Cummins Swap: Duramax-Powered Chevy Silverado

Duramax-Powered Cummins Swap

In the diesel industry, Cummins swaps are nothing new. The B series inline-six has been the engine of choice for sled pullers, drag racers, rat rods, and (of course) Ford trucks for more than a decade. However, the unwritten rules of engagement in performing a Cummins swap dictate that Duramax-powered trucks are off-limits. With common-rail injection and a proven track record for performance and durability, the 6.6L V8 is more than sufficient in yielding the kind of power most enthusiasts are after. Put simply: you just don’t go there.

“THE CHEVY GUYS GET A LITTLE UPSET, BUT THE DODGE GUYS LOVE IT.”

But then there are young guns like Tyler Rabbage. The 22-year-old Miami native wasn’t afraid to break all the rules in pursuit of adding reliability and horsepower to his ’03 Silverado. After the LB7’s second set of injectors began to go south and its 350,000-mile head gaskets appeared blown, Tyler got to thinking. “I had the choice to either fix the issues with the Duramax or—for the same price—I could put a Cummins in the truck and make more power,” he told us.

Subscribe Our Weekly Newsletter

The first charger to grab a bite of air in Tyler’s compound arrangement is a T6 flanged S475 from BorgWarner. Its support bracket ties into the passenger side motor mount, which—along with all intercooler tubing—was fabricated by Felix Aleman of Outlaw Diesel in Miami. Both turbocharger compressor housings, the factory intake elbow, and all intercooler tubes were painted a proprietary blue by Tyler’s friend, Sean Espinosa.

And so, the “Chummins,” as Tyler and his group of friends like to refer to it, was born. Perhaps the wildest part of the entire process was how quickly it all unfolded. Tyler spent his 2016 college Spring Break performing the Cummins swap. In just eight days—and with the help of Outlaw Diesel in Miami—the Duramax/Allison combination was ditched in favor of a compound turbo’d, 12-valve Cummins backed by a built 47RH.

LOW-MILE 12-VALVE

Sourced from Craigslist, the 120,000-mile 12-valve 5.9L was gone through by Tyler and Felix Aleman of Outlaw Diesel in Miami. While the bottom end was left alone, Tyler knew some provisions would have to be made for the head gasket to live at the boost he wanted to run. So, the cylinder head was pulled and sent to Haisley Machine for fire-rings and one of its standard thickness fire-ring gasket kits. Before the head was reinstalled, it was treated to a full port and polish at Outlaw Diesel in Miami, along with 90-ppi valve springs to lower the possibility of valve float or creep. ARP head studs clamp the worked over head to the block. The engine itself rides on factory Dodge/Cummins motor mounts welded to the GM’s frame and, believe it or not, the 5.9L fits better in the Chevy engine bay than it does in a Ram’s. “There’s a lot more room between the rear valve cover and the firewall in the Chevy,” Tyler told us. “The hardest part of the whole swap was actually getting the A/C lines made, as we couldn’t do that ourselves.”

“THE UNWRITTEN RULES OF ENGAGEMENT IN PERFORMING A CUMMINS SWAP DICTATE THAT DURAMAXPOWERED TRUCKS ARE OFF LIMITS.”

PUMP WORK

The fact that the engine was plucked from a ’96 model year Ram with an NV4500 meant it had the highly sought after 215hp P-pump. Along with the normal tweaks (custom fuel plate and AFC adjusted completely forward), the pump benefits from full-cut delivery valves and its timing being set at an aggressive 21 degrees of advancement. The injectors are stock for now—although as we went to press Tyler had a set of 5×18 units from Diesel Auto Power on the way.

BIG BOOST

Pegging the 60-psi boost gauge in the cab comes courtesy of an HX35 over S400 compound turbo arrangement. The BorgWarner S475 is internally wastegated, features a T6 flange, and is supported via a bracket bolted to the passenger side motor mount. The tough-as-nails nature of the factory Holset HX35 got the nod for the manifold charger and produces the lion’s share of boost the engine sees. The downpipe and all intercooler tubes were fabricated by Outlaw Diesel in Miami, while the factory Duramax intercooler was reused.

AXING THE ALLISON

To keep the swap simple (and namely void of electronics), Tyler chose to do away with the five-speed Allison. Instead, the torquey 12-valve is backed by a 47RH four-speed automatic, which (ironically enough) was sourced from the same person that sold him the truck years prior. In order for the 47RH to live behind the Cummins, Tyler once again turned to Outlaw Diesel in Miami for a helping hand. The slushbox was torn down and reinforced with a billet input shaft, a triple disc torque converter from SunCoast, and a performance valvebody fitted with TransGo parts.

