ford excursion 5.9 cummins swap

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Cummins common rail into an Excursion

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For those interested in installing a Cummins in an Excursion, there is a very well documented and inspiring conversion on another site: http://www.dieseltruckresource.com/dev/showthread.php?t=176490 The guy bought a used V-10 for a song, drove it for a year while he gathered parts, then did the swap out in his gravel driveway in November/December. He really did a fine job on it and posted some photos. V-10 Excursions are cheap, making it pretty easy to justify doing an engine swap...assuming you live outside of a smog testing area. Not sure about those legalities, and they may vary from county to county.  

hows the progress of your project clam?  

Still gathering parts. Waiting on a gasket set to reassemble the engine, bought a Dodge wiring harness to go with the Dodge computer I bought, so the engine won't think it's a freightliner. Couldn't find a freightliner (strictly Cummins) computer. I picked up a book of wiring diagrams for year 2000 F-650/F-750 and it looks like there is a lot of wiring similarity between it and my Excursion, so maybe it will help me wire up the engine ECU and the Allison transmission TCM so that the factory gauges work and the ECU and TCM will talk to each other. I also found a link on another site that has all the wiring diagrams for Dodge, so it's going to be like mixing 3 different puzzles together and trying to make one picture that makes sense. I've still got a lot of things to figure out, so until I do, the wrenching can wait until I at least THINK I have a clear pathway from beginning to end...and the weather warms up and the overtime gets cut back. Thanks for asking. After seeing that website with the converted excursion, I'm pretty pumped up about it. What a sweet combination. I think the thing that is most discouraging is the cost of switching to an Allison transmission. By the time I buy the HUGE cooler with 3/4 or 1" lines, beef up the tranny, buy a torque converter, wiring harness, and a 4x4 tail shaft housing along with a direct bolt up transfer case, switching trannys has the potential of costing in excess of $12,000. No joke. I highly doubt I'll spend that much money. Torque converter, cooler and a shift kit maybe. My tranny was remanufactured when I bought it, just not with the super high performance stuff, so if I take it easy, it might last a while, hopefully at least until it's totally inconvenient to deal with. I noticed on Ebay that there is a guy in Portland, Oregon who is now making a bunch of different do-it-yourself piping kits for installing several different compound turbo combinations. That might be a good option for me and I need to investigate that, otherwise buying a fully made kit that already has turbos in it can easily cost $5k and up, especially if you add in external blow off valves and waste gates, which is actually a good way of doing it because then the setup is tunable.  

WOW...doesn't sound like you'll be doing this in a gravel driveway..it will be very interesting to watch it progress.can't really wish you luck (not necessary)..hope it goes as smooth as possible..  

I read the whole thread. I wonder if he put too much work into it putting in a new computer controlled engine. A nice mechanical injected 5.9 will work very well and no computers to deal with other then the trans and cluster computer. Personally, I think the guy deserves a Nobel Peace prize for the level of work he put into the thing. I rather give it to him then to Al Gore (ack!). I met a guy in NJ who installed a 90's vintage 12v into an 80's vintage dully Chevy. He said it was an easy transfer and boy did it sound sweet!!! I have to admit those Cummins have an awesome sound. mark  

Thanks William, I appreciate your continued interest. Believe it or not, that's encouraging to me. I have a concrete driveway and a single car garage that the Excursion won't begin to fit into, but that's WAY better than doing an engine swap on gravel. rock_doc- I read the whole thing in one sitting too. It's a great read and very nicely documented. The guy just does outstanding work and his methodical, patient approach is a good example to follow. I'm sure I'm going to have some driveline length issues because my engine has an SAE#3 housing on the back of it, so the tranny will have to scoot back a ways, and with my luck, I'll probably have to chop a big hole in the floor and fire wall to accomodate it. I'm NOT going to do a body lift because it's 5" too high already and a PITA to climb in and out of despite me being 6'3". I debated about doing a mechanical 5.9 and nixed it because of my needs for the vehicle- commuting and needing high mileage and towing very heavy. The mechanical versions are basically locked down at one power range vs the HPCR 5.9 you can just reprogram like the 7.3 or 6.0. I'll also have no problem passing smog testing if the need ever arises. I currently live half a block outside "the zone."  

nice work on the conversion, please keep us posted as progress continues. was there any reason not to use your BTS behind the cummins get the amp research folding steps to accomadate your need for a body lift.  

