2.2 / 2.5 Diesel conversion?

[Turbodave]

So, with gas prices what they are and everything and my love for the 2.2 2.5 engines the thought went through my head that it would really cool to have a turbo-diesel minivan for a daily driver. I'm thinking a 200hp, 500ft/lb 2.2 hooked to the A568 that's in there. Something that can give me 40mpg, tow a dolley with a car on it and run 14's (is that asking too much :D )

Anyhow, I have faith in the lower end on our engines and I think one setup with a forged crank, high compression pistons and what not could handle the power. My concerns would probably be mostly with the head gasket and the increased cylinder pressures. But even that I think cold be handled with o-rings and cometic gasket. Hopefully the lower EGT's of a diesel would be easier on things than our gas engines.

As far as fuel delivery I was thinking of pirating a pump and injector setup off a 4cyl vw diesel. I'm also thinking the spark plug holes could be adapted for glow plugs.

Any thoughts on this, feel free to tell me I'm crazy, and I probably will never get any further with this idea than just posting it here, but it's come to mind a few times and just wanted to get it out there...

[88_pacifica]

I would question the reliability of our blocks. They aren't deisgned for that kind of stress and the flexing would be ungodly. Mandatory would be 4 bolt mains, beefed up rods, and then, as you said the head would be a possible issue. Plus, being an aluminum head it would be MUCH more prone to warping, as most diesels I've seen have cast iron heads.

Rather than convert to a diesel, I would be more inclined to figure out a way to do a conversion to the fuel system and find a way to modify it's needs, if you are concerned with fuel prices.

I myself would focus on trying to eliminate as many frictional losses as I can. This is where modern motors differ from our motors. Economically, this is where they excel. Other than the crappy trans's we have, I would think we could make them more "efficient" over all. Add this to a good port and polish to reduce hotspots, run a higher t-stat, and then reduce the rolling resistance(wheel bearings, tire pressure, etc). MPGMike is well known for his high mpg heads so I would start by talking to him. I know there is quite a debate over the "power linz" but if the results justify the cost then, there you go. The toe-in of the tires for example, can affect mileage BIG TIME.

[Turbodave]

I would question the reliability of our blocks. They aren't deisgned for that kind of stress and the flexing would be ungodly. Mandatory would be 4 bolt mains, beefed up rods, and then, as you said the head would be a possible issue. Plus, being an aluminum head it would be MUCH more prone to warping, as most diesels I've seen have cast iron heads.

Rather than convert to a diesel, I would be more inclined to figure out a way to do a conversion to the fuel system and find a way to modify it's needs, if you are concerned with fuel prices.

I myself would focus on trying to eliminate as many frictional losses as I can. This is where modern motors differ from our motors. Economically, this is where they excel. Other than the crappy trans's we have, I would think we could make them more "efficient" over all. Add this to a good port and polish to reduce hotspots, run a higher t-stat, and then reduce the rolling resistance(wheel bearings, tire pressure, etc). The toe-in of the tires can affect mileage BIG TIME.


I understand the ideas behind getting more mileage out of a gasoline engine, and that is certainly the logical way to go for a guaranteed improvement, but I was primarily running the diesel idea through my head and trying to come up with better reasons why it can't be done. Trying to throw logic and reason out the window for a moment (I call this getting in touch with my feminine side).

I wonder about the 2.2 diesel that comes in the euro PT cruisers and Caravans? Also what about the VW diesels, do they still use an iron head?

[MiniMopar]

I've had similar thoughts, but I was thinking more along the lines of an older 4-cyl diesel adapted for our cars in the usual ways. Older because they are simpler (though less efficient), which means there is a better chance of actually getting it to work. I know Nissan put small diesels in their mini-trucks in the 80s. Then theres Volvo and the other usual European suspects (not sure how reliable those are).

I've had fantasies of a Rampage running on biodiesel made from the oil from the mexican restaurant at the end of my block.