Tyler Rabbage’s ’03 Silverado is one of the few Cummins swaps we’ve seen performed on an ’01-’07 GM where the original power plant was a Duramax.

So what’s it like driving a Cummins-powered ¾-ton Silverado? As you can imagine, Tyler gets the full gamut when it comes to reactions. Comments like “you ruined the truck!” or questions such as “how could you put a Cummins in a Chevy?” come his way on a regular basis. But while the truck seems to ruffle plenty of feathers in the bow tie crowd, Dodge guys and Cummins diehards love the swap. No matter what side of the fence people are on, it gets them talking—and that’s exactly what Tyler wanted. He gets the unmatched reliability of the 12-valve Cummins wrapped in a Chevy body, and the satisfaction of his creation turning heads wherever it goes.

An adjustable fuel pressure regulator from VMS Racing keeps a steady diet of diesel on tap for the P-pump. While opinions continue to vary as to what the ideal pressure to send the P-pump’s way is, Tyler keeps the regulator locked in at 50 psi.

Providing great bottom end response is a Holset HX35, which when combined with the S475 easily pegs the 60-psi boost gauge on the A-pillar. Two 50mm Tial blow-off valves are incorporated between stages in the charge pipe. Boosted air routes through the truck’s original (Duramax-intended) intercooler.

Being a ’96 model year Cummins, it came with the highly desirable 215hp version of the Bosch P7100. Courtesy of Outlaw Diesel in Miami, the 12mm P-pump benefits from a set of full-cut delivery valves, a custom fuel plate, its AFC being adjusted all the way forward, and a healthy 21-degrees of timing.

Fitting for a rare, Cummins-swapped Silverado HD is a set of wheels we seldom see: 16×9-inch Granite Alloys. They’re wrapped in Nitto Trail Grappler M/T tread measuring 285/75R16.

With a desire to keep things simple, Tyler scrapped the five-speed Allison 1000 in favor of a 47RH. The fourspeed automatic sports a triple disc torque converter from SunCoast, a billet input shaft, and an Outlaw Diesel in Miami-built valvebody with TransGo internals. In order to make the 47RH work (and because the 5.9L moved the transmission back much further within the truck), the rear drive shaft had to be shortened.

On the low-pressure supply side of things, Tyler left nothing to chance. The P-pump is well-fed thanks to a Bean’s Diesel Performance sump installed in the factory GM tank and this 200-gph AirDog II system, which is said to be capable of supporting 1,000hp.

Make no mistake, the three-ball hitch in the receiver sees its fair share of work, as Tyler uses the truck to tow on occasion. He told us the Silverado gets roughly 11 mpg with a trailer attached, but typically sees 20 mpg when empty.

It only made sense to retain the burly 11.5-inch ring gear AAM 1150 the Chevy came with, which still utilizes the factory 3.73 ring and pinion. As for the exhaust, it’s made up of a 5-inch diameter, aluminized, over axle system from Flo-Pro that was designed for a Duramax but adapted to work with the Cummins’ downpipe. Tyler topped things off with a 10-inch polished tip.

If Tyler’s “Chummins” can’t garner enough attention by the 12-valve rattling away under the hood or the giant Cummins sticker on the rear window, a Viair air horn should definitely do the trick.

FREQUENTLY ASKED QUESTIONS

How does the forum community react to questions about engine swaps and modifications?

The forum community’s reaction to questions about engine swaps and modifications is quite mixed, reflecting diverse opinions and strong biases. Some members express disapproval of certain swaps, pointing to concerns over reliability and compatibility. For instance, there’s skepticism about choosing certain models known for specific issues, suggesting that alternatives might be more dependable and less complex to install.

On the other hand, some members empathize with those seeking more reliable options and recommend consulting specialists known for their expertise in engine conversions. They argue that professional advice might be more helpful and less biased than relying solely on forum discussions. This highlights a degree of frustration with community interactions, where members can sometimes exhibit hostility or strong brand loyalty.

Additionally, there’s a clear divide in brand allegiance, with some viewing certain swaps as almost sacrilegious, especially if it involves changing brand loyalties. Overall, while some forum users are willing to engage helpfully, others become embroiled in debates that can turn personal, underscoring the passionate nature of the automotive community.

What legal issues might arise from swapping an older engine into a newer vehicle?

