2001 24v

Cummins Conversion & Builds

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Re: 2001 24v

Postby 79Powerwagon » Thu Jan 05, 2017 6:09 am

Still nothing as far as pump swap goes, but I got some longer Stryker off-road control arms coming. Also replacing the factory sway bar links with some straight energy suspension links. Going to make a 90* bracket on the bottom side. Can't beat the 15$ price tag.

https://www.amazon.com/Energy-Suspensio ... B000CN7CPQ

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1979 Dodge Warlock, I/C 12v, 518, TCS89% Converter, 6x13 injectors, HE351cw, Piston lp
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Re: 2001 24v

Postby 79Powerwagon » Sun Jan 29, 2017 2:45 pm

Picked up a donor :grin:


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Re: 2001 24v

Postby 79Powerwagon » Sun Jan 29, 2017 2:47 pm

Guess I'm going pee pump.

I have another 5.9 ppump engine out of a fl60 if anyone's interested....
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Re: 2001 24v

Postby 79Powerwagon » Mon Jan 30, 2017 6:01 pm

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Re: 2001 24v

Postby dazedandconfused » Tue Jan 31, 2017 6:32 am

How many miles on that engine? You swapping engines or just p-pumping the 24v?
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1983 Dodge D150 that has been repowered with a 93 Cummins/518 running gear AKA The Ugly Duck! I would much rather build them then buy them.[
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Re: 2001 24v

Postby 79Powerwagon » Tue Jan 31, 2017 8:31 am

dazedandconfused wrote:How many miles on that engine? You swapping engines or just p-pumping the 24v?



Around 200k on the engines.

Using the engine out of the van for the 2001. Not sure if I'll swap engines or just do pump yet. Both have their ups and downs.

The engine that is out of a fl60 will be for sale
1979 Dodge Warlock, I/C 12v, 518, TCS89% Converter, 6x13 injectors, HE351cw, Piston lp
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Re: 2001 24v

Postby PToombs » Tue Jan 31, 2017 4:28 pm

That's 1 way to unload it! :lol:
pete

Just enough power to break everything behind the crankshaft.
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Re: 2001 24v

Postby 79Powerwagon » Fri Apr 14, 2017 5:33 pm

Any opinions on swapping the complete 12v in this vs ppumping the 24v?

I know the 24v is pretty solid, it does have 300k on it though.
1979 Dodge Warlock, I/C 12v, 518, TCS89% Converter, 6x13 injectors, HE351cw, Piston lp
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Re: 2001 24v

Postby ellis93 » Fri Apr 14, 2017 5:42 pm

As someone that has a ve fueled 24v........I'd stick with the 24valve. I like the neato factor but it'll be a little more aggravating to deal with rather than just dumping the 12v in it.
93 D250 ,5 speed,4.11s,k&n autometer tach pyro trans boost guages,GDS 60mm h1c 14cm,honed 5x10,hplp/reg,1/8 timing,M+H M2 fuel pin, tims cooler tubz
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Re: 2001 24v

Postby 79Powerwagon » Sat Apr 15, 2017 7:03 am

I like the idea of a ppump 24v. There are some concerns I have though.

-300k on the 24v
-It is a 53 block, not cracked
-Durability of the conversion injection lines - can't seem to find out if anyone has made a reliable set??
-Cam swap or good aftermarket pump needed for lift pump.
-Valve springs - higher cost for the 24v valvetrain, at what hp/boost are upgraded springs needed?

I'd ask on other forums but there's way less bs here :grin:

Even if I did drop the 12v in, it looks like I would need 12v dodge motor mounts, sensor adapters etc

And I really wouldn't want to use the 12v without a tear down first.
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Re: 2001 24v

Postby ellis93 » Sat Apr 15, 2017 5:31 pm

I wouldn't worry about the valve train. I've run mine up to 3800 a few times and heard no weirdo noises.

Yes the lines are an issue......an expensive issue. I don't have a clue about durability of them either......but the cheapest set are 500$. That is the main reason mine is ve fueled

I'd say the cam is a non issue. You'll have to pull it anyhow to swap timing covers out.....stand the engine up on its bell housing and knock it out....if it's out of the truck,if not.....wood dowels will hold them up or pull the side cover and hold them up with zip ties.
93 D250 ,5 speed,4.11s,k&n autometer tach pyro trans boost guages,GDS 60mm h1c 14cm,honed 5x10,hplp/reg,1/8 timing,M+H M2 fuel pin, tims cooler tubz
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Re: 2001 24v

Postby 79Powerwagon » Sat Apr 15, 2017 6:07 pm

ellis93 wrote:I wouldn't worry about the valve train. I've run mine up to 3800 a few times and heard no weirdo noises.

Yes the lines are an issue......an expensive issue. I don't have a clue about durability of them either......but the cheapest set are 500$. That is the main reason mine is ve fueled

I'd say the cam is a non issue. You'll have to pull it anyhow to swap timing covers out.....stand the engine up on its bell housing and knock it out....if it's out of the truck,if not.....wood dowels will hold them up or pull the side cover and hold them up with zip ties.


Thanks Ellis....

The lines are the biggest issue I have.

Makes me want to use the VE out of my 79. Which is an option I suppose. 79 would run pretty strong with a ppump and 6x13s :)
1979 Dodge Warlock, I/C 12v, 518, TCS89% Converter, 6x13 injectors, HE351cw, Piston lp
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Re: 2001 24v

Postby 79Powerwagon » Wed May 03, 2017 5:34 am

Ellis, what all did you need for the VE swap?

Besides the timing cover
1979 Dodge Warlock, I/C 12v, 518, TCS89% Converter, 6x13 injectors, HE351cw, Piston lp
79Powerwagon
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Re: 2001 24v

Postby ellis93 » Fri May 05, 2017 10:05 am

79Powerwagon wrote:Ellis, what all did you need for the VE swap?

Besides the timing cover

Cover,pump gear,pump,inj.line adapters,and some sort of throttle brackets. I used my ppump throttle brackets for this,because of the 47rh I run in the 82. Also......you'll need to jump the pump gear timing two teeth and retard the pump fully in its slots to start with on timing it. Anything lower will be HOT
For the adaptation of the lines to the pump (12x1.5 to 14x1.5) I used some of these (they'll need to be trimmed to length) TIME-SERT M12x1.5x24mm Insert QTY 10 p/n 12155 https://www.amazon.com/dp/B01GU8NJNA/re ... dzb3T4BAS0
93 D250 ,5 speed,4.11s,k&n autometer tach pyro trans boost guages,GDS 60mm h1c 14cm,honed 5x10,hplp/reg,1/8 timing,M+H M2 fuel pin, tims cooler tubz
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Re: 2001 24v

Postby 79Powerwagon » Fri May 05, 2017 12:04 pm

Thank you.

Did you need to use non ic delivery valves?
1979 Dodge Warlock, I/C 12v, 518, TCS89% Converter, 6x13 injectors, HE351cw, Piston lp
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