just finished (almost) swapping in my 5.9 cummins, 727/205 combo narrowed dana 60f 4.56/arb and dana 70hd/welded getting 42's soon calipers are ground! also needed more torque. buddy has my injectors, aftercooler, and pump! will try to get better resolution pics thanks eskimo:cool:

#1 (by the way, I couldn't attach them...not a valid JPG file? WTF?!?)
http://www.nctacomas.com/eskimo/ctd/CTD1.jpg

#2
http://www.nctacomas.com/eskimo/ctd/CTD2.jpg

#3
http://www.nctacomas.com/eskimo/ctd/CTD3.jpg

#4
http://www.nctacomas.com/eskimo/ctd/CTD4.jpg

#5
http://www.nctacomas.com/eskimo/ctd/CTD5.jpg

where are you planning on mounting that intercooler? and what springs are you going to use on the front?

Actually, that year of the CTD wasn't intercooled... so he's probably not going to mount it anywhere :)

there is no way your frame can like that thing? what about springs? is that heavier than teh cruiser 6 ? jiMMy

I think the 6BT motor weighs like 1300 lbs. IMHO, overkilll for a small wheelbase vehicle. A 4BT might be better option.
You're going to have to beef up front end.

CK

not an intercooler........an aftercooler. water to air. it sits on the cylinder head where the intake plate bolts on anyways the engine weighs in at 975# empty ill wait until the frame breaks in half. stock cruiser springs up front are flat. rear are 1 ton gm junk springs with no overloads or helpers. im gonna hit this thing with the super sawzall to clear the meats

How is that oil pan clearance?

oil pan clearance is great due to the rear sump pan and pick up.also cruiser is sprung over/ reverse shackle

DAMN!!!!!1
and they say it can't be done
:flipoff2: :flipoff2:
Butch

a lot of guys over here, do the 6.2 and 6.5 chev into their cruisers, and keep all stock running gear.......

i like that cummins idea though, damn i like diesels!! never heard of a cummins in a landcruiser down here (guess it'll happen one day) maybe ill make one ;) what adapters? or does it bolt straight to the 465?

As one who has owned 4 of them (have 2 now) I love 'em. Nigel Buxton and Jack Chomley (both from Oz) both were very impressed by mine, driving and riding in it. My tow rig is the 99 24 valve version, when I have my big trailer with 2 FJ40's loaded it weighs 26k, it's been to GSMTR and Moab like this (both around 1000 miles one way), averaged around 12 mpg. (except for one 300 mile stretch in W Tx with a 40 mph headwind)
Our wrecker has 200k on it and still runs great, 2 clutchs and one inj pump which was replaced under warranty.
Noise??? roll the windows up and crank the stereo!!!!!
Butch

as far as Im concerned diesels were meant to be inline sixes. the cummins 5.9 has almost a 5" stroke. thats why you see them in ford f-650s and up. anyways the 5.9 in my cruiser is quiet compared to the 5.9 in my dodge, the cruiser is 160 hp for right now. my dodge is factory 215hp. this is due to lower hp rating. noise is power at least in a diesel.:cool: :cool: CUMMINS POWER:cool:

hey bj its a mopar torqueflite 727 with a married 32 spline output np 205 1410 yokes out back 1350 up front:eek:

anybody know of torqueflite 727 problems behind the cummins? :confused:

I do remember a few problems with the 727 behind the early cummins motors ('89-'90). The biggest one was no overdrive as the engine would scream down the highway even with 3.07 gears in the axles. The other major problem I remember was that the tranny did not get enough cooling at the factory and the 727 would blow under heavy load. Another problem related to the case of the tranny cracking and blowing apart. When they went to the A518 tranny (Basically a 727 with overdrive), it was rumored that they specially ribbed the tranny case for the cummins. I was always told the tranny cases blowing apart were from to much torque output from the engine. That was also the reason why a lot of the early '89 chassis had crossmembers ripping out. I am not 100% sure but I always thought that the tranny case failures were related to underdesigned engine mounts. The crappy engine mounts would transmit torque down the driveline and through the tranny case right to the rear mount which were solid.... well more solid. As a result of the torque kick from the motor, it would twist the tranny case. After repeated torque kicks the tranny case would finally break or crack. Anyhow these were pretty much the major ones that I remember. Hope this helps!

my uncle has the SAME motor in his MOTORHOME and his has an allison tranny and it is nice.

