Great video!
The Cummins swap got me curious, DOT/EPA-legality aside, would a newer NCV3 ECU allow the auxiliary electrics and airbags to still work if there was no more MB engine/transmission/DPF/DEF signals present? Obviously it would throw a million codes but a 4BT would be standalone anyway.
Part of me thinks MB would do just that to be a royal PITA to dissuade drivetrain swaps and aftermarket engineering solutions, but then it would also create a potential liability (someone could sue MB if the lights quit working leading to an accident, just because the ECU couldn't read the presence of something like a cam position sensor or because a wheel speed sensor indicated the vehicle was moving while there was no engine/trans feedback).
I won't mention too much about this re-power study for obvious reasons, but simply to mention that Cummins has a number of engines that meet ULEV spec and of course have their own Power train control module (PCM) mounted on the engine. Indeed their SCR after treatment exhaust system (exhaust system scrubber) works much the same as the MB exhaust; perhaps only better depending upon your perspective.
Physically the power train will will fit, that we have done as an offer up.
Coupled to a manual transmission which forms part of the customer edict much of the electronic module interface has been removed by its possible adoption for a Cummins re-power.
Study so far suggests the ABS & traction control will remain since it is used in other non MB installations.
Its not for the feint heart'd for sure but then my dad used to say "Kid you go where angels fear to tread"!
But remember I use to do this re-powering stuff for a living when I worked for DAF power systems who are based in Holland (Now owned by Paccar) For me its not quite the challenge as it might be only one thing is always paramount,
It has to be better than the original power pack & cheaper to run over the long haul.
That bean counter pie chart again!
We will see and that is all I am saying about it!
Dennis