[Turbodave]

I've had fantasies of a Rampage running on biodiesel made from the oil from the mexican restaurant at the end of my block.
:thumb:

I was even eyeballing a diesel VW pickup that I saw for sale, but a diesel Rampage with a plow light and a class III hitch running on spent burrito juice would be awesome.

[88_pacifica]

I understand the ideas behind getting more mileage out of a gasoline engine, and that is certainly the logical way to go for a guaranteed improvement, but I was primarily running the diesel idea through my head and trying to come up with better reasons why it can't be done. Trying to throw logic and reason out the window for a moment (I call this getting in touch with my feminine side).

I wonder about the 2.2 diesel that comes in the euro PT cruisers and Caravans? Also what about the VW diesels, do they still use an iron head?

Actually, I would think that if the block and head could handle the stress, you could "find" internals that could handle the power. I have often wondered if the diesels would be that reliable since our cars have a multitude of other issues already. I would be concerned about the torque f-in up the frame/body since you are now focusing on tq vs hp... then there's the whole tranny thing... :(

But, if you were to put in a totally different drivetrain... it would be sweet, but $$ since you'd probably need all kinds of special stuff to make it work(shortened CV's, etc)

[Turbodave]

Actually, I would think that if the block and head could handle the stress, you could "find" internals that could handle the power. I have often wondered if the diesels would be that reliable since our cars have a multitude of other issues already. I would be concerned about the torque f-in up the frame/body since you are now focusing on tq vs hp... then there's the whole tranny thing... :(

But, if you were to put in a totally different drivetrain... it would be sweet, but $$ since you'd probably need all kinds of special stuff to make it work(shortened CV's, etc)

So I'm thinking a diesel converted tall deck 2.5 with a fel-pro headgasket bolted to a 525 trans modified for AWD with a caravan setup, that should make some cool sparks once it goes...lol..

We're swapping 2.4's in these car pretty easily, so I imagine that it wouldn't be too bad to swap in the european 2.2 diesel in the same manner if you could get ahold of one.

[88_pacifica]

So I'm thinking a diesel converted tall deck 2.5 with a fel-pro headgasket bolted to a 525 trans modified for AWD with a caravan setup, that should make some cool sparks once it goes...lol...

Ha.. yeah right... I'll say the same thing everybody else does on here...


and I quote: "Try it and let us know if it works... " :D:lol: :thumb:

[contraption22]

I'm gonna try to get in touch with Jon Genesky. A couple years ago he said he had a nighbor with a Rampage powered by a VW TDI engine.

[mcsvt]

^^ I was just thinking that Mike. I remember seeing pictures of it.

Those motors are pretty strong. Using VW lingo, all you have to do is "chip" :eyebrows:

[RoadWarrior222]

There was a Mitsu diesel that seemed to fit the same applications as the 2.6 Mitsu. However, those appear to be RWD only. I did have hopes that one would mate to an A470 but these appear to be dashed. I'm thinking that given a sufficient selection of FWD and RWD 2.6 parts plus a mitsu diesel, that it might be relatively straightforward to cobble something together. However, mileage projections seem to put it about the same as a well tuned 2.5 with a 5 speed for highway, be a lot better in the city.


Something that can give me 40mpg, tow a dolley with a car on it and run 14's (is that asking too much :D )

I'm shooting for this with my long term minivan project. However, I'm doing it with the V6 3.0 mitsu. It appears 30mpg and 14s would be fairly easy with known tricks (High compression, improved breathing, synthetics, parasitic drag reduction). Then there's additional tricks to throw at it, aerodynamic cleanup and a DOD scheme that I figure may let me see 40mpg highway.

[turbovanman²]

Well theres no way our blocks, cranks could handle it, ever heard of a GM diesel called the 350? that was a gasser engine slightly modded to run as a diesel, it was a complete and utter failure.
Aluminium heads are not an issue, the old VW's were alu heads and alot of newer diesels run them now, ala GM's Dmax to name one.