I posted a response but it has not shown up. Maybe it got firewalled... The short of it is this- to clarify, the excursion on that other site is NOT my rig. I hope my conversion looks as nice as his when I'm done though. I'll gladly keep everyone updated with progress whenever that happens. Weather and work schedule as well as the need for some expensive parts (perhaps a suncoast torque converter) have me had me stalled for months, but I'm slowly gathering the goods. BTS tranny: my 35" tires with 3.73 gears makes the spread between gears too wide for a 3 speed with overdrive. The Allison is a 4 speed with overdrive, and I have the option of going with a double overdrive. May end up switching gears anyway though. From what I've heard, straight 6 engines have a narrower torque band than a V-8, and the gears were too far apart for the 7.3 IMHO. The Allison is a very expensive option though. It would have been far cheaper to keep the BTS. Coldair, I'll take your recommendation for the step under advisement when I have extra money to blow. I have to figure out if I'm going to be into a body lift or cutting the tranny hump because of the unusual engine with the rear gear train AND the SAE#3 housing.  

Clam, Is the allison you have a 1000? Or something different from a frieghtliner? I am interested in doing the Cummins CR swap in my wifes EX...But I am looking into a 5R100. I may be able to get a Allison 1000 6 speed for pretty cheap though. We'll see. Brent.  

I bought a 5 speed Allison 1000 freshly remanufactured. The expense for an allison is at the back end when it comes time to hook up a transfer case. My rear housing is for a 2wd, so I have to change that too. Suncoast has one for around $1,200, but then I still have a spine size difference, so another option for me might be a divorced transfer case, or else I need to buy one that fits the allison or somehow adapt my transfer case. Not sure if that last one is possible.  

You probably thought of this already but what about a GM tranfercase intead of the Ford one... I don't have the time and money spent like you have spent on this swap...So please except my lack of knowledge suggestions. I was planning to use a CR Cummins 2003-2004.5 model year with a 5R100 or Allison 1000 6speed. The adaptors are obviously available aftermarket to bolt them all together. Along with the transmission modules to make them shift. As for the transfercase region??? We'll see, I'll probably do whatever you do /forums/images/%%GRAEMLIN_URL%%/laugh.gif I guess being the pioneer for a project Clam isn't fun all the time. Brent.  

<div class="ubbcode-block"><div class="ubbcode-header">Originally Posted By: BDS</div><div class="ubbcode-body">You probably thought of this already but what about a GM tranfercase intead of the Ford one... I don't have the time and money spent like you have spent on this swap...So please except my lack of knowledge suggestions. I was planning to use a CR Cummins 2003-2004.5 model year with a 5R100 or Allison 1000 6speed. The adaptors are obviously available aftermarket to bolt them all together. Along with the transmission modules to make them shift. As for the transfercase region??? We'll see, I'll probably do whatever you do /forums/images/%%GRAEMLIN_URL%%/laugh.gif I guess being the pioneer for a project Clam isn't fun all the time. Brent. </div></div> It may not always be fun but it's always expensive. I'd stay away from the Allison 1000 unless you can pick up a used one with the transfer case attached and includes wiring and Transmission Control Module (TCM), and that's assuming there are adapters to go from the engine you choose to the Allison. The SAE #3 housing is about 7" thick and was used between Cummins / Allison setups in UPS style step vans- but that creates a length problem for drivelines, and I have yet to see if I'm going to have to do a body lift or cut out the tranny hump. My advice, keep it as simple as possible. Read that entire thread that I posted a link to if you are serious about doing a swap and note that that guy spent a YEAR collecting parts and doing research. I've been at it since the end of last march ('07) and still have to assemble my engine. The rest of the gasket set arrives next weekend. BTW, gasket sets are spendy...obscenely so. There are currently NO aftermarket modules to interface the cummins with the allison unless I find a Cummins computer, and I've given up and bought a dodge computer. The GMC TCM will probably have to operate as a stand-alone without engine input, and I've heard good and bad rumors on doing that. I can't tell you about the other tranny options because I haven't investigated them. Simplest solution is get the entire powertrain out of a dodge pickup and have that tranny built by Goerend (spelling ?) Brothers. That's what the guy I linked to did.  

