Part 3: Wiring and Plumbing for Our Ford/Cummins/Allison Swap Photo Gallery
Big-3 Blend: Part 3
Bruce W. Smith –
Mar 8, 2017
Photo 1/24 | Big 3 Blend Part 3 Ford Cummins Lead
Photo 2/24 | Big 3 Blend Part 3 Ford Cummins
Photo 3/24 | 018 Big 3 Blend Part 3 Tcase Bracket | We made this bracket to secure transfer-case cable to the side of the Allison.
Photo 4/24 | 007 Big 3 Blend Part 3 Transmission Cooler Comparison | The stock Ford 7.3L transmission cooler (top) is tiny compared to the unit that’s used on the 6.0L Power Stroke engines. The latter provides more than twice the cooling capacity, and it bolts to the same location as the project truck’s original cooler.
Photo 5/24 | 011 Big 3 Blend Part 3 Special Fan | The only fan that works with this Cummins-into-an-’01-Ford-Super-Duty engine swap is the offset-style stock fan for ’99-to-’01 5.9L engines. They’re very hard to find and when you do locate one, you can expect to pay about $500.
Photo 6/24 | 012 Big 3 Blend Part 3 Cummins Tach Sensor | The tach sensor and reluctor wheel on the crank sit very close to the fan.
Photo 7/24 | 013 Big 3 Blend Part 3 Fan Shroud | GOS Performance and DeStroked have thought of just about everything when it comes to this swap, including a custom aluminum shroud that is a perfect fit for the Cummins fan and the Ford 6.0L radiator.
Photo 8/24 | 009 Big 3 Blend Part 3 Degas Relocation | Mat replaced the 7.3L degas bottle with a Ford 6.0L version.
Photo 9/24 | 016 Big 3 Blend Part 3 Radiator Bottom Tubes | Our swap includes replacing the 7.3L radiator and transmission cooler (and hard lines) with those from a Ford 6.0L Power Stroke engine. These parts are a direct bolt-in for an ’01 Super Duty. The steel lower radiator tube is a custom offering from DeStroked.
Photo 10/24 | 017 Big 3 Blend Part 3 Allison Fittings | Mat built custom hoses between the Ford 6.0L transmission cooler and our hot-rodded Allison 1000. 90-degree #10 Boss to #8 JIC fittings are used to keep the high-temperature/high-pressure ½-inch hoses close to the transmission.
Photo 11/24 | 005 Big 3 Blend Part 3 Oil Filter Bracket | Shawn Smalley modified the stock Cummins fuel filter/lift-pump bracket for the remote oil filter. We used a Fuelab 200-gph lift pump/filter system on the frame, so the stock mounting location on the engine block is capped off with a steel plate.
Photo 12/24 | 006 Big 3 Blend Part 3 Remote Oil Filter Mounted | We mounted the modified remote oil filter to the block using the bolts that hold the lift-pump/filter cover. High-temperature/high-pressure ½-inch hoses ensure no oil supply issues.
Photo 13/24 | 023 Big 3 Blend Part 3 Alternator | We installed a GOS Performance internally regulated alternator to handle the charging duties.
Photo 14/24 | 014 Big 3 Blend Part 3 Under Dash Wiring | This Cummins/Allison transplant requires a lot of cutting and splicing wires and the routing of three wiring harnesses to make OBD-II ports for the engine and transmission easily accessible at the fuse panel under the dash.
Photo 15/24 | 004 Big 3 Blend Part 3 Battery Tray | We used DeStroked’s CNC-machined dual-battery tray and Optima RedTop cells to power our rig. The battery tray bolts to where the ’01 Ford F-250’s airbox used to reside.
Photo 16/24 | 019 Big 3 Blend Part 3 Battery Ground Strap | You can never have enough grounds. The Allison and Cummins both require really good grounds, so we added two woven ground straps between the framerails and engine block, one on each side.
Photo 17/24 | 024 Big 3 Blend Part 3 Banks High Ram | A Banks Power High-Ram intake manifold helped increase the Cummins’ power and improve driveability, all while adding a little more “color” to the engine compartment.
Photo 18/24 | 003 Big 3 Blend Part 3 Air Intake | To feed the 5.9L Cummins engine cold air, Mat Johnson shortened a used K&N Engineering ’03-to-’07 Dodge Ram 2500 air-intake tube by 4 inches and used a short flex boot to hold the two pieces together.
Photo 19/24 | 021 Big 3 Blend Part 3 Downpipe | Mat clamped a Holset Turbochargers HX10 flange to the exhaust side of the Industrial Injection PhatShaft turbo and then attached this 4-inch downpipe, designed for the 5.9L Cummins in the ’04½-to-’07 Dodge Ram Heavy Duty. The downpipe fits the Ford frame and clears the big Allison like it’s meant to be there.
Photo 20/24 | 022 Big 3 Blend Part 3 Diamond Eye | Diamond Eye Performance had all the 4-inch exhaust parts we needed for finishing the Cummins installation. We used the company’s performance Ford Super Duty exhaust components from the downpipe back.
Photo 21/24 | 008 Big 3 Blend Part 3 Edge Juice Programmer | We gave our old, 24-valve 5.9L Cummins engine’s performance a big kick with this Edge Products Juice with Attitude CTS2 programmer. The device has seven power settings from which to choose. At Level 7, it can add 150 hp and 380 lb-ft of torque at 3,600 rpm.
Photo 22/24 | 020 Big 3 Blend Part 3 Allison Floor | The Allison is wider, taller, and longer than the stock Ford 4R100 four-speed automatic transmission that was in our truck. Mat had to move one area of the floor pan in an inch so it doesn’t rub against the Allison’s PTO-cover bolts.
Photo 23/24 | 025 Big 3 Blend Part 3 Burnout Rear | The Cummins/Allison combination has no problem roasting 35-inch tires. Throttle response, shifting, and power are night-and-day different over the old 7.3L Power Stroke drivetrain.
Photo 24/24 | 026 Big 3 Blend Part 3 Burnout Front | An old truck on an old road with loads of new power on tap is really hard on an ’01 F-250’s rear tires!