Im searching for a shop in the Roanoke Virginia area or not to far away to do a ford Cummins conversion in a friends 1967 f-350 with a np435 transmission.

Probably a early 12 valve will be used for simplicity purposes.

He also wonders roughly what the whole conversion will cost.

Any help would be appreciated. Thanks

www.fordcummins.com

I don't know why someone would pay a shop to do it when you can buy conversion kits.

www.fordcummins.com

I don't know why someone would pay a shop to do it when you can buy conversion kits.



Do some research and you'll find out just how shitty that company is.


If you get a sbf bell housing for the 435 you can run the destroked adapter. Though I don't know why the hell you'd want to run a non OD trans behind the Cummins. Nothing like topping out a 45mph. For that truck I'd just find a nv4500 or 5600 and run that and the Dodge tcase behind it. No adapters at all then, and much cheaper.

Do some research and you'll find out just how shitty that company is.


If you get a sbf bell housing for the 435 you can run the destroked adapter. Though I don't know why the hell you'd want to run a non OD trans behind the Cummins. Nothing like topping out a 45mph. For that truck I'd just find a nv4500 or 5600 and run that and the Dodge tcase behind it. No adapters at all then, and much cheaper.


I've never used their kits. What is so shitty about them?

The 12 valve cummins swap is stupid simple, it's so easy a caveman could do it,

Is the 69 F-350 4wd or 2wd?

If 2wd then no need to worry about the t-case arrangement,

If 4wd then that truck should have a devorce mount t-case, (again no need to worry about the t-case :D )

The rig I did the swap in is a 79 F-350 super cab, not the same but similar, mine also has the devorce mount t-case, (not stock I made it that way the first time I built the truck)

Just find a 12 valve with a NV4500 out of a 2wd, the brackets can be bought to mount the ford alternator, the rest of it is very simple wiring,

I used the fordcummins.com water inlet & outlet, & their alt. mounts, they seemed to be fine as far as I could tell,

http://i201.photobucket.com/albums/aa34/skipped_link/79%20Supercab/cummins%20swap/21.jpg
http://i201.photobucket.com/albums/aa34/skipped_link/79%20Supercab/cummins%20swap/22.jpg
http://i201.photobucket.com/albums/aa34/skipped_link/79%20Supercab/cummins%20swap/35.jpg
http://i201.photobucket.com/albums/aa34/skipped_link/79%20Supercab/cummins%20swap/33.jpg

Leroy you happen to have a good pic of your motor mounts?

http://destroked.com/

a forum dedicated to cummins conversions

Leroy you happen to have a good pic of your motor mounts?

best that I have right now,

http://i201.photobucket.com/albums/aa34/skipped_link/79%20Supercab/cummins%20swap/24.jpg

Is that what you are looking for?

Do some research and you'll find out just how shitty that company is.



We've been running their 6BT -> ZF5 adapter in my buddy's truck for about 4 years now. He's had to deal with them a few times since then to get pilot bushings and we've never had any issues. I think the truck has their tach adapter and maybe a few other small things; the rest we built.

The ZF5 has had its own set of issues though... :laughing:

The ZF5 has had its own set of issues though... :laughing:


What issues have you had with the ZF? I have a fresh one from behind a 460 that I was thinking about swaping in place of the 4500, (I don't care for the 4500 gear splits) Plus my ZF is a 4wd so I could swap away from the devorce mount t-case,
But if the ZF is a pos behind the 12 valve, then I'll just stick with what I have,

It's a fine trans as long as you use it as it was intended.

We have it behind a 12-valve 6BT with all the Banks goodies, both turbo halves, wastegate, fuel plate, 5" straight pipe, etc. It's good for almost 40 lbs of boost. The trans is rated for 420 ft-lbs and I'm sure we're well beyond that.

About 13 months ago the original "junkyard guaranteed" trans finally crapped out completely after limping along with bad synchros and worn bearings for a while. A Jasper-sourced rebuilt ZF5-42 was put back in it and worked great for about two months before we used it to haul my rig out to KOH last year. Extended hauling with a heavy trailer in 5th gear builds a lot of heat and the trans basically got cooked, even with the factory fluid fill. It wouldn't go into any gear and sounded like it was full of rocks.