Clam, I may be confused but check out THIS link and scoll down...Half the way down is the adaptor plate to bolt a Cummins to a Allison 1000. Then scroll to the bottom of the page and there is transmission moduels for the Allison 1000. The description says "Stand Alone" so I do not know for sure but I figured it meant it is the brain needed to make the Allison 1000 work in transplants like yours and hopefully mine. I also thought that the TS performance truck was using a Cummins 24v with a p-pump and a Allison 1000. Brent.  

Oh yeah, sorry, I forgot about the Destroked adapters because I'm not using one because of the SAE #3 housing that came with my engine. I bought an Allison 1000 that fits the SAE #3 which is a different bolt pattern than the Allison 1000's in the pickups. They build good products and I think that is probably the better way to go- at least you won't be cutting the floor up that way. As far as I know, the stand alone controllers from PCS for the Allison 1000 do not exist. The rumor I heard was that after a couple years of expensive R&D, they gave up. The closest thing available is the ATS "CoPilot" http://www.atsdiesel.com/atswebsite/ProductsGM/CoPilot.asp However, if you look at the technical data, it appears that it is set up to run ONLY behind a Duramax, therefore it is not a stand alone. Please double check that as I only spent a couple minutes looking. You might want to call them and see if they think you can hook it up to the Cummins ECM. If you do, let me know what they say. There are some folks around that have tinkered with the Allison TCM and there are witnesses who swear that the trannys run great disconnected from the engine ECM. So it's risky being based on rumor and subjective second hand comments.  

The last I read on the PCS controller controlling an ALLISON was that it would randomly go into reverse while traveling at highway speeds. The ALLISON uses a very unique shifting method and is very difficult to duplicate.  

That would be ugly as sin. There's some guy who lives in the Seattle area that supposedly knows how to make the stock unit work well as a stand alone. I'm inclined to believe that there is probably a way to pick up signals between the engine and tranny because I have a hard time believing that Motorola would actually spend the money to reinvent the wheel. I'm just running on a hunch, and only time and experiments will tell. I just wish that the ECM and the PCM were "open source" software instead of proprietary to the Nth degree. But Cummins isn't going to release their software, Motorola isn't going to divulge their secrets an neither is Dodge or GMC, and they would all have to agree for that to happen to benefit me. It would also put the makers of aftermarket programmers out of business, but I've spent $1,200 or more already programming the 7.3 and it's now junk- and the truck only has 117,000 miles on it. As an aside, I'm going to be pissed if all of my PM's got dumped in the change over to this new software, and so far, it looks like they are gone.  

June 27, 2008 update: Been busy and broke, but I'm pecking away at it. I've moved the firewall back 6" adjacent to the steering column to make room for the engine mounted air compressor for onboard air. Don't do it- it's not worth the effort. Last night I finished installing the shift kit in the Allison 1000 and I also installed the super heavy duty output shaft housing from Suncoast so the transfer case won't break off the back of the tranny. I bought a rebuilt transfer case that is the same as my stock 273F, but it has the correct input spline (manual tranny) to match the Allison automatic. It also has the reluctor wheel installed in the tail shaft so the tranny will get the right output speed signal in 4 high and 4 low. The Suncoast housing is drilled to match the 273F at the correct angle for the Excursion. Today I went to the wrecking yard and got the pigtail for the go pedal, necessary for the 2005 cummins ECM to operate. I won't have to bell crank the TPS that way. However, I'm striking out so far in locating a wiring harness for the Allison. Been to the dealer, wrecking yards and Allison, but nobody has one. Not sure what to do at this point. St.Clair Technologies builds the factory harnesses but I'm not sure if they will sell just one. I'm going to test fit everything this weekend and deal with the mounts. I still need a bunch of small stuff to get it running, but at least I'll have it out of the garage...I hope.  

