Rear main seals can be made of rubber or silicone, and they can wear out because of age, the rotational forces of the crankshaft, corrosion from road salt and other environmental factors. An oil leak from the main seal, also known as the rear crankshaft seal, will usually drip from where the transmission connects to the engine, though it may show up elsewhere, such as on the oil pan. On most front-wheel-drive vehicles the engine is mounted transversely, so the rear of the engine is the end opposite the one with the pulleys and drive accessory belt. It can be expensive to repair, often $600 or more, because it typically involves removing the transmission and, in some cases, all or part of the engine. The rear main seal keeps oil sealed inside the rear of the engine, where the crankshaft connects with the transmission. Must be nice to have a provider with inexpensive parts.
#93 5.9 CUMMINS REAR MAIN SEAL REPLACEMENT PLUS#
Then most of us have to machine block, head, replace pistons and crank and resize rods plus the basic wear parts. Last time I checked the rebuilt Bosch VE FI Controller is going for $2,300 exchange and an exchange Turbo is going for $1300. No machine work on that project but I still cant see an extra 3500 coming from that lol. I overhauled my 2005 Commonrail Cummins for $1000 including A-1 head studs, OE rings, bearings, and seals. If someone is paying 4500 to overhaul a 12v cummins I am in the wrong business. Alot of the performance guys want the P pump motors because they have greater capability of making power. The VE motors are normally cheaper than the P pump motors in the 94-98 trucks. The 6.9 you always have to fight in the cold even when the glow plugs are new, and it has no balls.Ī VE cummins is the reference to the bosch VE style injection pump found on 89-93 Dodge pickups. 1500 total or less is my limit on it, its just an old beater truck that wont be worth much more than what I will have in it, I just want it to be more reliable than what it is. Probably too much to put into an 85 1600 but it's your $$Īt the moment I am staying cheap, found a 92 VE cummins for $800 running, and a SAE 2 block plate for 100. Now find the Cummins attached to an Alison 6 speed perfect setup for a roll back.Įxpect to overhaul any of the core engines to get them running properly, add at least $4500 for the overhaul! Mostly because it is a real diesel, not some kludge that Navistar put together for a Ford pickup, and it is still available in various configurations. I am hoping to connect it all together and drop it into the truck as one unit. Plus the re-sale value probably doubles with a later model powertrain. But at the end of the day I am set on the Cummins. I have a Cummins in almost everything I own, and I have absolutely nothing bad to say about them. My thought process is spend the little extra money for greater reliability and more power. I paid 800 for the one I bought to replace the 6.9. Plus A used 6.9 goes for around $500 in good shape. A turtle once asked me to get out of his way. Well not to offend anyone or hurt feelings.
Why Cummins? There are many 6.9's out there. I want to use this thread so others can find the information they need, so I will be posting pics and keeping everyone updated as I move along I have looked for days trying to find information on swapping the Cummins into a medium duty truck like the international I have, and have not been able to find any good information. The SAE#2 block plate has mounts built into it that bolt right to the frame, so that will make that part easy at least.ĭoes anyone have info about the SAE interchangability? For example, if I have the 14 inch SAE#2 pressure plate and clutch and transmission from the 6.9 IdI, will that work on the SAE#2 flywheel and pilot bearing from the Cummins? I know the bolt circles are the same, but are the pilot bearing inner diameters the same? I have researched that all "SAE 1 2 or 3" works together as long as you mount a SAE 1 to a 1 and a SAE2 to a 2 etc. I have no problem making front motor mounts and hooking everything up, but the main issue would be mating the transmission and motor together. After researching that I bought an SAE #2 block plate and 14 inch flywheel, and I hope to mate the cummins to the T-19 without many problems. I have read that the 6.9 has an SAE#2 block plate that mates it to the T-19 in the International trucks. The rollback currently has a 6.9 IdI with a 4 speed T-19 (I believe) and a two speed rear axle. I am looking to swap a 5.9 VE Cummins into my 1985 International rollback.
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