You guys are full of myths.

Myth #1 - You're frame can't handle the torque of a 6BT.
Truth - Cruiser frames are amung the most stout built anywhere. Guys are running 502's and other big blocks with equivalent or greater torque and horsepower without frame problems.

Myth #2 - A Cummins is too heavy.
Truth - A 6BT weighs 980 lbs wet. That's about 100 lbs more than a 2F. That's it. You add more weight by putting a winch on the front bumper.

Myth #3 - A Cummins is too large to fit under the hood.
Truth - they are 6" taller than a 2F (Because of the stroke), but otherwise have similar physical dimensions as a 2F. If you have some lift springs, the oil pan will clear the diff just fine. If you install a dry sump, then you have no problems at all.

I think the reason that more people haven't done this mod is purely due to cost and availability of Tranny options. I will probably go with a 7.3 in my 60 simply because I can't afford the $5,000 to $7,500 USD for a fully dressed Cummins in good working order with a NV4500 attached. 7.3's are about 1/2 the price, and 6.2/6.5's are about 1/4 the price with many more options for trannies and adapters.

It's a shame, though, because an I6 configuration is the natural design for all internal combustion engines - they are naturally balanced. A V8 diesel is an abombination, really. The only reason Ford and GM created the V8 diesel is for marketing reasons - the North American populace seems to think that only a V8 can make a lot of power.

Peter Straub

Peter has joined Pirate. You couldn't help it...jump in and start some shit.

First....Welcome to Pirate 4x4 :flipoff2:

Second....check in upstairs so everyone will know who you are newbie ;)

Originally posted by Behemoth60
You guys are full of myths.

Myth #1 - You're frame can't handle the torque of a 6BT.
Truth - Cruiser frames are amung the most stout built anywhere. Guys are running 502's and other big blocks with equivalent or greater torque and horsepower without frame problems.

Myth #2 - A Cummins is too heavy.
Truth - A 6BT weighs 980 lbs wet. That's about 100 lbs more than a 2F. That's it. You add more weight by putting a winch on the front bumper.

Myth #3 - A Cummins is too large to fit under the hood.
Truth - they are 6" taller than a 2F (Because of the stroke), but otherwise have similar physical dimensions as a 2F. If you have some lift springs, the oil pan will clear the diff just fine. If you install a dry sump, then you have no problems at all.

I think the reason that more people haven't done this mod is purely due to cost and availability of Tranny options. I will probably go with a 7.3 in my 60 simply because I can't afford the $5,000 to $7,500 USD for a fully dressed Cummins in good working order with a NV4500 attached. 7.3's are about 1/2 the price, and 6.2/6.5's are about 1/4 the price with many more options for trannies and adapters.

It's a shame, though, because an I6 configuration is the natural design for all internal combustion engines - they are naturally balanced. A V8 diesel is an abombination, really. The only reason Ford and GM created the V8 diesel is for marketing reasons - the North American populace seems to think that only a V8 can make a lot of power.

Peter Straub


Myth #1
Most people that I have known that put big blocks in their cruiser DO wear them out. It is a matter of time. The frame needs to be strengthened a bit. Even if it is just welding the frame together instead of relying on it being boxed (which is just a good idea to reduce frame flex anyway)

Myth # 2
It is closer to 200 lbs difference. That is a BIG winch!!!

Myth #3
Uhh okay.. But do you really want the tranny and tcase to hang down that far??? (also they are slightly longer)

Why is a inline six the perfect configuration? what about the four? Or an inline 8?? ( I really do want to know why it is a better design heck both chevy and Ford have higher HP/Torque numbers than the dodge, what is the difference?)
Engine design is based on need.


BTW, Welcome Newbie :flipoff2:

Hello All. I'm a newbie to this list, but an oldtimer to the LCML and the diesel list.

