Up next All the best Wheel and Tire Choices for your truck! Published on December 30, 2018 Author Mark Barbee Tags c10 cummins swap, c10 diesel swap, chevy cummins swap, cummins c10, cummins suburban, cummins swap, cummins swap c10, cummins swap suburban, cummins swapped suburban, suburban cummins swap, Share article Facebook 0 Twitter 0 Mail 0 Diesel Engine Swap! 5.9-l Cummins in a 69 C10 Suburban Dropping a Cummins into a 1969 Chevy Suburban Every C-10 nut needs a diesel, right? Well, this nut does. I have had the privilege of owning many 1960-66 C-10 trucks in my life. Some of you guys might remember my ’63 C-10 that won Best Custom Truck at SEMA 2007 and went on to be made into a real Hot Wheels toy. I decided that I wanted something a little different, so my friends and I started searching the web. We came across a running three-door ’69 2WD Suburban located about an hour away. A couple of friends and I headed over to check out the truck, and I ended up buying it on the spot for $3,000. I even drove it home without any issues.Subscribe to our weekly newsletter I’ve never owned a 1967-72 C-10 before, and when my wife and daughters first saw the Suburban, the first thing they said was, “What are you going to do with that?” I told them that I wasn’t completely sure, but that I had a vague idea of what I wanted. I parked the truck in my side yard for a few months where it became a playground for my girls. My wife would send me pictures of my daughters acting like they were driving it, putting the dog on the seat, and just having a good time. Seeing my girls enjoy the Suburban so much while it was just sitting there cemented a few ideas that I had about the truck’s future. We could take the truck on long family road trips and use it as a tow vehicle. First things first, I needed to research costs, because I didn’t have an unlimited budget. I replayed the C10talk.com episode where the hosts discussed LS swaps. They said the average LS swap costs $10-15K, all included. I immediately decided that a Cummins was in the Suburban’s future. I certainly didn’t have an LS-sized budget! I got to work looking for donor vehicles that had a mostly mechanical diesel motor. 1. 1 & 2. The donor truck was a low-mileage ’92 Dodge 250 with a 5.9 VE pump 6BT and A518 automatic transmission. The truck had been hit on the front passenger fender, which was an easy fix, but I only wanted the drivetrain. Jason at Big 10 Garage is no stranger to these swaps. He’s done several in square-bodies, but this is the first time he has done this swap in a 1967-72 C-10. Before getting to work, we kept two things in mind: reliability and parts. If I decide to drive this truck every day, I want to be able to buy any part off the shelf to fix it. If it’s something engine- or transmission-related, I can easily get the Dodge parts. If I need to repair or replace a body part, I can get a ’69 Chevy Suburban part. You’ll notice as you continue reading that very few custom parts were needed for this swap. 3. 3 & 4. After the 5.9 and transmission were removed from the Dodge, they were never separated. The core support for the Suburban was removed. Using an engine hoist and floor jack, the Cummins was placed into the Suburban engine compartment. This is where a lot of time and study was invested. Jason took several measurements, making sure the diesel motor was exactly where he wanted it. The firewall and core support were not modified when fitting the diesel motor. The engine side mounts are stock Dodge, and the Chevy frame side are custom made from ¼-inch plate. 5. 5 & 6. The Suburban had a 350 with a Turbo 400 that ran and shifted strong. Have no fear, they will be used in another project. The Dodge A518 transmission aligned perfectly with the factory Chevy transmission cross member. Jason used the Turbo 400 mount between the Dodge transmission and Chevy cross member’s existing holes. We wanted to use as many factory parts as available, so Jason sourced a high hump Chevy transmission cover that worked perfectly. A custom driveshaft was made to mate the Dodge A518 transmission to the stock Chevy differential. Jason took constant measurements throughout the swap. Just because the engine and transmission looked good and fit didn’t mean everything else would fit down the road. He had to keep in mind that the plan was to keep everything factory. 