Part 2: Cummins/Allison swap into 2001 F-250 Super Duty Photo Gallery
Big Three Blend: Part 2
Bruce W. Smith –
Feb 8, 2017
Photo 1/25 | Ford Cummins Swap Hoist Front Lead
Photo 2/25 | Ford Cummins Fender Emblem
Photo 3/25 | 003 Ford Cummins Swap ARP Studs | Shawn Smalley installs a set of ARP 2000 head studs to strengthen the 5.9L Cummins engine that will pump out 480 to 520 hp and close to 1,000 lb-ft of torque. Our salvage-yard engine is in great shape internally.
Photo 4/25 | 007 Ford Cummins Swap Turbo Exhaust Install | Industrial’s PhatShaft 62/70 turbo is mounted to a BD Diesel Performance “Pulse” manifold, which places the turbo down low and at the rear of the engine, clearing the ’01 Ford F-250’s air-conditioning box and plumbing.
Photo 5/25 | 017 Ford Cummins Allison C4 Apply Piston | During the rebuild, Automatic Transmission Specialists’ Kelly Bergsing installs a custom SunCoast C4 piston that allows the use of a thicker spring-apply plate so that pressure across the frictions remains even.
Photo 6/25 | 018 Ford Cummins Allison Shaft Gears | Building an Allison transmission to support 800 hp (or more) requires strengthening the shafts and gears. SunCoast’s billet input and output shafts, P2 planetary, and C2 hub beef up our $4,500 rebuild.
Photo 7/25 | 022 Ford Cummins TCase Shaft Install | Shawn installs the new DeStroked input shaft into the Ford NP271 transfer case. The shaft is included in the transfer-case adapter kit and links the splines of the Ford and Allison pieces perfectly.
Photo 8/25 | 025 Ford Cummins Allison In Frame | Here is a look at the Cummins/Allison/NP271 bolted together and positioned in our ’01 F-250 frame. In the next installment, we’ll wrap up our Big Three Blend drivetrain swap with details on plumbing and wiring the project truck.
Photo 9/25 | 004 Ford Cummins Swap Setting On Head | Shawn and son Thomas set the head in place on the ’01 Cummins block, which they cleaned and painted. The main seals were also replaced and a new water pump was installed.
Photo 10/25 | 005 Ford Cummins Swap Race2 Injector | Industrial Injection’s Bosch 120hp Race2 Honed X4 nozzles were added to give our 5.9L a nice power increase, while keeping the smoke factor to a minimum. These injectors are Extrude-Honed and balanced.
Photo 11/25 | 006 Ford Cummins Swap Billet Freeze Plugs | Mobile Diesel splurged on some shiny parts for the old 24-valve powerplant, including PDM’s billet O-ring-sealed expansion plugs to replace the stock freeze plugs (beneath the turbocharger) that are prone to blowing out.
Photo 12/25 | 008 Ford Cummins Swap Remote Oil Adapter | We removed the oil-pressure sensor from the stock housing and installed it in the DeStroked billet oil-filter relocation kit. The filter will be mounted near the front bumper after the cab is on.
Photo 13/25 | 009 Ford Cummins Swap Valve Cover Stud | Several little items cropped up in the Ford/Cummins/Allison swap prep, including the need to grind a little off the rear of the valve cover to clear the longer ARP head stud.
Photo 14/25 | 010 Ford Cummins Swap VP44 | Everything in our Cummins engine’s VP44 injection pump is refurbished or rebuilt to the factory specifications at Industrial Injection. They replaced the stock brass sleeves with steel pieces, upgraded it with new parts, added a new brain box, then calibrated it for three hours.
Photo 15/25 | 011 Ford Cummins Swap FueLab Pump | A strong lift pump is critical to the life of a modified diesel engine, so we installed a Fuelab 200 Velocity pump/filter kit on our Super Duty’s framerail to ensure a constant, cool, clean supply of fuel.
Photo 16/25 | 012 Ford Cummins Swap Allison Cummins | DeStroked adapters make it easy to bolt a Cummins to an Allison 1000 six-speed automatic transmission, and the gearbox to Ford’s NP271 transfer case. Our hurt Allison was rebuilt by Automatic Transmission Specialists, using performance parts from SunCoast Diesel Transmissions.
Photo 17/25 | 013 Ford Cummins Swap Oil Sensor | Not all things are bolt-on. This Ford oil-pressure sensor is adapted to the Cummins using a 90-degree pipe that has been “L” drilled, tapped, and chamfered so the sensor’s O-ring has a place to seat.
Photo 18/25 | 014 Ford Cummins Swap Starter | Getting a starter to work with the Allison bellhousing and 5.9L Cummins requires using the starter of an ’06 Ford 6.0L Power Stroke engine, then grinding an inch off the bottom of the Cummins’ webbing in order to make it fit.
Photo 19/25 | 015 Ford Cummins Allison Burned Clutches | The C1-C5 clutches in our salvage-yard Allison were crispy, which tells us it was either used for extreme pulling or in a high-horsepower, high-mileage rig (or a combination of all three). SunCoast Diesel Transmissions rebuild kits took care of the problems.
Photo 20/25 | 016 Ford Cummins Allison SunCoast Kit | SunCoast rebuild hardware includes proprietary C3 and C4 alto carbonite frictions and Raybestos GPZ frictions that feature a waffle pattern to hold oil to keep the clutches cool when they’re not applied.
Photo 21/25 | 019 Ford Cummins Allison Suncoast Clutch | Here Kelly prepares to drop in another SunCoast waffle-pattern friction. Using the best frictions available and a quality shift kit is critical if you want an Allison to hold up under the demands of a hopped-up diesel.
Photo 22/25 | 020 Ford Cummins Allison Oil Hole Close | Expert Allison rebuilders know there is a slot on the sun-gear spacer that must be aligned with the hole in the shaft to ensure proper fluid flow. If they are out of alignment, the transmission is doomed for rapid failure.
Photo 23/25 | 021 Ford Cummins Allison Electronics | The harness and bulkhead connector are completely submerged in fluid. Automatic Transmission Specialists replaced them with new pieces to ensure fluid doesn’t get into the electrical connectors.
Photo 24/25 | 023 Ford Cummins TCase Spline Adapter | The new input shaft is smaller and has a different spline count than the Ford piece (left). DeStroked also includes a special “clocking ring” for aligning the transfer case with the Allison.
Photo 25/25 | 024 Ford Cummins TCase Reluctor | The finned “reluctor wheel” is part of the DeStroked transfer-case adapter kit, and it works in conjunction with the Allison’s output sensor. Installation is press-fit, so the ring must be heated on a hot plate to get it over the input shaft.