I would find a diesel powerplant and throw it in, would be cheaper, easier and more reliable in the long run. Didn't some European Dodge Minivans get diesels????

Dave, why do you think I am going TIII 2.5L, I figure I can make some nice torque and knock back 30+ mpg if I keep my foot out of it. I know I can do it when I go standalone next year, :thumb:

[RoadWarrior222]

The other other way to do it is a new Kubota industrial diesel, an electric forklift motor or two and some batteries, roll your own diesel hybrid. You'd want about 30-40HP to cruise the van plus trailer on the diesel motor alone. Then however much HP worth of 'lectric motors you want for acceleration.

[rbryant]

I looked into this for a charger a while back. I think the VW diesels share a lot of the engine mounting position with the old VW 1.8 which is basically the same as our VW 1.7l.

I would have to look at the family a bit more but the VW 1.9 TDI would be nice if it actually bolted to the old 465 tranny (if it could be build strong enough). It might just fit into our cars with mostly wiring work left over.

-Rich

[RoadWarrior222]

I was just off researching what made the olds diesels a flop, seems like a combination of factors, weak headbolts, poor servicing and unfamiliarity by mechanics seems to have made 'em into a bit of a "perfect storm". It would seem to me that a later mid 80s olds diesel, with a diesel spec oil in it, and not molested by incompetent mechanics should hold up pretty well. The bearings often got burned by people putting only gasoline spec oil in them. The headbolts stretch and allow HG failure, head warpage etc, some mechanics skimmed the head and put back the original bolts... resulting in failure again within weeks.... now there's an ARP upgraded headbolt kit available. Anyhoo, with those points in mind, then it may be possible to use a 15:1 - 20:1 2.5 motor built as if it was normal compression and going to be boosted over 1 bar (14psi-ish) as a diesel motor, provided similar precautions are taken with it, diesel spec oil to spare the bearings, very good head bolts and HG etc. However, this would have it as an N/A diesel motor and it would probably only make about 80 HP, and I doubt you could turbo it on top of that.

Looking up olds diesel stuff, I never realised there was also a V6 before, now, bearing in mind it's weak spots and that '84, 85, 86 motors are likely to be better fettled, one of those might be a candidate to put in a body that has room for the 3.3 or 3.8 chrysler V6. There was apparently a FWD version, maybe only 1 year, '85 or '86, unfortunately designated the LS2 which is also a V8, hence hard to dig out info on. However, I doubt that one is up to turbocharging either.

Anyhoo, there would still be a lot of stuff to figure out, and I doubt you'd get much further than having a driveable testbed, rather than a motor for a DD.

[shadow88]

I remember seeing a video on putfile?....maybe? It showed some guy with a caravan, running a VW deisel claiming over 1500 kms per tank and it ran and the whole bit.

I also remember the video being kind of grainy, but it appeared to have Ontario plates on it.

Diesel powered 2.2l family of engines seems like a truely futile effort to me simply on the fabrication required to make the thing run efficiently on diesel.

EDIT Video links. The second one has it running, the first one shows a brief how-to.

http://www.youtube.com/watch?v=gkf4cxAaTmA

running

http://www.youtube.com/watch?v=b1s2jqhqMEc&mode=related&search=

[cordes]

:thumb:

I was even eyeballing a diesel VW pickup that I saw for sale, but a diesel Rampage with a plow light and a class III hitch running on spent burrito juice would be awesome.

That is some serious sig line material there. :lol:

[WickedShelby88]

Hmm what about the escort diesel. Those things were kinda peppy, very simple, mated to a 5 speed, and would keep going long past the cheap steel of the body would last.

[iniviate]

look into old bread vans some of those came with a cummins 4bt (4 cylinder version of the truck engine) with an adapter going to a GM bellhousing pattern.