7. Once Jason was comfortable with the fit of the Cummins diesel and automatic transmission between the Suburban frame rails, he checked accessory clearance. Would the serpentine fit? Would the mechanical fan and radiator fit? How about the intercooler? Would we be able to use the stock intercooler pipes? 8. 8 & 9. Jason had to make a slight cut to the front passenger side rail to allow the new AC compressor to fit comfortably. He also noticed the mechanical fan and radiator were not going to fit after finding room for the stock intercooler in front of the core support. In order to keep the engine mechanical, the Dodge alternator was converted from exteriorly regulated to one-wire internally regulated.The power steering hoses were next. The Chevy hoses are -6 so one Saginaw adaptor was needed. Next, Jason wired the stock Chevy ignition to the Dodge starter. The ignition wire from the Chevy coil was wired to the Dodge fuel shut-off solenoid and the rest were wired as usual. 10. 10 & 11. Jason and Ron Davis configured a custom radiator with dual electric fans. The radiator and fans are a super-tight fit, but they cool the torque beast like a champ. Ron Davis Radiators uses its own fan relay kits, which allow the fans to run at 97% efficiency. The upper and lower radiator hoses are “part custom.” Jason made custom stainless pipes, but connected them to the radiator with rubber radiator hoses. Rather than cut the Dodge neck and reweld it to face the upper radiator hose, a custom partial hose was made. This makes our adaptation easy to fix if necessary. 12. One and a quarter inches had to be removed from the intake elbow next to the master cylinder to allow a modified intercooler charge pipe to fit. The passenger side turbo-to-intercooler pipe is factory Dodge. 13. 13 & 14. Next, Jason addressed the gauges. Dakota Digital’s VHX series for 1967-72 Chevy is killer. Jason called the sales department and ordered the new VHX exactly the way he wanted it. He ordered a diesel controller to convert to square wave signal so the Dakota Digital gauges can see the Cummins motor. 15. 15 & 16. The next project was the exhaust. Jason ordered a builder’s kit from a local supplier and went to town. The exhaust was tucked up in the frame and through the cross member for future suspension modifications. The exhaust pipe was 4 inches, so Jason cut a 5-inch hole in the Chevy cross member and reinforced it so the 4-inch exhaust pipe would slide through with ease. 17. Now it was time to get clear air into the 5.9 Cummins. I ordered the AIR-101-401 from Airaid. This is similar to an exhaust builder’s kit. You get one long piece of tubing that you cut any way you want with a few silicone couplings and a cone. If you are doing any kind of engine swap this will make your job a lot easier. The kits come in different sized cones and pipes. 18. Before firing the engine for the first time, all of the fluids were replaced with Royal Purple products. In the Cummins we used Duralec 15w40, the A518 transmission got Max ATF, in the power steering we used Max EZ, and the rear differential got Max Gear 75w140. 19. After the swap was complete, I asked Jason which part of the swap he thought was the most difficult. To my surprise, he said it was the exhaust. He said that the overall size of the engine and 4-inch exhaust left no room for error. The chassis was never designed to take an engine that big. He estimated this engine is 300 pounds heavier than a big-block. Next, I asked him if there a part of this swap he enjoyed doing. Anyone who knows him can guess his answer, “Driving the Suburban with a Cummins motor is the best. Labor is labor, driving it is were the fun is at.” Sources: Mark Barbee GotCPR on Instagram Jason Bowman Big10Garage on Instagram Ron Davis Radiators Rondavisradiators.com Airaid Airaid.com Dakota Digital Dakotadigital.com Royal Purple Royalpurpleconsumer.com FREQUENTLY ASKED QUESTIONS How did Drew Barber’s profession influence the construction of his vehicle? Drew Barber’s Profession: Key to Crafting the Ultimate Exploration Vehicle Drew Barber, a skilled fabricator with extensive experience at Avalanche Engineering, has made a name for himself crafting robust buggies like the Sniper and Assassin. His professional expertise profoundly shaped the construction of his personal vehicle, a custom-built Suburban designed for family adventures. A Different Kind of Challenge While Drew’s day-to-day role involves creating buggies