you a mean one MR gulch :domotwak:  

cummins into ford Hey, There is a company near where I live, its in Kalispell Montana and its called fordcummins.com and they do cummins conversions into fords. They have all kinds of mounting kits, etc for putting a cummins into the ford. I just talked to Dave there today, and they are finishing up a Excursion conversion and they are using the ford 5 speed torqueshift tranny. He said it had a v10 too at birth. Just thought this might be some help as they have done it a ton of times and sell parts to do it. Hey, I was even thinking of selling my powerstroke x and looking for a limited v10 for dirt cheap and going with the cummins but this is a daily driver right now. Hope this helps!  

I'm determined to do mine myself- the hard way, and certainly the most expensive way...so it would seem. I'm working out final details on my firewall mods today. Engine, Tranny and T-Case have all been in together to check clearances and motor mount locations. Final trim and patch work going on now and I'll dress the engine with the accessories before it goes back in and gets bolted into place. Tranny mount arrives tomorrow, but I have to build a whole new cross member because the T-case is in a different location and rotated down far enough that I can't use the stock one.  

Have you considered converting to a manual transmission in the Excursion? I wonder if that would be cheaper and very unique  

I feel the need to make a comment on the manual transmission issue. I admit that at first I was thinking of getting a manual transmission (I was looking at pickups in addition to the X), but a few test drives with the torque shift convinced me otherwise. There is no longer any palpable advantage to manual transmissions --- modern automatic transmissions are smart and efficient. Add to that the fact that any clutch dealing with 500+ lb/ft of torque is going to be a bit of a bear to work with and it pretty much makes sense to use automatic. Add to that the fact that many fleets of large trucks are converting to automatic transmissions as they last longer and are easier to service (all the smarts are electronic rather than oodles of little parts (like what make up modern syncromesh)) And you're left with a manual tranmission simply being a status symbol and a method to discourage people from wanting to borrow your truck.  

I'm really looking forward to having this Allison 5 speed mated to the Cummins for the reasons Zaphod names. I installed a shift kit which meant dismantling almost the entire tranny, but I was able to reassemble it quite easily with a tranny book. It's a lot easier than I had ever imagined. If I needed to rebuild it, I now know I could do it myself. But I'd leave the older trannys and even the manuals to a professional rebuilder. I think a torque shift behind a Cummins would be an outstanding option if the truck originally came with one, and I'm sure someone will do one sooner or later. Mine came with a 4R100, which I had BTS build, but I sold it because it has one less gear than the Allison. Also, if I change the valve body, I can bump my Allison up to a 6 speed (double overdrives).  

any news? ..I just bought a 12V Cummins repowered excursion. I am finishing the previous owners unfinished stuff etc and Taking the Truck in a slightly different direction. The Excursion has a 5 speed NV4500 in it now . I am debating swapping a new '07 G56 I have set aside for my first gen dodge ..into the excursion. This would help bring the gear spacing on the shifts closer, and would be nice for my wife (the intended daily user ha). The G56 has a new southbend Fe clutch here in the box..while the nv4500 has a enterprise dual disk in it now and that is a nice shifting setup when you don't use the clutch..Thats fine with me from using the big trucks, but my wife is still not used to that yet. whereas the G56 and single disk south bend FE would be like a regular manual trans etc. Hope to hear see more about your conversion. Thanks Deo  

Well, I quit my job July 25 and moved from Washington State to South Carolina. I finished the sheet metal work on the firewall and glassed it in that same day. Soon as I finished, I dashed to the airport so I could start my new contract job on July 28. Guess where the Excursion still is. I'm hoping to get my son to finish it, or at least get some things done on it while I'm here. I have to send the Suncoast tranny housing back- they misclocked it for a monster show truck. If my son doesn't work on it, I won't get to it until probably June or July...or maybe August, then I'll spend another year's vacation pissed off because I have to work on it instead of driving it to Alaska.  