Swapping an older engine into a newer vehicle can be an exciting project for car enthusiasts, but it does come with a host of potential legal issues that need careful consideration.

Emissions Compliance

One of the primary concerns is emissions compliance. Many regions have strict emissions standards that vehicles must meet, especially newer models. Installing an older engine that doesn’t comply with current emissions standards could lead to your vehicle failing emissions tests. This could make it illegal to drive on public roads, potentially resulting in fines and mandates to revert the modifications.

Safety Standards

Another aspect is safety standards. Newer vehicles are built with advanced safety features controlled electronically. Integrating an older engine may disrupt these systems, potentially violating safety regulations. This not only affects the legality but also the safety of the vehicle in case of an accident.

Insurance Implications

Don’t overlook insurance implications. Modifying your vehicle in such a substantial way can affect insurance coverage. Failure to notify your insurer about the engine swap might lead to a denial of claims if the vehicle is involved in an accident.

Warranty Issues

If the newer vehicle is still under warranty, an engine swap may void the warranty. This could result in out-of-pocket costs for repairs unrelated to the engine if issues arise down the line.

VIN Regulations

Additionally, some jurisdictions have strict rules concerning Vehicle Identification Number (VIN) regulations. Changing the engine might require updating the VIN records, and failure to do so can result in legal penalties.

Navigating the Legal Landscape

It’s crucial to consult with a professional mechanic and legal advisor familiar with automotive law before proceeding with such modifications. They can guide you on how to comply with all legal standards and ensure that your project doesn’t lead to unforeseen legal troubles.

In summary, while installing an older engine into a newer vehicle can enhance performance or achieve a specific look, it’s essential to address the associated legal challenges upfront. Doing so ensures your automotive project is both enjoyable and lawful.

What are the considerations for swapping a Duramax engine with a Cummins engine in a vehicle?

Considerations for Swapping a Duramax Engine with a CumminsEngine

Swapping a Duramax engine with a Cummins engine in your vehicle can be a rewarding but complex project. Here are the key considerations to keep in mind:

Compatibility and Legal Compliance

Model Year Compatibility: Ensure the replacement engine matches the vehicle’s model year to comply with emissions regulations. Swapping an older engine into a newer vehicle can result in legal issues due to differing emissions standards.
Mechanical vs. Electronic Systems: Newer vehicles often house more sophisticated electronic systems. Ensure that the engine swap accommodates these electronic controls, or else you might face integration issues.

Technical Modifications

Adapter Plates: Utilize custom adapter plates, such as those offered by companies like Destroked, to connect the new engine to your existing transmission. This is particularly critical for ensuring compatibility with transmissions such as the Allison 1000.
Motor Mounts: Custom motor mounts will be necessary to secure the Cummins engine properly in place of the original Duramax.
Driveshaft Modifications: You may need to modify the driveshaft – either shortening or lengthening it – to ensure a proper fit.
Exhaust and Cooling Systems: Consider changes to exhaust routing and cooling systems. Decide between a mechanical or electric fan to suit the new engine’s requirements.

Electronic and Fuel System Adjustments

ECM and Gauges: Integrating the engine control module (ECM) and ensuring compatibility with the vehicle’s existing gauge cluster is vital. Some systems may require custom wiring or additional modules to function correctly.
Lift Pump Installation: Installing a lift pump can be necessary to maintain adequate fuel pressure and delivery, especially if the new engine demands different specifications.

Budget and Resources

Cost: Factor in not just the cost of the engine, but also the expenses for modifications, custom parts, and professional assistance if needed.
Time and Expertise: Assess your mechanical skills and available time. A project of this magnitude can be time-consuming and requires precise technical expertise.

Completing this swap will certainly create a unique and attention-grabbing vehicle. However, thorough planning and consideration of all technical, legal, and budgetary aspects are crucial to a successful engine swap.

What are the advantages and disadvantages of choosing a 24-valve 5.9 Cummins engine for the swap?

Advantages and Disadvantages of Choosing a 24-Valve 5.9 Cummins Engine for the Swap

When considering a 24-valve 5.9 Cummins engine for a swap, it’s essential to weigh both the pros and cons to make an informed decision. Here’s a comprehensive breakdown:

Advantages

Performance and Power: The 24-valve 5.9 Cummins engine is renowned for its robust power and torque. It can handle heavy loads, making it an excellent choice for those seeking high performance in towing or hauling.
Fuel Efficiency: Compared to other diesel engines, this engine is often more efficient, providing better mileage, which can be a significant advantage for long-distance drivers or those concerned with fuel economy.
Durability and Longevity: Known for its reliability, the 5.9 Cummins can clock up impressive mileage if well-maintained. Its build quality is such that it withstands the test of time, offering peace of mind to users.
Aftermarket Support: There’s a vast range of aftermarket parts available, so customization and enhancements are readily accessible. This can be particularly appealing for those looking to tweak performance to their liking.

