how come... deseal

how come no one really puts a deseal engine in a car when they swap engines? i mean don't deseals have alot more energy in them and can't they take much higher compression than gas engines can? i guess you don't hear of swap engines alot but if you did would there be any real pitfalls of it. or do deseals just not have a good aftermarket as compared to gas engines?

Explain " deseals"

oups, i mean diesel... srry im sleepy

perception. People still think diesels are slow, smokey, and polluting.

I'm planning a couple diesel swaps; one in a 66 Pontiac and another in a 65 Scout. They don't make good swaps in smaller lighter cars typically because most diesels that are readily available are heavy. You wouldn't want to replace the 400-lb small block in your Camaro in favor of a 1000-lb Duramax.

The VW TDI makes a good swap in smaller cars. The VW V10 diesel from the Touareg is very nice but expensive.

that makes sense

People still think diesels are slow, smokey, and polluting.
ahem, <cough cough gag, wheeze>

Given I get gagged when driving behind any diesel, old or new, I still think this perception is largely correct. :)

Still, you are correct, there are few reasonable candidates for swaps.
Furthermore, most people swap auto engines for performance benefits, not for the greater economy and torque of a diesel.

The exception is diesel swaps in light trucks, which do make sense for heavy duty use............... so long as you steer clear of the tailpipe :)

ahem, <cough cough gag, wheeze>

Given I get gagged when driving behind any diesel, old or new, I still think this perception is largely correct. :)

I doubt you'd know if you were behind a new diesel vehicle. Without the noise and smoke you're looking for, how would you know?

There are many diesel engines swapped into vehicles worldwide, the US is probably the country with the lowest uptake. Partly because GM made some of the worst diesels the world has ever seen.
In fact my vehicle was originally petrol, had a 3.5L V8 petrol thrown out and a 3.9L turbo diesel thrown in.
I'd never go back.

Given I get gagged when driving behind any diesel, old or new, I still think this perception is largely correct
As my mother says, You're allowed to be wrong :naughty:

Still, you are correct, there are few reasonable candidates for swaps.
Furthermore, most people swap auto engines for performance benefits, not for the greater economy and torque of a diesel.

I'll take you for a ride in my Bonneville once I get the Duramax in it. It will be putting 600 hp to the wheels and over 1000 lb-ft. I'd call that a performance benefit.



Diesel hater :cwm27:

I doubt you'd know if you were behind a new diesel vehicle. Without the noise and smoke you're looking for, how would you know?

if they are running diesel fuel, I agree

Put biodiesel in them and they stink badly. I hate being stuck behind them on the bike

if you start playing with the computer though, they can get pretty stinky too. Around here, lots of people like to crank up the fuel and then rev the engine a lot to see the pretty clouds of soot.

Around here, lots of people like to crank up the fuel and then rev the engine a lot to see the pretty clouds of soot.

By "lots of people" you mean rednecks?

I don't see how people can think blowing black smoke is cool. For a start all that soot is very bad for your engine, let alone the air we breathe.

how is the soot bad for the engine.
the soot is a byproduct of the engines incomplete combustion of the fuel.
...

the only engines that diesel soot would affect in any way is the engines of the surrounding cars. lol

There is actually very little about soot that harms the atmosphere. It is very harmful if inhaled, but it is so heavy that it settles to the ground before it usually does any harm. Its about as harmful as cigarrette smoke; carcinogens included.

By "lots of people" you mean rednecks?

I don't see how people can think blowing black smoke is cool. For a start all that soot is very bad for your engine, let alone the air we breathe.

hehe, you'd have to ask them if they are rednecks....you can get pretty impressive power increase with such tweaking, and some truck owners think they suddenly have a hotrod after the adjustment

Here's the recipe

LB7 duramax
Quadzilla tuner
K&N intake
5" exhuast and 4" downpipe, stock cats.

That's enough to put a 7000-lb truck in the mid 12s with NO smoke except the tires :). I don't care if you're a redneck or not, that's impressive.

hehe, I knew that would rile up some diesel lovers :D

I've seen a lot of trucks with tweaked systems at the strip. Never seen one in the 12's and NOT smoking like a chimney

Guess our rednecks are different than yours :)

That's probably because the common recipe for 12-second diesels starts with a 12-valve cummins. They smoke some from the factory.

A newer common-rail, piezo-injected diesel makes no smoke if running right, and you can barely smell it even standing right beside it. If that's not the case, its not running right, period. Breaking into the 12s can be done with no smoke, but it takes lots of tuning. The secret is to add more boost than fuel, keeping the air more plentiful than the mass of fuel.