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2003 Excursion 2003 Cummins 5.9 swap

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So been a while since i posted here but figured i'd post a little vid of my 03 excursion swap  

That is pretty awesome!  

that's ridiculously awesome sauce. great work.  

Your my hero of the day! How did you get the 5r110 to work? I can never find anyone to say they get it to work right and if I go with a cummins swap use an manual or a dodge auto! Do you have a link to your build and how much do you have invested in the swap? Chris  

Any build thread or more details? I have been wanting to do the same thing for a few years.  

You tease... This needs a build thread....  

Guys in so sorry I didn't reply sooner. The motor is actually out right now getting a"rebuild". I didn't do the original swap but I can definitely answer some questions for you about it. The 5r110 works just fine. The tunes were done by diesel conversions with a base tune to start and then logging with an sct, and sending them in to get better tunes. It's got an upgraded TC and some clutches in the trans, along with a dedicated cooler, bypass filter and upgraded pan. If you guys want more pics, have questions etc let me know and I'll try to answer them for you.  

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Hah, well you wouldnt be envious with the bill i am going to get for the motor rebuild. But i will get photos for you guys and post them up.  

Did it burn up a piston? Is it a 2003 SO or HO? 250 or 305hp?  

Not burned up. Something made its way into the no6 cyl. Chewed the face up pretty good, but cylinder walls seem ok. I think its a 250hp SO but not sure. I've got an upgraded turbo, horn and tuning on it so its probably closer to 300hp  

Sorry to hear that. There is usually a sticker on the drivers side valve cover that says the "Advertised HP". I've been watching the salvage auctions hoping to get something for a drivetrain and eventually do the same swap.  

Your Rig looks and sounds great! My excursion build is very similar. So, I've got shopping list together of what I can afford and the other list is my build list of what I can't, but I'm simply able to build on my own. I'd be interested in wiring diagram from anyone who has built of similar years. I'm building a 04 Excursion 6.0 to a 03/04 5.9 CUmmins Common Rail sticking with my 5R110. I'm good with transmission, I just need to see the combining of the harness and the use of Ford PCM and the Cummins ECU. Also, if anyone has motor mount schematic I could sure one to compare to what I think will work. I would greatly appreciate the help with any and all you alls knowledge. Many thanks. I know I didn't have the opportunity to get through all of later forums, but the ones I did find that applied where from 2014-15.  

Sorry more questions: why did you use an 06 ECM, Cummins or PSD? Yup, so I'm clear, you repinned the Ford wiring from the PCM to the Cummins ECU connectors? Doing this, you are using only one OBDII port? Your video says you used an 03 Excursion to a 03 Cummins, why not repin the 03 ECU, if this is right? You built your own your alternator bracket to use the Ford alternator, have you had any issues with it? Did you build your own motor mounts? I'm using my 5R110 as well. My apologies for tying up this forum, I don't have enough post to have access to all of the information or PMs. Many thanks again. Your builds great, hope my turns out the same.  

My swap thread is here http://www.powerstroke.org/forum/ge...lete-common-rail-conversion.html#post15265746 I'm not the OP of this thread 06 Cummins ECM because I wanted EFILive Other than slimming the Ford harness I haven't touched it, going to have 2 OBDII ports one for the Ford one for the Cummins  

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Cost of a cummins swap, a beginner’s guide to what’s really involved in the conversion of your dreams.