capable of tackling extreme terrains, his family truck needed different specifications. Prioritizing space and comfort for his wife, child, and dog, Drew sought to build a vehicle perfect for long off-road excursions into the remote parts of southwest Colorado. Leveraging Fabrication Skills Drew’s fabrication skills were pivotal from the start. He specifically chose a ’92-’00 Suburban body style and located a suitable candidate—a bright yellow former school vehicle. This choice held particular significance, as Drew had a penchant for yellow rigs. Customizing for Power and Comfort One core advantage of Drew’s expertise was his ability to improve upon his old vehicle’s specifications. Wanting the power of a Cummins diesel and enhanced comfort, he meticulously selected each aftermarket part. Drew’s professional background allowed him to take precise measurements and integrate components seamlessly. Building a Custom Chassis Given his specialization in constructing frames and chassis, Drew felt compelled to design a custom chassis for his new Suburban. Using 6x2x11/48-inch rectangular tubing, he built a frame specifically tailored to the vehicle’s requirements, ensuring durability and performance in rugged environments. By applying his professional knowledge, Drew not only constructed a high-performing, comfortable exploration vehicle but also demonstrated how his career in fabrication directly influenced the design and functionality of this family truck. What were the main features and specifications of Drew Barber’s custom-built chassis? The Main Features and Specifications of Drew Barber’s Custom-Built Chassis Drew Barber embarked on his ambitious project with a clear vision in mind: a robust and customized chassis for his ’92-’00 body style Suburban. Here are the core features and specifications that make Drew’s chassis exceptional: Custom Fabrication:Drew constructed the chassis using 6x2x11/48-inch rectangular tubing. This choice of material ensures a strong and durable foundation, capable of supporting significant load and stress. Engine Integration:Central to this build is a ’97 Cummins 5.9L diesel engine. Drew didn’t just drop this powerhouse into the chassis; he optimized it with a dual-stage turbo system. This setup delivers an impressive 70 psi of boost, ensuring the engine can handle heavy-duty tasks and provide superior performance. Professional Expertise:Leveraging his professional background in building frames and chassis, Drewapplied precise measurements and parts tailored to fit seamlessly with the custom chassis. This meticulous approach ensured that every component works harmoniously. Adaptability for Weight:Given the expected heavy weight of the vehicle, reinforcing the engine was a priority. The custom chassis had to support not just the weight but also the high-performance demands of the enhanced engine. In summary, Drew Barber’s custom-built chassis stands out with its meticulously chosen materials, powerful engine with boosted capabilities, and expertly measured and fitted components. This blend of precision engineering and practical ingenuity showcases Drew’s commitment to creating a high-performance, durable vehicle. What modifications were made to the suspension system of Drew Barber’s Suburban? Suspension Modifications on Drew Barber’s Suburban Drew Barber’s Suburban underwent several key changes to its suspension system to enhance both performance and handling. These modifications include: Changing the front suspension to a spring-over configuration using the original Suburban springs. Installing 60-inch leaf springs in the front for improved support and stability. Incorporating 62-inch leaf springs from a 3/4-ton Chevy in the rear, providing additional strength and flexibility. Adding 2.5-inch RaceRunner shocks from Sway-a-way to handle off-road terrain with better shock absorption. These updates collectively contribute to a more robust and capable suspension system, ideal for tackling various driving conditions. What type of tires and wheels are used on Drew Barber’s Suburban? Drew Barber’s Suburban Tires and Wheels Drew Barber’s Suburban features robust, all-terrain tires measuring 37×12.50-17. These tires are specifically designed for superior traction and durability across various off-road conditions. The tires are paired with high-quality bead lock wheels from Walker Evans, known for their strength and reliability