General DieselDiscussion about diesels in general. All brands are welcome, please refrain from brand wars. Discussions about types of diesel fuel also go here.
No, I'm not talking about spouses ...and yes, I am only a Saturday mechanic. But if a diesel is roughly the same size as the gas it is replacing....if the tranny is designed for the diesel and they are both being swapped together...if there are no physical obstructions in the engine compartment, i.e. steering is not in the way, etc and assuming that motor mounts can be purchased easily for the swap...and assuming there are no electronic parts involved what makes a swap difficult?
fuel system has to be all redone, most times you need another battery theres more but cant think of it right now
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1991 YJ
Dad has a 2004 6.0L all stock.
1960 CJ5 all stock
1987 F-250 XLT lariet 6.9L [img]/ubbthreads/images/graemlins/cool.gif[/img] 3.55 limited slip, 4 speed, auto meter pyro, Napa water temp and oil pressure, 344,460KM on her. Injector pump rebiult at 255,000 KM Here are some pics of her
fuel system has to be all redone, most times you need another battery theres more but cant think of it right now
Cooling system upgrade/change
Exhaust system need to be changed
Wiring will need changing/upgrading
Front suspension upgrade (for weight of diesel)
More than a Saturday, might be several Saturdays
Also depends on your experience and what tools you have available.
Expensive.
All in all easier to buy/trade for one WITH a diesel
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2002 F-350 SC SRW long bed 4X4 7.3 PSD Auto, Island blue,
38 Chev sedan delivery all steel, 350, TH400,A-C PW PS PDB, Yellow,
2000 Kenworth W900 600Hp Cat 18 spd 3:70 green [color:"blue"]My pics [/color]
Well, there are a few things that has to be looked into before a swap. If you are talking about a modern computerized engine, that's a whole different kettle of beans vs an old diesel that just needs fuel and power to get running.
As posted above, there are things to consider. Each swap is different. It can not be grouped into a generalized terms. As mentioned, radiator, electrical, springs and just some of the things to consider. If a diesel was not available for that application, you might have have a custom radiator made. If you lucky enough to just have to put power and fuel to it to make it run, then you can use OEM senders in the diesel to keep your gauge cluster the same.
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1999 E-350 Cub Wagon, 7.3L Power Stroke, E4OD, 3.55
1990 E-350 Club Wagon, 7.3L IDI, E4OD, 3.54LS
1983 F-150 2x4, 4.9L, C-6 w/GV-OD, 3.55 Farm pickup
1981 C-8000, 3208 CAT, RT-6510, Rockwell SSHD Tandems (Swap)
1977 K100C, NTC-350, RT-1110, Tandem
1977 Transtar II, NTC-290, RT-9509 Single
1977 Transtar II, Formula 290, RT0-9513, Tandem
1974 C-750, 391CID, Clark 5 speed, Eaton 2 speed
The published torque number isn't the whole story, either. A Diesel engine has a lot more torque ripple than a gas engine.
It's particularly evident in 4-cylinder passenger-car applications. Remove a gas engine, install in a Diesel engine with similar average torque, and transmission life drops from 300,000 miles to 3,000 miles.
I've seen a dyno driveshaft with fractured welds because of this, and they aren't exactly optimized for weight. A dual-mass LUK clutch usually found in a 500-Hp Corvette was insufficient for the torque ripple of a 2.5-liter 4-cylinder 4-stroke Diesel engine. The clutch springs were bottoming out, imparting a huge shock load to the driveline when they did. (and no doubt also to the crankshaft, rods, wrist pins & pistons)
Of course, we didn't have a clue until we went chasing down weld failures, and it wasn't evident without a synchronized strobe light in a dyno lab with all the components out in the open.
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Douglas Campbell [drcampbell ot engineer dat kahm]
November 5, 2008: The fat lady sang. Back to actually working for a living.
1986 Isuzu P'up, 177,673.8 miles. Hella headlights, (highly recommended) DOT C-2 back end. (also recommended) R-12 air conditioner converted to R-406a. 4.1:1 rear axle converted to 3.4:1.
9/22/2007, age 21: Still running well when reluctantly sent away for reincarnation, due to body & frame rust.
Last edited by drcampbell : 09-06-2008 at 10:20 AM.
The published torque number isn't the whole story, either. A Diesel engine has a lot more torque ripple than a gas engine.
It's particularly evident in 4-cylinder passenger-car applications. Remove a gas engine, install in a Diesel engine with similar average torque, and transmission life drops from 300,000 miles to 3,000 miles.
I've seen a dyno driveshaft with fractured welds because of this, and they aren't exactly optimized for weight. A dual-mass LUK clutch usually found in a 500-Hp Corvette was insufficient for the torque ripple of a 2.5-liter 4-cylinder 4-stroke Diesel engine. The clutch springs were bottoming out, imparting a huge shock load to the driveline when they did. (and no doubt also to the crankshaft, rods, wrist pins & pistons)
Of course, we didn't have a clue until we went chasing down weld failures, and that wasn't visible without a synchronized strobe light in a dyno lab with all the components out in the open.
Installation of wind turbines also has the same considerations! It's a big consideration.
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Too much junk/toys to mention, ever changing due to too getting bored too quickly. I need a 10 step program!
Want to call? I'm in the book. Want to argue....First explain the square root of negative one....lol
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...and yes, I am only a Saturday mechanic. But if a diesel is roughly the same size as the gas it is replacing....if the tranny is designed for the diesel and they are both being swapped together...if there are no physical obstructions in the engine compartment, i.e. steering is not in the way, etc and assuming that motor mounts can be purchased easily for the swap...and assuming there are no electronic parts involved what makes a swap difficult?
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