The trans was drained in a truck stop parking lot, allowed to cool, and refilled with fresh fluid. After some gentle shifting it started going into gear again and made it the rest of the way to KOH and handled the return trip fine, staying in 4th gear the whole time (that was a long trip).

Finally about two months ago it got stuck in reverse, then stuck in two gears at once, and after it was freed up it still moved but sounded horrible. We got it warrantied through Jasper and they sent out a completely remanufactured unit straight from ZF. On this one we added some of those cast aluminum heat sinks for the PTO covers and a trans temp gauge to keep an eye on things; if that doesn't help then we'll add a forced oil cooler like on the newer Ford manuals.

So it's not a bad trans, IMO it's just kinda undersized for what most of us want to be doing with these trucks. It generates a lot of heat under load in 5th gear, and you really need to baby the hell out of it going into reverse (the tag on it says to come to a complete stop with the clutch in for several seconds before shifting into reverse).

We used it for the same reason as you, we had one sitting around and we actually ended up putting a 205 behind it. In hindsight a NV5600 would probably have been a better choice but with over 75,000 miles on the swap it's tough to complain too much.

edit: if you do use the ZF, one thing I would recommend is getting the Dodge flywheel machined to accept the Ford pilot bushing. We've gone through 3 bushings and each time it's a custom-sized piece from fordcummins.

Good information, thanks, what clutch are you using? I have the southbend clutch in mine already & was wondering if I was going to have to change that out for one that splines to the ZF properly,

Yeah ive tried to tell him to go with some kind of overdrive transmission but he wants it as stock as possible for now minus the cummins.

do you know of any offroad type shops in the southwest virginia area that would do this kinda swap.

I would do it for him but time is a luxury i dont really have to much of right now.

Good information, thanks, what clutch are you using? I have the southbend clutch in mine already & was wondering if I was going to have to change that out for one that splines to the ZF properly,

Skipped I would call Peter at Southbend... he can set you up with everything need, Im sure. He also trades out clutch parts too, in some cases. It's worth the call, at least.

Good information, thanks, what clutch are you using? I have the southbend clutch in mine already & was wondering if I was going to have to change that out for one that splines to the ZF properly,

It's got the Southbend clutch as well. The splines on the trans input are the same, just the pilot tip diameter is different (hence my note about the pilot bushing).

It's also worth noting that the clutch components - clutch disc, pressure plate, flywheel and throwout bearing - should all be ordered for the Dodge. The throwout fits the Ford arm. We had a slight clearance issue with the arm hitting the trans housing and not letting the bearing slide back all the way; a little grinding on the arm took care of that. edit: ALSO - you need the alignment tool for the Ford trans because of the pilot tip difference, which sucks because you wind up with a Dodge clutch kit.


We used the Dodge starter as well...the fordcummins adapter plate relocates it to the opposite side of the engine (to match the nose opening on the bellhousing). You will have to grind/cut some material out of the nose opening on the trans to fully clear the starter.

vetteboy79 is spot-on, as usual...

I just wanted to add, when/if you go to a DD clutch, my zf6 took ALOT of grinding inside the bell right over where the ribs attach to the oil cooler, cut down the bearing retainer, and I had to fabricate a new clutch fork with clearance for the pressure plate. My DD install was an epic trial... total count of 10 times for the trans to come in and out before everything worked as intended.

I imagine zf5's would be in a similar boat. I relayed all my info on my problems to Peter at SBC, so he should have a good knowledge base to work from on other swaps. I *believe* I have a Ford-Cummins plate as well.

best that I have right now,

http://i201.photobucket.com/albums/aa34/skipped_link/79%20Supercab/cummins%20swap/24.jpg

Is that what you are looking for?



Yeah that helps. I have that same frame under my crew and im looking into my options for mounting my 12v. Id like something that bolts into the factory holes.