Any one heard any info about putting a Cummins in a Gm truck? Just Curious.

Yes several have done it, significant amount of work to make it happen

Here is D Cam on same subject you mite want to PM him about particulars if interested.

I spent close to 9000.00 US on my repower and that included selling my 18:1 6.5 and installing it in the buyers rig. 5000.00 was for the cummins alone, then there is the clutch, bell housing, slave cylinder, new input shaft for the nvg 4500, inter cooler, dodge radiator, misc parts, flywheel, and 2 tranny rebuilds in the first 10,000 miles because the stock gm 32 spline output shaft wasn't up to the task of handling the cummins' torque. Add about 150 hours of labor to get this project done On the bright side, ever seen an 8000 lb Suburban with 35 inch tires and a 6" lift handily spank a Duramax with a 90hp chip and now my wife is even talking to me again after that run and she now says that she backed out and let me win



All in all, I was money ahead with my 18:1 6.5, it just wasn't in the same league as the cummins or the duramax or powerstroke, but it did run well and pulled hard. I guess I just got scared of the blocks cracking after I found that my spare 599 block from a 94 had pretty little hairline cracks in the #1 main webs. To the best of my knowledge the 18:1 engine that I built had a sound block, but for how long? The 94 block cracked somewhere around 150000 miles of hard use.

Malcom Cross did an excellent job of putting a cummins in a '94 k2500 with intercooler and seriesed turbos, it's featured at The TDR.

http://oilburners.net/forums/attachment.php?attachmentid=5658
http://oilburners.net/forums/attachment.php?attachmentid=5659
theres one:muahaha:

There's one in the May issue of Petersen's 4 Wheel and Off Road. Right there on the cover. Big yellow suburban riding on 37" tires. Estimated torque 1,000 lbs at the rear wheels. Capable of 70 lbs boost. 5" exhaust... It's a total custom job that would be a lot of work to duplicate. Fun to look at):h

Where's the IC?

MMMMM...Good question. Probably a 89-90 vintage engine and it made the job easier. If my 6.5 blew today I would be halting my blazer project and be stuffing one in my 97 before I pay $4000-$6000 for another 6.5. Then again. If I didnt have the 6bt sitting in my shop I would probably salvage the 6.5 and just rebuild it myself.

Now about the topic question.....I've done a LOT of research on cummins chevy interchanges and I recommend going with a NV 4500 setup because the auto tranny adapters are hard to find. I had to give a arm and a leg for mine off e-bay. I'm not sure on the fine details and model years, but the 4500 seems to be the way to go. In fact...I am really leaning to the 4500 myself. I am thinking about selling my 4L80E and gettin a 4500. I have a 98 chevy 2 wheel 4500 with 60,000 miles but have no clue on the pros and cons of swapping the output on it if its even possible. Anyone know anything about that? So watch out, I may have a nice 4L80E and cummins to auto adapter for sale if I can figure out how to utilize my 2 wheel drive 4500 into 4x4 configuration.

www.drivetrain.com has those adapters/shafts

Ya, I was on there last night with blood shot eyes. I was hopin for a junkyard type cheapo/inexspensive route. They do have a lot of goodies though. Thanks QM.

Born Ready 6.5, I would try out the 4l80, it is a lot better than the auto that dodge uses. Just keep the power within reason.

If you really want the 4500, parts will interchange. You will need a dodge input and bearing retainer, flywheel, bell housing, hd clutch. I would buy a fully splined mainshaft and upgraded 5th gear nut, for a dodge. All the parts will interchange. The only exception to this is on 92-93 gm models with the 6.34 1st gear, they are their own breed, due to a different counter shaft. With the addition of the dodge mainshaft you will also need to add a 4wd tail housing(standard transmission offers a cast iron version) and you will need to make your transfer case accept the 29 spline 1.5 inch mainshaft or just use a dodge transfercase.

Between the two choices the auto will probably be a lot less money and easier on the rest of the drivetrain.:D ):h :grd: :cool2:

The reason I'm leaning to the 4500 is money. I got a good 4L80E but still lack a , T-converter,wiring harness, SA ECM, and transfer case. (i have the ifs version 241but i need the one with passenger side front output, and I do have a access to a rare 241 tcase that hase the pass side output that I would like to use behind the 4500) Basically, all I have is the 91 IC 6bt, and a auto adapter for a GM auto (bread truck).

I also have a nice Nv4500 complete in the truck but its 2 wheel drive. It is a 98.
As for dodge parts I have a 1991 cummins 6bt that has the g360 getrog origianally, but the trannys blown and its also 2 wheel version. I also have a 89 6bt that has a 727 but is 2 wheel drive.
So, What I would like to do is use the 91 engine with the 98 chevy NV4500, but I need to convert it from 2 wheel to accept a tcase cheaply. I have also several NP208 with TH400 inputs that might work. I also have a couple of 1/2 ton dodge 241's but I dont think they would bolt up to they chevy would they? I dont want to use a 205 because of the wieght and the blazer will never be hotrodded or used hard.

Sorry so long winded but with what Ive got, and maybe a little junk yard scrounging and doing my own labor. What would you do if you were broke like me. I realize I may need to buy a output of somekind and thats ok, but this project needs to stay under $1000. Thanks for your input.

I didn't have very good luck with the chevy 32 spline output in my nvg 4500. I stripped the splines off twice in 10,000 miles. That was expensive, it also stripped the female gear in my 205.

Use the dodge output shaft and dodge 4wd tail housing and get a dodge 205 and you will be bullet proof. A chevy 205 can be converted to the dodge input gear but you might have to machine the input bearing bore to the large bearing size. The other transfercases you mentioned won't live behind the cummins! It is not all about power but harmonics. My 29 spline shafts have been alive and well for over 40k now so I am happy.:cool2:

D Cam. I want to do this same thing once my 6.5 blows. I have a 1 ton with a borg worner 4401 t-case and nv4500. Will I still have to do all this tailshaft upgrade stuff IYHO? Should I just go and buy a new truck when this happens instead?

It all depends how much you like your truck. If I did another swap, I would use a 12v because they are bullet proof and simple. The electronics on the late model cummins along with the lift pump and injection pump issue makes them only fairly reliable in my opinion. Power increases are pretty simple though, some injectors a little box and bingo 400 rwhp:D :D

As far as your output shaft on the tranny, all gm's used the 1 3/8 32 spline shaft and 2 failures in 10,000 miles was enough for me. Malcom cross had better luck with his but I don't know what his splines looked like when he changed over to the dodge nvg 5600 6 speed.:cool2:

Yeah, I am definitely only thinking about the 12v 94-98 I believe as these were put in everything from tractors to trucks.

Harmonics? Is it the high torque / low RPM that does this?

My '93 K2500 Sub is getting a 04.5 Cummins w/NV5600 (out of a wrecked truck).. and I'm discussing this very thing today -- whether to go with the NP241 that comes with (original was 454/4L80E) or replace it with a Borg Warner 4401.

Talk to me! :ro)

Thanks, Mark

...The other transfercases you mentioned won't live behind the cummins! It is not all about power but harmonics. My 29 spline shafts have been alive and well for over 40k now so I am happy.

Use the dodge transfercase with the 29 spline shaft or you will be sorry. The gm case is ok except for the input splines. The nvg 5600 has 29 splines and is stout.:grd: