You’ve Got Questions? We’ve Got Answers!
Please feel free to email us with any questions that you may have. We look forward to helping you with your Cummins swap!
- A bellhousing adapter
- A flexplate to mount the transmission to your engine
- GMT 800 motor mounts: Factory power steering line works even if the Dodge vacuum pump is deleted.
- GMT 400 motor mounts: The Dodge vacuum pump must be deleted using a 4BT-style power steering pump mount and drive gear. Once deleted, a factory-style power steering line can be used.
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Yes. The PCM communicates tach signal and vehicle speed to the instrument cluster.
- Use HP Tuners or EFI Live to reprogram the PCM, turning off unused tables and the check engine light
- Factory GM oil pressure and temperature sensors remain installed on the Cummins engine
- Coolant and oil level monitoring can be retained if desired
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We’ve discontinued the tone wheel kit. Instead, we use:
- Waveform (W) terminal on the Delco 28SI alternator
- Combined with the Dakota Digital Diesel Tach Interface (link)
This solution is reliable, strong, and cost-effective, with added benefits like internal regulator and high amperage rating.
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Yes. It requires:
- Fan support, pulley, fan clutch, and fan from an intercooled first-generation Dodge RAM
- Machining of the heat exchanger fins on the clutch to clear the radiator
- Fan spaced 5/8″ off the clutch with a machined spacer (coming soon from SSOR)
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Yes. The early GM cruise control module can actuate mechanical throttle linkages.
- Very inexpensive
- Easy to wire
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Yes. Inline 6-cylinder engines are long. We position the engine as far rearward as possible to allow a mechanical fan with the cooling pack in the factory location. This moves the transmission roughly 4″ rearward.
Additional adjustments required:
- Rear driveshaft shortened
- Front driveshaft lengthened
- Transfer case indexed upward
- Torsion bar cross member and transfer case linkage modified
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Yes. You must:
- Trim the raised area at the bottom of both motor mount saddles
- Use the included 3/8″ reinforcement plates (welded or bolted)
- Install countersunk bolts in the 3 uppermost differential case bolt holes
- Trim some differential case webbing
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Yes, with fabrication:
- Remove pedestals welded to the cross member
- Drill holes to bolt in the lower motor mount
- Access nuts through spring pockets
- Relieve and box the cross member to clear the oil pan and restore structural integrity
Important: The cross member is integral to suspension. Only experienced welders/fabricators should attempt this.
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We design components for a wide range of chassis including GM, Ford, and custom applications. Our parts are commonly used in GMT400, GMT800, square body, OBS Ford, and custom builds. If you can measure and fabricate, our parts give you a solid foundation for a proper swap.
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No. We do not sell “one box does everything” kits. We design engineered components that solve specific problems in swaps—motor mounts, crossmembers, adapters, and brackets. This allows better fitment and flexibility instead of forcing a generic solution.
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Yes. Our components are designed to work with both 5.9L and 6.7L Cummins platforms. Always verify engine generation and accessory layout before ordering.
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Yes. These products are intended for experienced builders and shops. Many installs require welding, cutting, or frame modification. Proper swaps require proper work.
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Yes. Many customers run 6.7 Cummins engines in older GM and Ford trucks using our mounts and crossmembers. Cooling, electronics, and packaging must be addressed like any serious swap.
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Some parts are direct bolt-in. Others require drilling, trimming, or welding depending on the chassis. These are real engine swaps, not cosmetic installs. If it was truly bolt-in, everyone would be doing it.
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Yes. Some of our components are compatible with 4BT conversions, and many customers adapt our mounts and brackets for industrial-based builds.
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Yes. Our mounts are commonly used with NV4500, NV5600, G56, and Allison 1000 transmissions. Transmission choice may affect crossmember position and driveshaft length.
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Yes. 4WD is retained in many of our swaps. Transfer case position, front driveshaft clearance, and crossmember layout must be considered.
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Often, yes. The Cummins is a long engine. To achieve proper fan and radiator clearance, the engine is usually positioned rearward, which requires driveshaft modification and crossmember adjustment.
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Yes. In addition to diesel conversions, we engineer LS swap components for builders who want clean fitment and reliable mounting.
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Both. Our LS components are built to handle real use, real power, and real abuse. Strength and fitment come first.
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In most cases, yes. This typically requires the factory engine computer and proper signal integration. Many customers use HP Tuners, EFI Live, or interface modules to make everything communicate correctly.
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Yes. With the proper setup, cruise control can be retained. Many swaps use early GM cruise control modules or aftermarket solutions depending on throttle type and chassis.
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That depends on the engine generation and your goals. Some mechanical setups can run without an ECM, but most modern swaps retain it for gauges, diagnostics, and drivability.
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Some applications do. Especially on GMT400 4×4 trucks, trimming, drilling, and reinforcement of the crossmember may be required.
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In many cases, yes. Some swaps require removal of factory pedestals and boxing of the crossmember for strength and clearance.
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No. Our parts are designed to fit correctly without body lifts. If you choose to run one, additional adjustments may be required.
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Yes. We design and build custom tools specifically for diesel shop owners and professional builders. These are not homeowner-grade tools.
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Our lineup includes heavy-duty hydraulic presses, diesel engine stands, and custom shop fixtures and tooling.
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Yes. Our diesel engine stands are designed to safely support 5.9L and 6.7L Cummins engines. They are built for stability and safety, not display.
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Most parts include basic guidance. However, these products are intended for experienced builders and shops. A professional installer is recommended.
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Yes. We regularly work with customers on custom and one-off builds. Contact us with details and measurements.
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We provide support via email and direct communication. We are a fabrication and engineering shop first—clear, detailed questions get the best answers.
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At times, yes. Availability depends on workload and project scope. Contact us to discuss your build and timeline.
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Yes. Many of our designs are used in competition environments where failure is not an option.
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Because cheap kits cost more in the long run. Our parts are engineered, tested, and built for real trucks, not internet builds.
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No. While our parts are clean enough for show builds, they are designed for working trucks, tow rigs, and daily drivers. Strength always comes first.
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