be a bad idea to build it a bit if your gonna go for any power at all. you'll probably need to rewire the harness that goes into your firewall from the dodge computer. i dont actually know where they put the dodge computer so if its completely different from the ford's you might have to relocate it or adjust wiring length

12 valve would simplify the swap a ton. :c:

but its the most common and the simplest. the way i see it is 12v is like a carbaurated engine and 24v is like fuel injected. times have changed

Times have changed thats why 12 valves are comin out of beat up Dodge's and goin in other trucks. I didn't bash the idea of a 24v I just stated a fact 12v would be much easier. :c:

oh definitely without a doubt. that's why 12v conversions are so much more common. they're also much cheaper. i believe my carb and fuel injected theory to be fairly accurate if you want easy to work on you go carb. if you want precise fuel delivery and tuned performance you go fuel injected. and yes i'm aware 12 and 24 are both fuel injected i'm just comparing them to a gas setup

My thoughts entirely BUT, what is required to retain (functioning) factory gauges of the v-10 Ford with either 12v or 24v and is there a legitimate reason not to use a 2wd dodge trans? I've done a 5.3 liter GM gas engine into a 79' Malibu using nearly no aftermarket parts and besides the purchase of the engine and trans that swap can be done for $200 of less in parts if the installer is creative. It seems like most cummins swaps I've seen on web involve $4000 in parts that aren't really required. can you guys point me to some elcheapo swap links please? detailed gauge links also?

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Any info on making gauges function properly?

Depending on the use of the vehicle, the transmissions are barely able to handle the power of the cummins.

In order to use the factory ford gauges and a cummins, you will need both ford and dodge wiring diagrams. This way you can trace what wires go where. When using a 12 valve engine, there is less wiring to do, pretty much 1 wire hookup. While using a 24 valve, I think there is 4 wires to hook up. This is why it is easy to swap in a 12 valve.

I am not sure if you can use some of the ford sending units, like the oil pressure, water temp, on the cummins without changing the fittings. Less wiring to do.

You should attempt to get the wiring schematics for both and study them and go from there.

a ford should handle a cummins fine i'd say but as far as the 24 valve computer goes i'd just use the dodge

I found a '92 1ton 2wd dodge w/only 130,000 for $2000 auto, I'm leaning that way for simplicity. So to be more clear are the Ford gauge sending units stand alone from the ECM or are they shared and the gauge signals come from the ECM? A transmission mechanic buddy of mine told me that if you remove 1 of the check balls from the valve body of the dodge trans that it will increase the line pressure substantially increasing the life of the trans w/o making the shifts harsh. I just find it hard to believe that spending $2500+ on trans adapters and then another $4000 with Brian's truck shop or Sun Coast to beef up the Ford trans, is a better way than using the Dodge trans. But I have no experience w/the Dodge trans and enough experience w/Ford trans to know to NOT go w/a $1800 R&R budget 100 Ford trans rebuild (5 trips to the trans shop later and it finally holds up but my fingers are crossed).

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Being a hot rodder with mad fabrication skills I won't be able to leave the 12v alone. It will probably end up w/compound turbo. I have a new S400 72mm already that I bought for my 6.0l GenIII Malibu that I decided to was too small and went to an 80mm compressor.