converting to diesel....

simply an exersize in theory at this point. but thought id see what everyones input would be on converting a SBC into a diesel.

i was toying with weather or not the components of the SBC would be strong enough. obviously forged pistons would be needed, domed pistons instead of the optimal dished pistons, more likely than not aftermarket connecting rods to handle the compression and ignition pressure spikes.

but do yall think the factory crankshaft could handle it? or would a forged aftermarket one be required?

probly a 400 sbc would be the best bet for being strong enough, with the larger journals.

also i cant decide the best way to power the injector pump, im debating if the distributor is strong enough. removing the cap and rotor and all ignition related parts, and using the shaft and gears to drive the pump. placing the injectors in the spark plug holes for direct injection,

kinda making a smaller, lighter weight version of the 6.2L diesel.

If it could be done, might be a profitable kit to manufacture. If you could make a bolt together swap with no required machining for 1/2 ton truck owners to convert their SBC into a diesel rig, for more torque, and better mileage, i think alot of guys would buy that.

:(

I told you if you kept messing with that stuff, it would eventullay mess your head up. :smokin:

Seing that a deisel runs some 22-24:1 compression, and ignites by way of this heat, I coudn't see any way a gasoline engine base could handle it.

:nono: Leave that poor small block alone! :slap:
What did it do to you to deserve to be blown up on purpose? :)

Without really going into the engineering aspect of it. 2010 emissions have some diesel manufacturers coming out with totally new engines.....they can't cost effectively retrofit the old ones into passing the new emissions, and their engines were already a diesel.

I know you could do it, it wouldn't last long and it would be just a toy. GM did it with the 350 Olds, and couldn't keep heads or head gaskets on it. I heard of them scattering at 30k and lasting as long as 70k without problems.

No way the 400 block could handle that. It has siamesed cylinders, thinner walls....not enough "meat" in the block. There was a "kit" years ago (20+) for converting the Olds 350, it had special heads and cooling system components and was pricey. Haven't heard about that kit in many a year. But I do know that they didn't run very well and was basically a way to throw away money.

yeah yeah point taken. i was just being curious and having a random tangent of thought.

although i never knew the 400 had siamesed bores.... learn somethin new everyday.... and here i claim to be a small block guy ;)

Haven't heard about that kit in many a year. .
I haven't heard that saying in..................:uhoh:





:lol:

eh, the 6.2L diesel is a no brainer swap anyway, and cheap to get. i saw a really cool one in the netherlands, a guy put a 6.5L TD in a mid 70's nova. tons of torque. i think it would be pretty cool to do the turbo diesel swap into an old lincoln continental with the suicide rear doors, or a 65 chevelle, it shouldnt be hard to get 250hp and 500ft lbs of torque out of one of these mills. throw a 4L80E tranny behind it, ive got a rear axle with 2.77 gears (9 bolt, so no, i didnt mean 2.73) with 24in tires, i will be right around the 1800rpm sweet spot for the mileage on one of these engines. with a 3200-3600lbs car, low to the ground, i dont see why i couldnt get 30+ mpg out of it. My 5200lbs blazer on 33in mud tires, and no overdrive gets 21mpg.... without a turbo.

and i could run both my car and truck on biodiesel :)

and i could run both my car and truck on biodiesel :)
And smell like Ronald McDonald

eh, the 6.2L diesel is a no brainer swap anyway, and cheap to get. i saw a really cool one in the netherlands, a guy put a 6.5L TD in a mid 70's nova. tons of torque. i think it would be pretty cool to do the turbo diesel swap into an old lincoln continental with the suicide rear doors, or a 65 chevelle, it shouldnt be hard to get 250hp and 500ft lbs of torque out of one of these mills. throw a 4L80E tranny behind it, ive got a rear axle with 2.77 gears (9 bolt, so no, i didnt mean 2.73) with 24in tires, i will be right around the 1800rpm sweet spot for the mileage on one of these engines. with a 3200-3600lbs car, low to the ground, i dont see why i couldnt get 30+ mpg out of it. My 5200lbs blazer on 33in mud tires, and no overdrive gets 21mpg.... without a turbo.

and i could run both my car and truck on biodiesel :)

don't forget that those big diesels weigh in at over 1,000lb.

don't forget that those big diesels weigh in at over 1,000lb.
Your metric conversion is off.....shipping weight of a 6.2 long block is 655 lbs and shipping weight of a 6.5 long block is 644 lbs.
http://www.65ldiesel.com/catalog/item/26238/460637.htm
I imagine that weight would include a pallet or shipping crate for shipping cost estimates....
I suppose if you added an intake, exhaust manifold, turbo and one of your girlfriends it could be over 1000 lbs...:lol:

or a 65 chevelle
:disappoin You must have fat fingered 66 and it came out 65.....:grinyes:

yeah, the 6.2L/6.5LTD are accepted to weigh about as much as a big block. they are very easy swaps into any vehicle originally equipped with a small block. Im just looking at the 65 chevelle because they had a big block option, so it would be easy to set up the suspension to handle the weight.