Disadvantages

Complex Wiring: Unlike older models such as the 12-valve, the 24-valve version requires more sophisticated wiring. This complexity can lead to increased labor costs and time during installation.
Potential for Issues: Earlier models of the 24-valve may experience issues such as injection pump failures. Addressing these problems can be costly and inconvenient.
Noise and Vibration: Diesel engines, including the 5.9 Cummins, tend to be noisier and have more vibration compared to gasoline engines, which might not appeal to everyone, especially in a vehicle primarily used for casual driving.
Weight: The engine is also quite heavy, which may affect the overall weight balance of the vehicle, impacting handling and suspension.

Conclusion

Choosing a 24-valve 5.9 Cummins engine involves balancing its robust power and efficiency against the potential complexities and downsides of installation and maintenance. It’s a powerhouse suitable for those who value performance and durability, provided they’re prepared for the technicalities involved in the swap.

What are some alternative modifications that can be done to a Duramax engine to improve performance without a full engine swap?

When looking to boost the performance of a Duramax engine without committing to a full engine swap, there are several alternative modifications you might consider.

Upgrade the Turbocharger

One effective modification is upgrading to a Variable Geometry Turbocharger (VGT). This enhances performance by providing better boost control compared to stock options. Consider brands like BorgWarner or Garrett for high-quality upgrades.

High-Performance Injectors

To ensure more efficient combustion and increase horsepower, high-performance injectors are a smart choice. Brands like Bosch and Industrial Injection offer reliable replacements that can improve your engine’s performance without the hassle of frequent maintenance.

Head Upgrades

Swapping out the factory cylinder heads for high-performance ones can result in better airflow and cooling. Consider investing in ported or aftermarket heads, such as those from AFR or Edelbrock, to optimize engine efficiency.

Exhaust System Enhancements

Improving the exhaust system by removing unnecessary restrictions can lead to significant gains. A turbo-back exhaust system, minus emissions control components like the EGR or catalytic converter, can increase both power and efficiency (ensure local emissions regulations are followed).

Air Intake Systems

Upgrading to a high-flow air intake system can also enhance your engine’s performance, delivering more oxygen for combustion. Look for options from companies like AEM or AFE Power, which are known for high-quality components.

By focusing on these key areas, you can enhance your Duramax engine’s performance efficiently and effectively, all without resorting to a full engine swap.

What are alternative suggestions to a Cummins swap for a truck with over 500,000 miles?

Exploring Alternatives to a Cummins Swap for High-Mileage Trucks

When it comes to refreshing a truck with over 500,000 miles, there are several options to consider before settling on a Cummins swap. While a Cummins engine is a popular choice, especially for those seeking durability, there are other alternatives worth exploring. Let’s delve into some viable options:

Duramax Engine Swap

The Duramax engine series is another solid contender if you’re considering staying within the same brand family. An option like the LBZ model is often favored for its robust design and superior performance in hauling applications. This engine can be especially appealing if the truck is used for long-haul purposes.

Upgrade Existing Engine Components

Instead of a full engine swap, consider upgrading specific components of your existing engine. This could include:

Installing performance heads, like LLY heads, for improved airflow and combustion.
Adding a Variable Geometry Turbocharger (VGT), which can enhance responsiveness and efficiency.
Removing unnecessary components such as the exhaust gas recirculation system and catalytic converter to simplify the setup.

12-Valve Conversion

A 12-valve engine conversion might be a simpler and more hassle-free solution. With fewer electronic components, it involves less wiring and could potentially offer increased reliability and easier maintenance compared to its more modern counterparts.

Considerations for Maintenance and Longevity

For any engine choice, regular maintenance is crucial, especially for trucks with high mileage. This includes timely servicing of injectors and keeping the engine in peak condition to delay the need for costly overhauls.

Ultimately, the decision should balance performance goals, budget considerations, and personal preferences regarding ease of installation and maintenance requirements. Choose the path that aligns best with your specific needs and how you utilize your truck daily.

What components and modifications are necessary to make the engine swap successful, such as adapting the gauges, ECM, lift pump, and fan type?

