1967-1979 Ford F-Series
GENERAL INFORMATION FOR ALL MODELS Our kit is offered for 1967-1979 Ford® 4x4 trucks only at this time, one or two guys have used it in 2-wd trucks before and had some challenges with clearance problems between the engine block and the twin I beam suspension brackets. If you have a 67-68 truck, be prepared for some differences we do not have documented yet- but they have been done with our parts before. You will need to do some cutting on your radiator support and also on your grille to allow the intercooler to be installed. Some banging on your firewall with a hammer to make some more room for the valve covers and exhaust is also necessary. Modifying the frame cross member just behind and under the radiator is also required for 6-cylinder Cummins® conversions to allow the engine to sit lower in the frame. Trimming the back side of the grill an inch or two to properly fit the intercooler is also required. These modifications can be a challenge for some, but not too bad for most skilled mechanics. AUTOMATICS C-6 - We make adapter plates for the 460 or 6.9 diesel C-6. Some guys will know that the adapters also work on any of the transmissions that were behind 351 ‘M’ or 400 engines, but we don't recommend using those transmissions as you will have to cut the lower portion of the transmission bell housing off and do more grinding inside the bellhousing. If your truck has 3.55 or higher gears you may be happy with keeping this transmission. One of the benefits of using this transmission is that it is completely non-electronic, so an aftermarket transmission controller is not needed. The down side is that you will possibly need to rework the governor and/or valve body. You will also have to either use an adjustable vacuum modulator delete plug or use a throttle vacuum valve and keep the vacuum modulator. These items control transmission line pressure and shift points, which will need to be different because most Cummins engines are governed at 2700 RPM, and make their best power at around 1900 RPM. Remember that since the C-6 lacks a lock up torque converter, your fuel and power efficiency will not be near as good as it could be and these are reasons we recommend a transmission swap. E40D & 1999-2002 7.3 4R100- These transmissions were not original equipment in these years, but we go over them here as an option for a transmission swap. If you are planning on doing a lot of heavy pulling or adding a lot of performance upgrades to your Cummins, having this transmission beefed up and using an aftermarket torque converter is recommended. It is required to grind out a pocket for starter clearance in the transmission bell housing when using a Cummins starter. You will need to remove enough that you will end up with a hole in the side of the bell housing. We have done this many times and have not had any adverse effects. Although it is not common, one E4OD 460 customer reported that he had to do the extra grinding required with the small block "M" or 400 bolt pattern transmission, so if you are using a Cummins starter with your conversion be prepared for this possibility. If you don’t like grinding, and have a 12 or a 24 valve Cummins, we have another adapter plate that uses the 03-07 Ford 6.0L diesel starter that does not require hardly any grinding. These transmissions are electronic controlled. We can provide two styles of transmission controllers for these transmissions. The Compushift controller does not require a laptop computer. The PCS controller does require a laptop computer, but works well and is a little bit cheaper than the Compushift, so if you have a laptop, we recommend the PCS controller. See our Automatic Transmission Controller for more information. When using the Compushift aftermarket transmission controller, you may have to upgrade to newer E40D components that are compatible with the controller. The 1999-2002 7.3 4R100 is an even better option for these years of trucks as it has an output shaft speed sensor, so you will not have to get an aftermarket speed sensor as needed with the E40D. These transmissions may work your stock transfer case. If you plan to have a performance trans built, the 4R100 is probably the best option for you. 5R110- If you want a reliable automatic transmission in your older truck that will handle the power of the Cummins as is you may want to consider the 5R110. These have 5 forward gears. They are found behind the 6.0L Ford diesel engines. These transmissions are practically a bolt in replacement for the E40D (with the 5R110’s transfer case and appropriate Diesel Conversions® Adapter Plate). PLEASE NOTE: Some customers with High Boy frames had reported that frame modifications are needed due to the substantial size of the transmission and transfer case. While the E40D transmissions can be performance built to handle the power and torque of a Cummins the 5R110 transmissions can handle the stock Cummins as is. If you can find a good used 5R110 and transfer case cheaper than beefing up your existing tranny, it may make more sense to use the 5R110. Read more about it in our Cummins to Ford 5R110 Torqshift article. A few things you need to know when using this transmission is that you will need a laptop computer to work with us to get the final shift tuning just right. We pre-calibrate your transmission controller according to your tire size and gear ratio as