and 72chevelleohio, why do you think i meant to say 66????? 66 wasnt the first year of the chevelle....... 64 was actually, but 65 was the first year for the big block chevelle, the Z16, with the 375hp 396cid. i like the looks and size of the 65 over the 66. and i cant fat finger the keys...... ive actually got little lemur hands. awesome for changing the mythical #8 spark plugs on LT1 cars :)

and 72chevelleohio, why do you think i meant to say 66????? 66 wasnt the first year of the chevelle....... 64 was actually, i like the looks and size of the 65 over the 66.
I kinda sorta know a little about Chevelles.....

I was actually refering to you wanting a '65 over a '66....eh, to each his own. That means more cooler looking '66's will be left for me.....:p :grinyes:

Your metric conversion is off.....shipping weight of a 6.2 long block is 655 lbs and shipping weight of a 6.5 long block is 644 lbs.
http://www.65ldiesel.com/catalog/item/26238/460637.htm
I imagine that weight would include a pallet or shipping crate for shipping cost estimates....
I suppose if you added an intake, exhaust manifold, turbo and one of your girlfriends it could be over 1000 lbs...:lol:



i was reading somewhere that a DuraMax with all anciallaries and in a ready-to-run state weighed in at over 1,000lb. maybe it was another engine. either way, pretty heavy.

i was reading somewhere that a DuraMax with all anciallaries and in a ready-to-run state weighed in at over 1,000lb. maybe it was another engine. either way, pretty heavy.
Yeah, the Dirtymax is a lot heavier. The pick-up version is around 860 lbs I think. The bigger inline (7800?) version in the medium duty trucks is the one that weights around 1100 lbs.

Yeah, the Dirtymax is a lot heavier. The pick-up version is around 860 lbs I think. The bigger inline (7800?) version in the medium duty trucks is the one that weights around 1100 lbs.

PowerStroke FTW.

yeah, the 6.2L/6.5LTD are accepted to weigh about as much as a big block. they are very easy swaps into any vehicle originally equipped with a small block. Im just looking at the 65 chevelle because they had a big block option, so it would be easy to set up the suspension to handle the weight.

and 72chevelleohio, why do you think i meant to say 66????? 66 wasnt the first year of the chevelle....... 64 was actually, but 65 was the first year for the big block chevelle, the Z16, with the 375hp 396cid. i like the looks and size of the 65 over the 66. and i cant fat finger the keys...... ive actually got little lemur hands. awesome for changing the mythical #8 spark plugs on LT1 cars :)

number 8 or number 2?

id rather do the 8 5 times than the #2 ONCE. stupid EGR getting in the way.. all the time.

or are we counting diff? lol

7 5 3 1 |
8 6 4 2 | -.>>>front of car?

number 8 from the bottom ftw. im getting good at taking out those damn plugs. no need swivel joints, just one spark plug socket, one 16mm(?) socket (idk why but when i use a plug socket to reinstall it gets stuck?) and a medium extension. down to about 1.5HRs! yay :D

72chevelleohio - figured you knew a few things about them, just bustin your balls ;) my dream car is actually a 1970 LS6. there is a beautiful 66 in my area, and my wrestling coach had a triple black 67. my mom also prefer's the 66's, i just like the smaller, boxy style. cest la vie, to each his/her own.

as to the weight of the engines, just to clarify, the 6.2L/6.5L engine family is the earlier design from GM/Detroit Diesel, and is far smaller than todays engines, and has a lower power capasity, but gets great mileage. The Duramax is a newer design from GM/Izuzu, and is larger, but has a much greater power producing ability.

anyone see that nasty 1970 chevelle with the hot rodded duramax? or the 65 Impala from pimp my ride???? cool stuff for sure :)

oh and ive never had problems with the number 2 plug :dunno:

six and eight are the only ones that give me any problems.

i like it when they're a pain in the ass.

you look back at the scars on your knuckles/hands/arms and smile. knowing it was a job well done.

lol, you and me see things differently. i look at the scars, blood, and all that mess on my hands and arms, and curse the lousy engineers that got their degree's from cracker jack boxes.

anyone see that nasty 1970 chevelle with the hot rodded duramax?
This one?
http://www.dieselpowermag.com/tech/chevy/0709dp_1970_chevy_chevelle_duramax/index.html

Just don't say you want a red '70 and I'll be happy....:wink:

or the 65 Impala from pimp my ride????
You actually watch that crap? Complete waste of the TV band.

