Hi, have joined up to try and expand the knowledge-base for all 2.8 Cummins owners, and those considering becoming an owner. I'm hoping more owners find their way to this forum.
Down here we do not have the R2.8 repower package, but we have had the ISF2.8 (and 3.8) in a few different configurations for a number of years now. However, I was told that Cummins plan on releasing the repower package here in 2018.
Anyway, I will be fitting a 2.8 into an older truck soon and will create a build thread when it kicks off. My engine is model CM2220EC which has the same EGR, Exhaust Catalyst and flywheel housing as the R2.8L, so I am basically going to go through the same things as repower builds.
Mine will be automatic trans, but I am tossing up whether to go GM or Daimler 6 speed. I was set on a 6L** up until last week when I learnt that the 2.8L is now available with a factory-fit Daimler trans so I need to chase that option down as bolt-in is better than adapt in my opinion. If I do go with the GM, I will be bolting the torque convertor straight to the engine flywheel / flexplate - so NO crank adapter / dual flywheel, which will save me weight, length, $$$, and strain on the crank.
Once I have the trans choice locked in I can gather the rest of my parts and start a build thread.
Down here we do not have the R2.8 repower package, but we have had the ISF2.8 (and 3.8) in a few different configurations for a number of years now. However, I was told that Cummins plan on releasing the repower package here in 2018.
Anyway, I will be fitting a 2.8 into an older truck soon and will create a build thread when it kicks off. My engine is model CM2220EC which has the same EGR, Exhaust Catalyst and flywheel housing as the R2.8L, so I am basically going to go through the same things as repower builds.
Mine will be automatic trans, but I am tossing up whether to go GM or Daimler 6 speed. I was set on a 6L** up until last week when I learnt that the 2.8L is now available with a factory-fit Daimler trans so I need to chase that option down as bolt-in is better than adapt in my opinion. If I do go with the GM, I will be bolting the torque convertor straight to the engine flywheel / flexplate - so NO crank adapter / dual flywheel, which will save me weight, length, $$$, and strain on the crank.

Once I have the trans choice locked in I can gather the rest of my parts and start a build thread.
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