during demanding off-road adventures. Key Features: Tire Size:50-17 Tire Type:All-Terrain Wheel Type:Bead Locks Wheel Brand:Walker Evans These components are chosen to ensure optimal off-road performance and stability while maintaining a rugged look. What type of axles are used in Drew Barber’s Suburban, and what are their specifications? Axle Specifications in Drew Barber’s Suburban Drew Barber’s Suburban is equipped with robust axles designed for superior performance. Front Axle: Type:Dana 60 Gear Ratio:73 Differential:ARB Air Locker Rear Axle: Type:Dana 80 Gear Ratio:73 Differential:ARB Air Locker These axles, paired with the specified gear ratios and air lockers, ensure enhanced traction and durability, making the vehicle well-suited for both off-road adventures and heavy-duty use. What Type of Transfer Case is Installed in Drew Barber’s Suburban? Drew Barber’s Suburban comes equipped with a robust NP205 transfer case. This model is renowned for its durability and reliability, making it a popular choice for off-road enthusiasts and heavy-duty applications. Key Features of the NP205 Transfer Case Gear-Driven Design:Unlike chain-driven counterparts, the NP205 boasts a gear-driven mechanism that enhances its strength and longevity. Heavy-Duty Construction:Built to withstand extreme conditions, it’s an excellent fit for vehicles that demand high performance. Versatility:The NP205 is adaptable and has been used in a variety of vehicles, from trucks to SUVs, allowing it to meet diverse needs. Benefits of the NP205 Reliability:Known for its rugged design and minimal maintenance needs. Performance:Provides consistent power distribution and superior traction control. Longevity:Many motorists and off-roaders report exceptional lifespan, even under strenuous use. In summary, Drew’s Suburban features the NP205 transfer case, a testament to its robust construction and proven reliability. What is the estimated torque output of Drew Barber’s modified Suburban? Drew Barber’s modified Suburban generates an estimated torque output of around 1,000 lb-ft. Although he hasn’t had it officially dyno-tested, he confidently assesses this impressive figure. Yes, you read that right—approximately 1,000 lb-ft of torque. Why did Drew Barber decide to build a new camping rig? Drew Barber’s motivation to build a new camping rig stemmed from a blend of necessity and ambition. After years of rigorous use, Drew’s ’87 Chevy Suburban, which featured a Cummins engine and a five-speed manual transmission, had begun to show signs of wear. The vehicle was increasingly unreliable, requiring constant maintenance to stay functional. Recognizing the limitations of his aging truck, Drew sought not just a replacement but an upgrade. He aimed for a new camping rig that would offer enhanced power and greater comfort. His previous experience with a Cummins diesel engine left him impressed, yet he envisioned improvements that would cater to both performance and convenience. For Drew, the project was an opportunity to refine his camping experiences. He intended to incorporate modern features that would withstand the demands of off-road adventures while providing a more enjoyable and dependable journey. Who is Drew Barber and what is his profession? Drew Barber is a fabricator known for his craftsmanship in the off-road vehicle industry. He thrives in solitude, often retreating with his truck for extended periods. Drew’s professional expertise lies in creating renowned off-road buggies, showcasing his skills through well-known models like the Sniper, Assassin, and the BFG Karnivore. Working with Avalanche Engineering, Drew has established himself as a key figure in building exceptional and durable off-road machines. What modifications did Drew Barber make to the engine of his new Suburban? Dropping a Cummins into a 1969 Chevy Suburban The donor truck was a low-mileage ’92 Dodge 250 with a 5.9 VE pump 6BT and A518 automatic transmission. The truck had been hit on the front passenger fender, which was an easy fix, but I only wanted the drivetrain. Jason at Big 10 Garage is no stranger to these swaps. He’s done several in square-bodies, but this is the first time he has done this swap in a 1967-72 C-10. Before getting to work, we kept two things in mind: reliability and parts. If I decide to drive this truck every day, I want to be able to buy any part off the shelf to fix it. If it’s something