close as possible before we send you’re the PCS controller, and after you get your truck running, we are available to help you learn how to use the laptop computer to data log the transmission shifting and receive edited calibrations from us via e-mail. Be prepared that when you first get your truck running the transmission may not shift properly and tuning can take several days, exchanging 10 or more data logs for edited calibrations. You also need to know that you will lose some of the tow / haul features that the 5R110 transmission has in the original equipped trucks, such as higher shift points and engine braking in the tow / haul mode. The tow / haul switch becomes a cancel overdrive switch, and engine braking can only be utilized in third or fourth gears, regardless of tow / haul selection. FOR MANUAL TRANSMISSIONS Ford ZF 5-Speed – Although this transmission did not come as original equipment in these years it can be used in these trucks as we make Adapter Plates for these transmissions as long as they were behind a 7.3 diesel or a 460 big block. This transmission was introduced in 1987. It is rated for 420 ft. / lb. of torque. The 1995 and newer transmissions are rated for 470 ft. / lbs. of torque. Of course floor pan modifications or a body lift are required for some trucks. Ford ZF 6-Speed – Although this transmission did not come as original equipment in these years it can be used in these trucks as we make adapter Plates for the 7.3 and 6.0 diesel 6-speeds. WE do no currently make an adapter to the V10 6-speed. Ford started using this transmission in 1999. They are rated for 520 ft. / lbs. of torque. Using one of these transmissions is possible in your 1969-1979 Ford by modifying the transmission cross member and floor. In some High Boy models it has been reported that the substantial size of this transmissions has required frame modifications to make the transmission and transfer case fit. We have transplanted the ZF 6-speed into 1990's era trucks. If you have a fuel tank directly behind the transmission you also have to hammer one end of it to make room for the 6-speed transfer case if your truck is a four wheel drive. We recommend using the 03-07 ZF-6 in a swap as no grinding to any part of the engine, transmission, or starter is required. NP 435 / T-18 / T-19 4-Speed - We do not recommend using one of these transmissions behind a Cummins, but it is possible if you want. The 435 is identified by the aluminum shift tower. The T-18 and T-19 both had cast iron shift towers. The T-18’s have a casting number of 1301 on the transmission case. We can adapt to these with our custom Flywheel and Adapter Plate. You MUST use a bell housing from a T-19 (case number 1309) from behind a 460 or a Ford diesel 6.9 / 7.3 for the necessary clutch clearance (if you don’t already have one). The 6.9 diesel T-19 bell housing is ideal! You will need a 12” clutch disc and pressure plate for a Ford diesel 6.9 / 7.3 that has a T-19. You will also need a ½“ starter spacer. Keep in mind without an overdrive your top speed can be very limited, and although these transmissions have a reputation for being tough, they are not as tough as the new ZF transmissions because of their smaller input shaft. PARTS INFORMATION ADAPTER PLATE The Adapter Plates for the original equipment transmissions in these years require transmission bell housing modifications for starter clearance. The automatic transmission adapter plate requires our torque converter adapters and use the Dodge flex plate. For manual transmissions, the appropriate Dodge Cummins Flywheel is needed. These adapter plates use the Cummins starter. The adapter plate replaces the adapter already on the back of the Cummins engine, making a factory quality connection for the transmission. They are precision machined from aircraft grade (6061) aluminum. More detailed and specific information on our adapter plates can be found on our product pages in the parts catalog or by following the links in the kit builder. ENGINE MOUNTS Currently- we only offer engine mounts for the 4-wheel drive models. The engine mounts are designed to use an existing hole in frame when the transmission is moved back and the engine driven fan is used. You will have to drill out the cage nut in the hole the mount uses. Some of our customers choose to leave the transmission in the stock location and use electric fans; we do not fully recommend this as we do hear back from a few that have overheating problems. It probably doesn’t save you any money or time in the long run, but it is possible if you would prefer, although you will have to drill new holes in your frame. The transmission and transmission cross member both need to slide back for the engine driven fan to have radiator clearance. Depending on the transmission used, the cross member may need to be reshaped and restructured as well. If your truck is a Highboy, it will use shorter motor mounts as the frame is narrower in these trucks. We will ask you to measure the distance between the bolt holes used in your frame when you get the stock engine out so that we can make sure the mounts we send are right for your application. See the picture below, measure from center to center of the rear-most bolt (shown in the red circles) that holds the Ford engine mount perch on the frame. The engine must be removed to get an accurate measurement. 