Whether it’s a Super Duty that’s being converted, a sled puller, a drag racer, an off-road vehicle, a rat-rod, or virtually any kind of daily driver, Cummins is king when it comes to engine swaps in the diesel world. But while a Cummins swap is the obvious and common choice for most builds, that doesn’t necessarily mean it will be cheap to pull off, or easy to perform. Measurements, locating a donor vehicle, and sourcing an engine are one thing, but actually dropping it into place and making it run and function can be a whole other story. Oftentimes, transmission selection, electronic integration, and the miscellaneous parts that are required to make the swap drivable consume the most time.

Then comes the custom components or solutions that can’t be bought but have to be made. If you’re not adept at fabricating, costs can skyrocket by enlisting the help of a professional. Being realistic with your own wrenching, welding, and electrical knowledge goes a long way in determining if you’re going the DIY route or having an independent shop handle the bulk of the work (if not all of it). In the following pages, we’ll run through a host of common engine and transmission combinations. Our aim is to highlight the unrealized, unexpected costs that can come up during the course of a Cummins swap —as well as give you an idea of what it will cost to have a professional perform the job for you.

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2003 6.0 Excursion to 5.9 CR compound turbos.

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such a nice feeling isnt it, I need to start thinning out my harness for the 12 valve that is gonna go in mine Sent from my SM-T280 using Tapatalk  

I'm working on that right now need to finish it up and take some pictures  

Kewl. Makes me want to throw a CR in something like an old Chevy pickup. 800+HP in a light truck would be a barrel of fun. Keep taking pics!! Sent from my ASUS_Z012DC using Tapatalk  

Awesome! Can't wait to see how it turns out. We just bought a 2005 excursion with the plans to swap a cummins in when the 6.0 dies. Let me know when you start parting out the 6.0. I would be interested in the 58v ficm and other parts. I'm in south Houston as well.  

Your going to need a 2nd gen manifold to fit twin turbos in there, and it's a very tight fit with the evaporator/heater box. You won't miss your 6.0, I promise! Nice job so far.  

Manual transfer case linkage access panel Sent from my SM-N920P using Tapatalk  

Now that you say that it makes perfect sense, I guess I'm spoiled by having an electronic one.  

That's where my manual tcase shifter goes into the cab. Glad you like your electric shift, I'll keep my manual stick, never had one fail yet. I've read different instructions that say to move the cross member back to the back set of holes, but like a few others mine was already in that location. We modified the cross member in order to move the trans back.  

Did you use only the Painless wiring kit or did you build your own harness? I asking because I'm looking out build my own for my 04 6.0 to 03/04 5.9 CR. Thank you  

I purchased a painless harness and repinned it for the 06 ECM, the Ford harness is currently stripped down in my living room when the engine is in the truck I'll finish it up.  

Go to the auto parts store and buy a case of engine degreaser, I prefer the foaming type. Spray it all over and let it sit for 5-10 minutes then spray it again let it sit for another 5-10 minutes then pressure wash  

Impressive! I helped a guy I worked with take an Excursion body off once for paint when I was working at the dealership. Owners tried to jumpstart the truck, hooked the jumper cables up backwards and blew up both batteries, sprayed acid all over the engine bay. I've seen hundreds of super duty cabs off but that Excursion body up in the air was extra crazy for some reason. Wish I had kept the pics on my old phone of the body on dollies on a flat bed headed to the body shop. Nice work so far!  

Bad idea on boxing the frame and filling with foam in my opinion. I see no need to box the frame. Super duty frames are notoriously strong and don't flex that much. You have a much better chance of ruining the frame than improving it. Also with boxing it in and filling with foam you will trap water, humidity, and junk inside the frame which will lead to it rusting out much quicker. These are just my thoughts though.  

Destroked 450 said: Fully agree ^^. Boxing and filling is a bad idea. SD with front coil springs have a boxed gusset behind the engine cross member but it's not filled and the frame curves down at that location so any moisture will drain out. Think about some of the trucks that came with fully boxed frames, no many of them left anymore due to the frames rusting out. Click to expand...

Fully agree ^^. Boxing and filling is a bad idea. SD with front coil springs have a boxed gusset behind the engine cross member but it's not filled and the frame curves down at that location so any moisture will drain out. Think about some of the trucks that came with fully boxed frames, no many of them left anymore due to the frames rusting out.  

Food for thought, and maybe playing a little devils advocate here. When Ford realized the rear axle tubes were rotting out on the Windstars the recall involved big reinforcement brackets, spraying a cosmoline like anti-rust wax and filling the axle tube with spray in closed cell expanding foam. That being said the axle tube is solid, as in it doesn't have a bunch of random production holes like a frame rail would probably helps from water getting in. But the full size truck frames are quite stout like Baron said.  

Another thing to keep in mind is don't keep getting distracted from the main project. So many people get distracted and start working on fixing stuff that's not broken and either run out of money, or desire to finish the project, or time. I'm included in that. I have started 2 projects that I ended up selling for pennies because I got distracted from the main purpose. You have an awesome project going!!! Keep your focus on the main project of swapping motors first, get that done, then you can dabble on other projects. Not trying to discourage you or anything, I have just been down that road. And remember, the frames on these trucks is stout! People use these trucks to pull in excess of 20k all the time and they just keep kicking. I have pulled a 40' toyhauler that weighed 14k empty all over the country. Also have carried over 3k pounds of scrap metal and dirt multiple times with no issues. Chances are pretty slim you will abuse the frame on your excursion the same way people do their trucks. Use the KISS approach, don't fix what isn't broken.  

This is the perfect example of "might as well" because I don't ever want the truck this far apart again and so much is never going to be easier to access. Your right though this was originally going to be an engine swap now it's a body off restoration. Being an excursion I'll never use the thing to haul like a pickup but I know GM, Ram, and the new 17+ Fords are fully boxed so it was a thought. I'll probably just end up boxing in the front to the first interior cab body mount like the 11-16s have.  

Holy, you’re going all out! Nice! 2014 Mega Cab - Laramie - EZ Lynk Sent from my iPhone using Tapatalk  

Glad to see you are making progress on the excursion. Looks like you are not leaving any stone unturned!! Can't wait to see your next update!  

Really love seeing the progress on this! What's your opinion on the chassis saver paint? Any plans to do any blasting/painting on the underside of the body? How are your rockers and lower doors? Will you be putting on new body mounts? Great job!  

The Chassis saver seems good but at the same time it's still newly applied and I hope it holds up for 10+ years. The underside of the body as far as I can tell is in great shape no rust or paint chipping same goes for the doors. Yes, I'll be replacing the body mounts with Daystar with kevlar.  

Looks awesome!  

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2000-2005 Excursion with 5.9 Cummins Swap

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• Description

DETAILS & PRODUCT DESCRIPTION

2000-2005 Ford Excursion with 5.9 Cummins Swap

With Rear AC

Kit Includes:

• Compressor manifold block with sealing washers
• Suction Line with Rear AC
• Discharge line with 10mm port for high pressure switch

*Note: Trim discharge nipple on adapter block if needed; ensure shavings/debris removed prior to install.

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Conversion Kit: Ford 2003-2007, 6.0L, 5R110 to 2003-2009 Common Rail Cummins

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• 2003 / 2004 CR (Automatic Trans only) Not Needed
• DCS Throttle Pedal Module, 2003-2004 Cummins (manual trans only) in 2003-2010 Ford Super Duty.
• DCS Throttle Pedal Module, 2005-2006 Cummins in 2003-2010 Ford Super Duty
• DCS Throttle Pedal Module, 2007-2009 Cummins in 2003-2010 Ford Super Duty

• Supplemental Instructions - 03-04 Cruise - Cruise Helper Not Needed
• Conversion Installation Manual: 03-07 6.0L 5R110 Super Duty Ford Pickups, with 03-09 CR Cummins Engine
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(*** If you have an 03-04 Cummins common rail, from an auto transmission application, please call before ordering) The most Ford to Cummins conversion parts in one package, anywhere. This kit streamlines the process saving you time and money. One-stop shopping with premium quality parts for your conversion. 

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