engine- or transmission-related, I can easily get the Dodge parts. If I need to repair or replace a body part, I can get a ’69 Chevy Suburban part. You’ll notice as you continue reading that very few custom parts were needed for this swap. Drew knew this rig wasn’t going to stay very light, so he addressed the engine first and installed a dual-stage turbo system on the oil burner capable of 70 psi of boost. He hasn’t had the truck officially dynoed, but estimates around 1,000 lb-ft of torque getting to the ground…yes, 1,000! After the 5.9 and transmission were removed from the Dodge, they were never separated. The core support for the Suburban was removed. Using an engine hoist and floor jack, the Cummins was placed into the Suburban engine compartment. This is where a lot of time and study was invested. Jason took several measurements, making sure the diesel motor was exactly where he wanted it. The firewall and core support were not modified when fitting the diesel motor. The engine side mounts are stock Dodge, and the Chevy frame side are custom made from ¼-inch plate. Jason had to make a slight cut to the front passenger side rail to allow the new AC compressor to fit comfortably. He also noticed the mechanical fan and radiator were not going to fit after finding room for the stock intercooler in front of the core support. In order to keep the engine mechanical, the Dodge alternator was converted from exteriorly regulated to one-wire internally regulated. The power steering hoses were next. The Chevy hoses are -6 so one Saginaw adaptor was needed. Next, Jasonwired the stock Chevy ignition to the Dodge starter. The ignition wire from the Chevy coil was wired to the Dodge fuel shut-off solenoid and the rest were wired as usual. Jason and Ron Davis configured a custom radiator with dual electric fans. The radiator and fans are a super-tight fit, but they cool the torque beast like a champ. Ron Davis Radiators uses its own fan relay kits, which allow the fans to run at 97% efficiency. The upper and lower radiator hoses are “part custom.” Jason made custom stainless pipes, but connected them to the radiator with rubber radiator hoses. Rather than cut the Dodge neck and reweld it to face the upper radiator hose, a custom partial hose was made. This makes our adaptation easy to fix if necessary. One and a quarter inches had to be removed from the intake elbow next to the master cylinder to allow a modified intercooler charge pipe to fit. The passenger side turbo-to-intercooler pipe is factory Dodge. Next, Jason addressed the gauges. Dakota Digital’s VHX series for 1967-72 Chevy is killer. Jason called the sales department and ordered the new VHX exactly the way he wanted it. He ordered a diesel controller to convert to square wave signal so the Dakota Digital gauges can see the Cummins motor. The next project was the exhaust. Jason ordered a builder’s kit from a local supplier and went to town. The exhaust was tucked up in the frame and through the cross member for future suspension modifications. The exhaust pipe was 4 inches, so Jason cut a 5-inch hole in the Chevy cross member and reinforced it so the 4-inch exhaust pipe would slide through with ease. What kind of vehicle did Drew Barber originally own and modify? Dropping a Cummins into a 1969 Chevy Suburban Every C-10 nut needs a diesel, right? Well, this nut does. I have had the privilege of owning many 1960-66 C-10 trucks in my life. Some of you guys might remember my ’63 C-10 that won Best Custom Truck at SEMA 2007 and went on to be made into a real Hot Wheels toy. Before diving into this project, I originally had an ’87 Chevy Suburban. It wasn’t just any Suburban; it had a Cummins engine and a five-speed manual swapped in it. Over the years, though, that truck took a lot of abuse. It was definitely getting ragged around the edges, and I knew it was time for a new ultimate camping rig. I decided that I wanted something a little different, so my friends and I started searching the web. We came across a running three-door ’69 2WD Suburban located about an hour away. A couple of friends and I headed over to check out the truck, and I ended up buying it on the spot for $3,000. I even drove it home without any issues. The plan was clear: take the lessons learned from my old ’87 Chevy Suburban and build something even better. This new project would be the ultimate blend of classic looks and modern power.