1967-1979 Ford frame measurement for Cummins conversion Gauge Sending Unit Adapters (Bushing Kit) We offer the adapters to put your Ford gauge sending units into the Cummins engine so that your factory gauges will work with the Cummins engine, and other basic fittings are also included for your power steering pressure and return line. It's not anything you can't get at your local hardware store, but it should save you a trip or two to town. Alternator Regulator Kit Our external alternator regulator kit to use the Dodge® Cummins alternator (includes a regulator, wire pigtail, and instructions), was designed for Dodge alternators. Some trucks in these years already have an external regulator that can be used, but it does not work as well as the one we offer- dimming headlights etc. are common issues with them. Conversion Friendly Upper Water Neck (thermostat housing) If you are using the stock Ford radiator, you will need the upper water neck and the alternator bracket that must be used with it. The water neck is needed for radiators that have the upper hose connection on the passenger side of the radiator. If you plan to use the Dodge Radiator or other radiator having the upper hose connection on the driver side, you will want the new style water neck that points to the driver side (1994 + OEM Dodge Cummins). EXHAUST MANIFOLDS CPP sells exhaust manifolds that work much better in the conversion for the 12-Valve and 1998½ - 2002 24-Valve engines. These manifolds put the turbo in a better place for A/C box clearance than the stock variety, and also make exhaust and turbo oil drain connections easier as well. For the 24-Valve engines, other exhaust pieces are necessary when using our exhaust manifolds to provide an adjustable elbow connection for the downpipe. Both of these manifolds require you to re-orient your turbo housings to allow your oil drain to be pointed down correctly. This usually requires you to heat the exhaust housing on the turbo to remove the bolts and the housing so the housing can be re-oriented. Either fixing the waste gate shut or using a different waste gate actuator we can provide is also necessary because once the turbo is re-oriented the actuator will hit the engine block. Fixing the waste gate shut does not usually have any adverse effects on the engine, but we do recommend using a boost gauge to monitor and limit boost pressures to less than 40 psi. CPP also offers Manifold Gaskets and new exhaust manifold to turbo studs if you would rather not try to get the studs out of your stock manifold. Also helpful is a flexible turbo drain tube that connects to the stock hose and elbow that is left in your engine block when you remove the stock drain tube connected to the turbo. If you would rather, it is possible to heat this tube up to bend and twist it to allow reconnecting it after you re-orient your turbo housings. TACH KIT These parts are necessary to make your factory tachometer work. This kit consists of a tach sensor, tach mount base*, tach mount and a tach ring that bolts to the front of your Cummins balancer. The 1969-1979 trucks don’t need the tach ring if you want to grind 2 or 4 notches in your Cummins harmonic balancer. *Whether or not you need a tach base is determined by the year of your engine. Engines that will need a tach base are anything other than the 1991-1998 Dodge application 12-valve. The base is bolted to the front cover – about 11 o’clock to the balancer. If you have one, it can be used if you drill and tap a hole in it to bolt the tach mount to. So, you will need a tach base if you have any of the following engines – 1989-1991 Dodge application that previously had no tach; 1998½ and newer Cummins Dodge application; and all bus or industrial applications. AIR FILTER KIT This includes a Brute Force air filter, pipe, and flexible rubber hose to connect to your turbocharger. This kit works well when moving the passenger side battery to the driver’s side. A/C MANIFOLD This manifold bolts to the back of a 1994 and newer Dodge A/C pump, making the A/C plumbing less of a challenge. All you will need to do is have some new hoses crimped between our manifold and your Ford pieces at the drier and evaporator. When using these pumps in these trucks it is required to do some cross member modification. RADIATOR HOSE KIT We can also provide you with radiator hoses, along with a custom bent lower hose connector tube. The hose kit that is offered in the kit builder for these trucks only works with the stock style Ford radiator, new style lower water connection, and our upper water neck kit. See our Cummins Engine Information page for more information. SOME PARTS YOU WILL NEED TO GET ON YOUR OWN INTERCOOLER- Any Super Duty® diesel intercooler can be added to your truck. Welding and cutting is required. There are some rare versions of the Super Duty intercooler that have one neck that angles out instead of straight back – stay away from this one. The 1993 Dodge intercooler and radiator is also an option. ADDITIONAL BATTERY- Not completely required, but certainly not a bad idea. LARGER RADIATOR- The 460 or Diesel radiators are recommended for extra cooling capacity. Stay clear of any radiators that have X braces in between the radiator and the engine; and also any that are 37” wide. INTERCOOLER PIPES- Usually modified Dodge pipes work or you can bend them from scratch.
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