AND... by the way, on the emissions front... the new 08 F-series diesel trucks meet ULEV standards, either meeting or beating every ULEV gas subcompact on the market. Source: www.dieselpowermag.com (http://www.dieselpowermag.com)

how is the soot bad for the engine.
the soot is a byproduct of the engines incomplete combustion of the fuel.
...

the only engines that diesel soot would affect in any way is the engines of the surrounding cars. lol
The soot gets past the rings into the oil, where it remains in a suspension too fine for your filters to strain it out.

What sort of controller do you plan to use Curtis? Factory or otherwise?

AND... by the way, on the emissions front... the new 08 F-series diesel trucks meet ULEV standards, either meeting or beating every ULEV gas subcompact on the market. Source: www.dieselpowermag.com (http://www.dieselpowermag.com)

got a direct link? I'm not digging through that entire site to find what you're refering to

What sort of controller do you plan to use Curtis? Factory or otherwise?

Quadzilla. Like this one: http://www.quadzillapower.com/products/stealth2.html
Alone it will add 215 hp and 415 tq which accounts for 540 hp and knocking squarely on 950 tq at the flywheel. A free-flowing intake is good for another 25+ hp, and a 4" downpipe/big exhaust is worth another 60 or more. Torque numbers jump about 40 lb-ft for the intake and 80-100 for the exhaust. Careful tuning can net even more, as has been demonstrated by actual dyno tests. Diesel power mag did an article with dyno-proven recipes and the quadzilla/intake/exhaust recipe on an LB7 Dmax put a clean 900 lb-ft to the rollers, so that could be 1100 at the flywheel. That article appeared in either the April or May issue, but I can't find it online for a link. The original Quadzilla Stealth (not the stealth2) was capable of a bit more, but it offered too much user-input and guys were modding without paying attention to EGTs. The Stealth2 is a bit more restrictive and saves their butts when stupid owners who don't do aftermarket exhaust ask why their turbo is in a molten puddle.

got a direct link? I'm not digging through that entire site to find what you're refering to

Sure... http://www.dieselpowermag.com/features/trucks/0705dp_diesel_truck_myths_facts/examples.html

A quote from that link:


"Myth" No. 4: Diesels Will Never Be Clean-Emissions Vehicles
It might shock you to learn that not only are diesels clean, but some (like the '08 Ford (http://www.dieselpowermag.com/features/trucks/0705dp_diesel_truck_myths_facts/examples.html#) F-series) are also considered ultra-low-emissions vehicles.... Can diesels be clean? Yes, but it isn't easy. A lot of work and engineering went into the new emissions-friendly diesels

And as far as power versus torque, its simple math and boost. Another quote:


"MYTH" No. 3: Diesels Have Great Torque But Will Never Be As Powerful As Gas Engines
Everybody know diesels can kick the pants off a gas engine in torque, but what about horsepower (http://www.dieselpowermag.com/features/trucks/0705dp_diesel_truck_myths_facts/examples.html#)? After all, if you have 1,000 lb-ft of torque and the guy next to you has a gas engine with 1,000 lb-ft of torque, you're still going to lose. That's because he probably has 1,000 hp to your 500 hp.
So can diesel engines really be as powerful as their gas counterparts while still having a torque advantage? For this answer, we have to go to the most powerful engines in the gas and diesel worlds-leading us to the light-and-fast world of drag racing and the heavy-and-slow world of tractor pulling. In drag racing, the Pro Modified class is one of the best examples of what a no-limits gas engine can do. With cubic inches in the 700-plus range, racers using naturally aspirated engines and 1,200 hp worth of nitrous oxide are pushing numbers in the 2,500hp range.
Mike Moran, who runs a turbocharged entry in the class, is thought to be in the 3,000hp range. By contrast, Super Stock-class diesel tractors can have up to 640 ci of displacement (that's 11 liters), run up to four turbos, and reach 250 psi of boost in the sled-pulling world. All this pressure adds up to horsepower in the 2,500-3,000hp range, as far as anyone can guess. The engines are roughly the same displacement, and oddly enough, have about the same airflow capability, but each uses its own strengths to the fullest. The gas engines will spin nearly 8,000 rpm despite their size, while diesels use half the rpm and five times more boost to generate similar power numbers. So can diesel compete with gas for all-out power? You bet.