[Aries_Turbo]

i dont know why those say it wont work. the VW TDI isnt much of a departure from the regular gas engine and it works just fine. use a 2.5L or 2.2L T2 commonblock and some flat top or domed pistons with a shaved head and the VW injection pump setup and it should work well. to replace the glowplugs you can use an inline intake heater setup like some of the newer diesels. that way the injectors go in the cyl (do they do this stock on the VW diesel?).

can you put the 555 internals in the 465 case? or a combo of 555/525 stuff in there?

Brian

[turbovanman²]

i dont know why those say it wont work. the VW TDI isnt much of a departure from the regular gas engine and it works just fine. use a 2.5L or 2.2L T2 commonblock and some flat top or domed pistons with a shaved head and the VW injection pump setup and it should work well. to replace the glowplugs you can use an inline intake heater setup like some of the newer diesels. that way the injectors go in the cyl (do they do this stock on the VW diesel?).

can you put the 555 internals in the 465 case? or a combo of 555/525 stuff in there?

Brian

The TDI is a big departure from a gas engine.

The torque loads and compression wouldn't do well, I would think. The cranks start to tweak around 4-500hp and the same torque, You would need stronger rods, main girdle and/or 4 bolt mains. I doubt the block and internals could take the constant pounding vs a turbo gas setup.

[Aries_Turbo]

so what are the differences simon?

Brian

[Turbodave]

If our shortblocks can live with 400hp and 400tq on a gas engine, I don't see why they would have a problem with say 200hp and 400tq on a diesel, the engine won't see much RPM, and we all know how much these engines love torque.

[Aries_Turbo]

thats what im thinking. i mean, reeves makes at least 500 and more torque and pounds the piss out of the car and it holds up. :)

really though naysayer simon ;) i think our engines have what it takes to make a good diesel. beefy rods, fairly hard bearings pretty beefy block and crank and the opportunity to accept a heavy duty forged piston.

Brian

BTW, you wont get better mileage with a 2.5L 16v in a van! ;)

[RoadWarrior222]

The problem ain't the power, it's the PSI the heads have to hold and the pounding from detonation that the bearings have to put up with, in order to make anywhere near that power.

[DeckSetter]

look into old bread vans some of those came with a cummins 4bt (4 cylinder version of the truck engine) with an adapter going to a GM bellhousing pattern.


The 4BT is a rear drive motor and it's a mammoth. It weighs about as much as a big block, it's a 3.9l 4 cylinder. Basically it's the 89-98 12 valve Cummins with 2 cylinders chopped off.

I'm all on the diesel bandwagon in general (heck yeah I'm a Diesel Power subscriber!) but I'm with Simon on this one, totally not worth it. You're going to have to change a LOT to turn one of our 2.2 / 2.5's into an oil burner. You'd probably have to rework the whole combustion chamber and piston shape to make it work, N/A diesels usually have a prechamber, you'd have to find an injector pump to work (preferably manual so you don't have to screw with all the electronics) and find a way to mount it / drive it / time it. Then you've got to get all custom fuel lines made that will hold up to a LOT more pressure than you'll ever see on a gasoline fuel system (a few hundred psi? can't remember on the old manual ones, the new common rail systems are up close to 30,000psi and no, that's not a misprint).

[WVRampage]

A diesel is the way to go but I dont think converting one of our engines would be a good idea.I have seen pics of head that were bunt from detonation on gas,thats how a diesel runs.....Im sure you could get a TDI vw to bolt in.

[turbovanman²]

thats what im thinking. i mean, reeves makes at least 500 and more torque and pounds the piss out of the car and it holds up. :)

really though naysayer simon ;) i think our engines have what it takes to make a good diesel. beefy rods, fairly hard bearings pretty beefy block and crank and the opportunity to accept a heavy duty forged piston.