You actually watch that crap? Complete waste of the TV band.

lol, no i dont watch it, cant stand the host actually. but i definaty read the article about it in diesel power mag. a 65 Impala that does 0-60 in 3.5 seconds, quarter mile in 11.5 seconds, and gets more than 20mpg...

and yeah, while im not really into "DUBS", that thing is GORGEOUS!!!

i dont need plasmas or a crazy comp system with 15" subs, but 622 rwhp and 1280ftlbs at the road on biodiesel puts a big grin on my face :)

http://www.dieselpowermag.com/features/chevy/0707dp_1965_chevy_impala_ss_duramax/index.html

72chevelleohio - yup thats the one i was talkin about, but naw man, reds way overdone (despite how pretty that 65 impalla is), but with the 70 Chevelles, ive always been in love with the fathom blue, forest green, and cortez silver ones myself. the first two with white stripes and white interiors, and the silver with black stripes and interior.

id like to do the 65 chevelle up with a murphys irish stout color scheme though, two tone, black hood roof and rear deck, with creme colored sides, and gold trim and red wheels and accents.

At least in a car, the 6.2/6.5 would finally be moving a load they could handle.

We had a 6.2 in a cube van and it turned my dad against diesels for life. Sumbitch was breaking down every time we drove it anywhere. Replaced the motor twice in the time we owned it.

Well, there's a right and a wrong way to operate a desiel, the right way, no problems, the wrong way, tons of problems.

havent had any problems with my blazer.....well, not counting rust :evillol:. its an ex military M1009, 21mpg on the highway doin 60-65 mph..... as for merging into traffic, its fast enough to do it safely. i do drive it like its a 5200lbs truck, and it performs as i would expect it to. although i will probly be rebuilding it soon to get rid of some oil leaks (hey it IS 22 years old now), and will probly put it back together with a full stud kit, lower compression pistons (from 21.5:1 to 18:1) and a turbo. along with a few other choice mods. Fun thing about diesels, is they are fuel throttled, and dont know what "lean" is. so you can mod them for as much airflow as you want, and there wont be a negative impact on fuel economy unless youre always on the loud pedal :)

i will say the weak link in the 6.2/6.5's was the N/A models. a diesel without a turbo is kinda like a man without a..... well you know. :evillol:

not to mention they swap into the place of a sbc without hassle. same trans bolt pattern, even uses the same engine mounts. all you need are stiffer front springs, 12v, and diesel fuel to the lift pump :) one of the easiest swaps around. at least in theory ;)

although i will also conceide these engines had cooling problems because they are IDI diesels, so they tended to cook themselves, and had cheap balancers on them, so when the balancer the 200lbs crankshaft tended to try to leave the block. But those only happened when people didnt routinely check the engine for proper operation and let stuff slide. i am currently saving up for a fluidamper for my truck cuz the current balancer is suspect. and already installed a new water pump and radiator because while wheeling one of my batteries came loose and killed the last radiator. :runaround:

another cool swap might be a VW 1.9L TDI engine. much more complicated and im sure a helluva lot of custom work would have to be done. but there is a guy with a 2002 jetta running 350hp and 480ftlbs at the wheels on one of those engines. it would do more, but he started bending connecting rods. and right now, there isnt an aftermarket source for stronger ones.

One thing on that compression drop is the fact that those indirect injection diesels HATE anything lower than 20:1 compression. You will need one HELLUVA good aftermarket glow plug system as well as the strongest ass batteries, cables, and gear reduction starter you can find. These motors are fairly similar to the Ford 6.9/7.3 IDI which I've been studying a lot about. The main difference was the Ford's had the edge on power and long term durability, but lost the economy battle to the 6.2/6.5. I agree that a turbo is absolutely neccessary, as is a good fuel system. On a diesel site i frequent, there is a guy with an early 90's chevy with a 6.2 block running 6.5 heads, with a hopped up 6.5 IP and marine injectors, low compression slugs, HX35 turbo from a cummins, and an intercooler, and i believe he's at about the peak of what these old diesels will do. Probably mid 200-275 horsepower. That's probably what I would do if i were swapping one in.

Also, a custom aluminum radiator would probably be a good idea too. Overheating is the major killer of these detroits. Overheat it once, and you will be $orry.

id agree that the factory 6.2L blocks probly wont survive long past 250hp, however there are many marine engines being produced using the optimizer 6500 block producing 400hp and there was one variation running above that but the name escapes me. im hoping to get somewhere around 250hp and 500ftlbs of torque. which should be very attainable and surviveable with a properly built, balanced rotating assembly, and a stud kit. ill probly have my rebuilt injectors extrude honed, ill be keeping the 6.2L heads as they have larger ports. running 18:1 pistons, thermal coatings, anti friction coatings, high boost intercooled turbo, and tuning the injection pump up to just shy of black smoke.

as for the electronics, ive got the military dual battery, dual alternator, 24v starter setup :) so its never been a problem.