Cummins 5.0L V8 for Nissan and commercial applications

[Sheriffdoug]

daveb & others

Do you think that vehicle service centre you use near Fresno would be able to put a Cummins isv 5.0 in my SMB? What about wiring harness, rear diff ratio and would need an adaptor plate?
My 6.0 has done 250,000 miles, might well be ok? The Cummins 5.0 does not appear to be restricted by emissions gear, as it would be aftermarket. Your thoughts, please?

[mgmetalworks]

Originally Posted by Sheriffdoug

daveb & others

Do you think that vehicle service centre you use near Fresno would be able to put a Cummins isv 5.0 in my SMB? What about wiring harness, rear diff ratio and would need an adaptor plate?
My 6.0 has done 250,000 miles, might well be ok? The Cummins 5.0 does not appear to be restricted by emissions gear, as it would be aftermarket. Your thoughts, please?

There isn't enough information out yet about the ISV5.0L to say just what it would take. I imagine that the Allison 1000 trans will be common behind these engines in medium duty applications. That would be convenient but only if the bell housing isn't huge like the 6.7L models.

Aside from being competent fabricators, any shop that would be doing a swap like this has to be pretty adept at wiring and electronics integration. Not only that, they should have a pretty good handle on communicating with the ECM and adjusting the Cummins calibration files.

The EGR/DPF/DEF/SCR systems are required for this engine if it is in factory configured form. If you wanted to run without all of that stuff, you'd need a pretty experienced Cummins tuner to disable all of those systems in the calibration.

Is it possible? I think it will be at some point. The engine isn't even available yet (all production is going towards large OEMs at this point) so too early to tell how easy it will be to work with.

[Chance]

I expect we might know more about options in a week or two. If this 5.0 V8 has been under test, it is likely any new applications will be announced during the industry RV show first week of December.

The video mentioned the engine was ideal for 28- to 32-ft FREDS (front engine diesels) because they are as quiet as a gasoline engine. Obviously one of the main reasons for a diesel pusher is to get the diesel noise far back. Likewise Diesel engine noise is one of the reasons why FREDS are thought to not be more popular.

Anyway, as far as I know Ford and Freightliner are the two big entry-level RV chassis suppliers, and since it's unlikely Ford will be using the Cummins 5.0 in a F-53 or E-Series stripped chassis, then I'd expect the 5.0 to show up initially in a Freightliner chassis. The lighter and shorter V8 should work well for smaller RVs compared to Cummins 6.7 liter I-6 whether Pusher or Fred.

I mention all this because in the past Freightliner typically uses Allison transmissions with Cummins engines. If my guess about Freightliner being first is correct, and history repeats, it might be possible to buy a 5.0 with Allison and controls as a package. I think the RV Industry Show runs from Dec 2 through 4 or thereabouts.

[daveb]

Originally Posted by Sheriffdoug

daveb & others

Do you think that vehicle service centre you use near Fresno would be able to put a Cummins isv 5.0 in my SMB? What about wiring harness, rear diff ratio and would need an adaptor plate?
My 6.0 has done 250,000 miles, might well be ok? The Cummins 5.0 does not appear to be restricted by emissions gear, as it would be aftermarket. Your thoughts, please?

No way. It's too much of an issue with the common shops where I've been. The one place I dealt with quit doing any bullet proofing cause it was mainly kids racing their vehicles and they were constantly having returns due to abuse.

[Sheriffdoug]

Originally Posted by daveb

No way. It's too much of an issue with the common shops where I've been. The one place I dealt with quit doing any bullet proofing cause it was mainly kids racing their vehicles and they were constantly having returns due to abuse.

Dave & Others,

I'm not referring to Bulletproofing.

Zylstra's that you use, I want a shop to install an Ashville Reconditioned 6.0 long block with APR head studs, Upgraded EGR, upgraded oil cooler, and other suggestions please?

My engine has 250k miles, it may be fine, but I'd rather recondition it now.

Or replace with Cummins ISV 5.0, what are your thoughts.

And probably recondition the transmission as well.

[daveb]

Originally Posted by Sheriffdoug

Dave & Others,

I'm not referring to Bulletproofing.

Zylstra's that you use, I want a shop to install an Ashville Reconditioned 6.0 long block with APR head studs, Upgraded EGR, upgraded oil cooler, and other suggestions please?