An adjustable fuel pressure regulator from VMS Racing keeps a steady diet of diesel on tap for the P-pump. While opinions continue to vary as to what the ideal pressure to send the P-pump’s way is, Tyler keeps the regulator locked in at 50 psi. Providing great bottom end response is a Holset HX35, which when combined with the S475 easily pegs the 60-psi boost gauge on the A-pillar. Two 50mm Tial blow-off valves are incorporated between stages in the charge pipe. Boosted air routes through the truck’s original (Duramax-intended) intercooler. Being a ’96 model year Cummins, it came with the highly desirable 215hp version of the Bosch P7100. Courtesy of Outlaw Diesel in Miami, the 12mm P-pump benefits from a set of full-cut delivery valves, a custom fuel plate, its AFC being adjusted all the way forward, and a healthy 21-degrees of timing.

Fitting for a rare, Cummins-swapped Silverado HD is a set of wheels we seldom see: 16×9-inch Granite Alloys wrapped in Nitto Trail Grappler M/T tread measuring 285/75R16. With a desire to keep things simple, Tylerscrapped the five-speed Allison 1000 in favor of a 47RH. The four-speed automatic sports a triple disc torque converter from SunCoast, a billet input shaft, and an Outlaw Diesel in Miami-built valve body with TransGo internals.

In order to make the 47RH work (and because the 5.9L moved the transmission back much further within the truck), the rear drive shaft had to be shortened. On the low-pressure supply side of things, Tyler left nothing to chance. The P-pump is well-fed thanks to a Bean’s Diesel Performance sump installed in the factory GM tank and this 200-gph AirDog II system, which is said to be capable of supporting 1,000hp. Make no mistake, the three-ball hitch in the receiver sees its fair share of work, as Tyler uses the truck to tow on occasion. He told us the Silverado gets roughly 11 mpg with a trailer attached, but typically sees 20 mpg when empty. It only made sense to retain the burly 11.5-inch ring gear AAM 1150 the Chevy came with, which still utilizes the factory 3.73 ring and pinion. As for the exhaust, it’s made up of a 5-inch diameter, aluminized, over axle system from Flo-Pro that was designed for a Duramax but adapted to work with the Cummins’ downpipe. Tyler topped things off with a 10-inch polished tip.

For anyone considering a similar engine swap, several components and modifications are essential to ensure success:

Billet Adapter: Required to mate the engine to the Allison 1000 transmission, a common feature in many trucks.
Cluster Gauges: To ensure these function correctly, integrating or adapting an ECM may be necessary.
Fuel Delivery System: A lift pump, like the AirDog II, is crucial to maintain adequate fuel pressure.
Cooling System: Decide between a mechanical or electric fan based on your setup needs.
Motor Mounts: Fabrication will be necessary to secure the new engine.
Driveshaft Modifications: Depending on the engine placement, shortening or lengthening the driveshaft may be required.

These modifications, alongside the performance enhancements already discussed, create a robust and reliable engine setup capable of handling various driving demands.

Are there any mechanical modifications needed for fitting the engine?

Fabricating motor mounts and potentially adjusting the driveshaft length (shortening or lengthening) are required to accommodate the engine within the vehicle.

What should be considered for the engine’s cooling system?

You need to decide between using a mechanical fan or an electric fan to maintain the engine’s temperature effectively.

What modifications are needed for the fuel delivery system?

Installing a lift pump is necessary to ensure proper fuel delivery to the engine.

Is an Engine Control Module (ECM) necessary for the swap?

Yes, an ECM may be required to manage engine functions and ensure compatibility with the vehicle’s electrical system.

What is needed to ensure the vehicle’s gauges are operational?

Additional components or modifications may be necessary to integrate the engine with the vehicle’s cluster gauges, potentially involving electronic or wiring adjustments.

How can the engine be connected to the Allison 1000 transmission?

A billet adapter is required to mate the engine to the Allison 1000 transmission.

What are the opinions of forum members on swapping a Duramax engine for a Cummins engine?

“Comments like ‘you ruined the truck!’ or questions such as ‘how could you put a Cummins in a Chevy?’ come his way on a regular basis. But while the truck seems to ruffle plenty of feathers in the bow tie crowd, Dodge guys and Cummins diehards love the swap.”

For many, the discussion about swapping a Duramax engine for a Cummins ignites passionate opinions and technical debates. Some see the swap as an affront to the Chevy legacy, arguing that a true enthusiast wouldn’t consider such a change. They emphasize that sticking with another Duramax engine is not just easier, but also more cost-effective.

