Yes. There is an offset (raised) area at the bottom of both motor mount saddles that need to be trimmed off. The included 3/8″ plates are intended to act as a reinforcement to the pedestals. Preferably, these plates are welded in place, but they can be bolted between the top of the pedestal, and the bottom of the lower motor mount. You’ll also need to install countersunk bolts in the 3 uppermost differential case bolt holes. Some trimming of the differential case webbing is required as well.

We’ve discontinued the tone wheel kit in favor of using the waveform (W) terminal on the Delco 28SI alternator in combination with the Dakota Digital Diesel Tach Interface (https://www.dakotadigital.com/index.cfm/page/ptype=product/product_id=1192/mode=prod/prd1192.htm). This solution has proven to be a great alternative given the added benefit of that alternator’s internal regulator, high amperage rating, strength and low cost.

Yes. The PCM is retained so that it can communicate the tach signal and vehicle speed to the instrument cluster. HP Tuners or EFI Live can be used to reprogram the PCM, turning off all unused/unnecessary tables and the check engine light. The factory GM oil pressure and temperature sensors will be installed in the Cummins engine. Coolant level and oil level can be retained if desired.

Yes. Inline 6 cylinder engines are inherently long and we position the engine as far rearward as possible to allow the use of a mechanical fan with the cooling pack in the factory location. This positions the transmission roughly 4″ rearward of the factory location. Your rear driveshaft will need to be shortened, and the front shaft will need to be lengthened. The transfer case will need to be indexed upward and the torsion bar cross member will need to be modified to clear the transfer case. The transfer case linkage will need to be modified as well.