My engine has 250k miles, it may be fine, but I'd rather recondition it now.

Or replace with Cummins ISV 5.0, what are your thoughts.

And probably recondition the transmission as well.

I don't think Zylstra's would have an issue with a direct bolt in that wouldn't require replacing any of the electronics. In other words I doubt they would try to install a Duramax in a Ford van even if it would fit. They do preform full stock engine replacements and install upgraded components. Brown's diesel quit doing anything but stock replacement jobs. But You can still call either of them... who knows? One thing is you're planning to take it out of the country so it would be like working on a non highway vehicle. My issue with any shop is what happens if you have problems once you get it home. Do you have the shops in your area that can replace non-stock parts? While I'm at it, I will say that I had issues with what they did on mine but I expect glitches and it seems to be running fine now. Time will tell. No shops down under that can do the job or is it too costly to get an engine shipped there?

[Sheriffdoug]

daveb,

We have two or three shops here in Perth that specialise in in US pickups.

I have been dealing in US Diesel engines for the las 12 years, but still learning.

Engine work here is very expensive, this has been a boom state for over 40 years, gold, silver, lead, copper, uranium, iron ore, farming livestock & grains & a tourist and educational Mecca for Asians.

Will not make the decision on rebuild till I arrive in US in April/May, but sourcing workshops now.

I like the Ashville Engine reconditioned 6.0 long, but I too love my Cummins 6.7 in the Ram Laramie 3500 DRW lb 4x4 crew non ab blue. ISV 5.0 sounds interesting, prefer 6.0 Powerstroke.

Decisions = Expenses. Your guidance and help appreciated.

[BroncoHauler]

Originally Posted by Sheriffdoug

....And probably recondition the transmission as well.

The 5R110 isn't known for needing rebuilds, but yours does have a lot of miles on it, so I can understand why you are considering it. There is a business in Southern California that is well known as one of the best 4R100 (primarily behind the 7.3L engine) rebuilders in the US, but he is also rebuilding the 5R110s now. He rebuilds transmissions as strong as you need or want.

http://www.jwtt.com/services

I think ocsmb on this forum has his 4R100 transmission in his van.

FWIW, if you are further east in the US, the other premier Ford transmission rebuilder is BTS transmission (I have one in my 7.3L Excursion).

http://www.brianstruckshop.com/upe_view.php?id=9


Herb

[carringb]

Any update Michael?

I was thinking the other day.... this 5.0 could even work for those pulling heavy if it had an "over boost" feature like the FiST and FoST have. 30 seconds of over boost of say 50 HP would be enough to pass those slow guys on the hills. Wonder if there's any way Cummins would support a feature like that?

Bob's just bought a new 2014 Ram 5500 6.7L for their fleet because the '08 it replaced was pretty much toast at 80,000 miles (puking black sludge out the tailpipe... McCoy Freightliner wanted $14,000 to start diagnostics), and on day 3 the new truck's PCM took a dump. So... I still don't trust the 6.7L.

[mgmetalworks]

Originally Posted by carringb

Any update Michael?

I was thinking the other day.... this 5.0 could even work for those pulling heavy if it had an "over boost" feature like the FiST and FoST have. 30 seconds of over boost of say 50 HP would be enough to pass those slow guys on the hills. Wonder if there's any way Cummins would support a feature like that?

Bob's just bought a new 2014 Ram 5500 6.7L for their fleet because the '08 it replaced was pretty much toast at 80,000 miles (puking black sludge out the tailpipe... McCoy Freightliner wanted $14,000 to start diagnostics), and on day 3 the new truck's PCM took a dump. So... I still don't trust the 6.7L.

I think after the release of the Titan pickup there will be a lot more information available on these engines. I can't get much out of Cummins yet regarding the technical details one would need for configuring a drive train "package". I've gotten a few insider hints about the ECM they're using and what calibrations will be available though. I'm excited to see one of these up close and I hope I get chance to work with one.

My personal opinion is that the biggest problem with the 6.7L is that it is surrounded by a Dodge. . That and the emissions equipment choking it out. I've got a plan for that on my engine now that the aftermarket for the 6.7L is on fire and coming up with some really cool stuff. Hopefully some of it will make it's way to the ISV5.0 when it comes out.