Others highlight the technical challenges and benefits. While some point out potential issues with common rail Cummins models, others suggest that a 12-valve Cummins offers a more straightforward and reliable alternative with less wiring complexity. It’s not just about the brand; it’s about the practicality and performance each engine brings to the table.

However, there’s no shortage of emotional reactions. Some feel the need to defend their choice against what they perceive as brand loyalty gone toxic, preferring neutral advice from diesel conversion specialists over heated forum debates.

Ultimately, the swap is not just a mechanical decision but a cultural one, sparking diverse opinions that resonate deeply with truck enthusiasts.

Where can individuals get unbiased and helpful advice about diesel engine conversions?

Consulting diesel conversion specialists, such as those in Montana, is recommended for obtaining quicker, easier, and less biased information compared to online forums.

What are the community reactions and biases regarding engine swaps from Chevy to Cummins?

The community reactions can be quite polarized. While some Chevy enthusiasts strongly oppose the idea, Dodge and Cummins fans often support it. There is also a perception of bias and toxicity among Duramax enthusiasts, which can influence opinions and advice.

How does brand loyalty and identity affect decisions about engine swaps?

Brand loyalty plays a significant role, with some viewing a swap from Chevy to Dodge as a betrayal of the Chevy identity. This kind of swap can be seen as a departure from being a true Chevy enthusiast.

What are the cost and feasibility factors when choosing between a Cummins and a Duramax engine?

Sticking with a Duramax engine is often seen as more cost-effective and easier than swapping to a Cummins. The Duramax requires fewer modifications and is generally a less expensive option.

What are the technical considerations involved in swapping a Cummins engine into a Chevy truck?

The technical considerations include the complexity of wiring and potential issues with different Cummins models. For example, using a 12v Cummins is noted for requiring less wiring and being more dependable compared to a common rail model, which is known for issues like rail pop.

How does the community view the reliability and performance of the LB7 Duramax engine compared to Cummins engines?

“However, the unwritten rules of engagement in performing a Cummins swap dictate that Duramax-powered trucks are off-limits. With common-rail injection and a proven track record for performance and durability, the 6.6L V8 is more than sufficient in yielding the kind of power most enthusiasts are after. Put simply: you just don’t go there.”

Yet, for those still considering the swap, it’s crucial to weigh the options. The 03 model Cummins, often seen as a pioneer of the common rail system, has its drawbacks, notably the notorious “rail pop.” While it can deliver power, there are arguably better choices for reliability and ease of installation.

Key Considerations:

12v Cummins: Known for its dependability and simpler wiring, making it a popular choice for those seeking less hassle.
LB7 Duramax’s Longevity: Many in the community highlight the LB7’s ability to exceed 500,000 miles, a testament to its robustness and long-term performance.

Ultimately, the decision hinges on individual preferences and priorities, but the Duramax’s reputation for durability makes it a formidable contender in any comparison.

How does the LB7 Duramax compare in terms of longevity and reliability?

The LB7 Duramax is noted for its impressive longevity, with the ability to last up to 500,000 miles, showcasing its high performance and reliability, which is difficult to surpass.

What makes a Cummins engine potentially more dependable than others?

The 12v Cummins engine is highlighted for its dependability due to its simpler wiring requirements and overall ease of installation, making it a more hassle-free and reliable choice.

What are the drawbacks of choosing a specific Cummins model?

The 03 model Cummins, known for being the first of the common rail types, has issues such as “rail pop” that can cause reliability concerns. There are better alternatives available that don’t suffer from these problems.

Are there any known specialists or places that perform Cummins swaps into other vehicle brands?

In just eight days—and with the help of Outlaw Diesel in Miami—the Duramax/Allison combination was ditched in favor of a compound turbo’d, 12-valve Cummins backed by a built 47RH. This transformation is not just a one-off; there are specialists around the country dedicated to such swaps.

For instance, there are reports of a place in Montana that specializes in swapping Cummins engines into GM vehicles. While the exact name and location remain elusive, it’s clear that enthusiasts across the nation can find experts to bring their diesel dreams to life. This community of dedicated shops ensures that whether you’re in Miamior Montana, turning your GM vehicle into a Cummins-powered powerhouse is more than possible.

Are there specialists who perform Cummins swaps into GM vehicles?

Yes, there are specialists or shops that offer the service of swapping Cummins engines into GM vehicles, as indicated by the mention of a place in Montana.

Where can Cummins engines be swapped into GM vehicles?

There is a location in Montana known for performing Cummins engine swaps into GM vehicles.