I've got this bug to build up an 80-series cruiser with a diesel engine. I'd like to hear you folks' ideas about the various options out there. I'm considering the various Toyota motors, the 1HZ, the 1HD-T, as well as Cummins and Powerstroke motors. If I end up with the NA engine, I'll definitely add a turbo.

I'm not terribly familiar with either of the American options, so I'd really like to know if anyone has heard of someone putting one of these motors into an 80-series truck. If you know of one, please let me know their contact info.

I'm thinking maybe a cummins 6-cylinder and an nv4500 might drop into an 80-series bay?

I'm thinking it would probably be a bit easier to put in a Toyota motor, hooking it up to a 5-speed Toyota tranny, than it would be to drop in a cummins with nv4500, but I might be wrong.

Cost-wise, it's probably a push. The cummins might be a little less money, but maybe more fabrication work. Toyota diesels here in the USA bring a ton of money.

What do you think?

thanks

Dana fj40dana@hotmail.com

Looks like I brought in a couple people from the diesel list :)

6.5 Chevy would be the easiest/cheapest and you could use the Toy tranny's if you like.

Me, I would do a 6.5 TD with a GM auto out of a late model Suburban or P/U.

They don't have the best rep, but they would scoot big in a Cruiser.

I'm not overly familiar w/ diesels so take everything I say w/ a grain of salt.

a 1hdt from OZ w/ all the neccessary parts would be the easiest but from what I hear even in OZ they are expensive & specter would be the closest thing to Autozone for you.

Cummins would be alot of work but might pay off w/ longevity & parts availabilty. I'm not sure if its ever been done in an 80 though, & oil pan clearance might be an issue.

Gm diesel would be pretty easy & probably the cheapest... but who wants a GM diesel in an 80 :rolleyes:


I say research the Cummins 6bt & go that direction, if that doesn't makeout on paper then GM diesel...... then maybe 1hdt

you might want to look into powerstroke & Isuzu diesels also. I see isuzu 4cyl diesels w/ 5-speeds (175hp & 375ftlb) out of NPR vans pretty often for sale in the LA area.

Have you found an 80 yet?

Corey W.
Las Vegas, NV

Everyones got an opinion and heres mine- I happen to like my 6.5L turbo. 215 hp @ 3400RPM and 430 lb-ft @1800 RPM is nothing to bock at. PLus I like the fact there quiet. Cummins makes a good product too. It seems that 430 lb-ft off idle would be enough for either a FJ40 or FJ80. If you want to talk HP, then put a gas motor in. The convesion process and cost associated with either a Toyota or Cummins motor makes a 6.5L attractive to me. Just make sure you use the later model motors with the better blocks, pumps and cooling systems!

Thats just my 2 cents!

When I was doing a search through Pirate 4x4 I discoveredthis (http://www.pirate4x4.com/forum/showthread.php?s=&threadid=16763&perpage=25&pagenumber=1) thread which goes over lots of different options for repowers (factory vs. Chevy or Cummins etc).

I also just built this site (http://www.cisautoweb.com) which may help.

Andre

Found this ancient thread, thought these picts I just got would fit right in... One more Cummins powered 60. He claims 25 MPG! No specs on tranny yet, but it is an early mechanical ~91ish 6BT that puts out about 160HP 400 ft/lbs in stock configuration. Easily more with the turn of a screw. But he's probably running a little lean to get that milage..!

http://www.collegeinternetsolutions.com/cisautoweb/dtlc/6btfj60_2/

Lots of valued opinions on the subject, what is the best choice? Me thinks they are all good choices depending on budget first and formost.

Second would be how many ponies and torque do you need or think you need.

Third, is it even feasable to do the installation and is it going to be a good dailey driver(might not be issue for most).

Im kinda partial to the cruiser diesels after owning some 28 of them.

In my garage are a 3B, 2H and a 1HD-T along with four H55s and transferscases. My favourite engine of the buntch to date is the good old 3B, kinda under powered on the highway. Once slammed into low range with the proper gearing these little engines provide great torque.

We are currently trying to get a line on a 1HZ with gear box and all fixings mounted to the engine including Air conditioning. I was told these are the replacement for the 3B and have the same track record for long life.

Rob