Brian

BTW, you wont get better mileage with a 2.5L 16v in a van! ;)

Not a naysayer, I am a realist. A turbo producing 400/400 is totally different to a Diesel producing 400/400. Detonation beats the living crap out of components, hence the huge rods, heavy, beefy blocks. Turbo engines are alot easier on parts and you don't run full boost 24/7, ;) AGain, the Olds 350 diesel was a joke and would explode with ease.


Wanna bet on the MPG my van gets? :eyebrows:



The problem ain't the power, it's the PSI the heads have to hold and the pounding from detonation that the bearings have to put up with, in order to make anywhere near that power.

Exactly, :nod:

[Aries_Turbo]

the problem is that I dont wanna hear "it cant be done" but what the differences are between something like a TDI (similar motor) and one of our motors.

i mean, what is in a TDI that allows it to take being a diesel. i mean, its not a huge heavy block, its timing/fuel pump is driven off of the timing belt (ie possible donor), it is very similar in design etc.

the thing that is irritating is that it might be reasonable to do but no one has really put the time and research into finding out what can be done to make it possible and yet there are a bunch of negative nancys saying, "the block isnt 1000lbs so its not possible".

simon the 350 is totally different. short stroke, larger bore. already strike one for a diesel.

im not saying go for 400hp, 400ftlbs anyway. it wouldnt even be that kind of power... more like 150ftlbs, 350 tq and 45mpg. still insanely fun.

VW from the factory made 175hp and 300+ftlbs on a TDI Golf and that isnt a huge block and is more like what someone like dave and I would be looking at.

what I wanna see is the crank, the weight of a TDI block, the width and composition of the bearings and the oil pressure. Im pretty sure the head is aluminum.

dave, you up to some research?

Brian

[Frank]

I would research the following....
Look at other people's conversions for desiel. This will help you determine what you need to do for compression. You will need to up it, but I don't know how much. I would start by looking at a using similar concepts to the 2.2 HO for head and pistons and expound upon it.
Bearing construction. I am sure using better bearings is easy... just which ones and how much better.
The rest shouldnt be hard - fuel injectors, fuel, etc.

[Birddog]

SDAC-CL project??:eyebrows:

[BadAssPerformance]

Could be... 4x4 diesel Rampage? :D

[WickedShelby88]

I still like the Idea of a 4BT in my RC. Diesel rampage sounds cool for sure. I'm sure with a big hunk of aluminum and some imagination we could come up with a sweet cylinder head for this diesel insanity.

[Turbodave]

So you guys are thinking of something like this:

http://cgi.ebay.com/ebaymotors/Dodge-Other-Pickups-1983-DODGE-RAMPAGE-4X4-CONVERSION_W0QQcmdZViewItemQQcategoryZ6197QQihZ016 QQitemZ260143753845QQrdZ1QQsspagenameZWDVW

With the drivetrain from this:

http://cgi.ebay.com/ebaymotors/Dodge-dodge-ram-50-cummins-diesel-off-road-lifted-mud-rock-crawler-truck_W0QQitemZ120146801644QQihZ002QQcategoryZ6210 QQssPageNameZWDVWQQrdZ1QQcmdZViewItem

Gotta love ebay...lol..

[Turbodave]

what I wanna see is the crank, the weight of a TDI block, the width and composition of the bearings and the oil pressure. Im pretty sure the head is aluminum.

dave, you up to some research?

Brian

Couldn't really find any hard info on the VW blocks with a quick search, but a few pictures I saw didn't make it look any beefier than a 2.2. The head has got a very different combustion chamber, that would probably pose the biggest challenge so far. Maybe the VW head would bolt onto our block, if the bore spacing is right it looks about as hard as a hybrid conversion.

[BadAssPerformance]

Hell yeah! That 4x4 is badass!

[turbovanman²]

the problem is that I dont wanna hear "it cant be done" but what the differences are between something like a TDI (similar motor) and one of our motors.

i mean, what is in a TDI that allows it to take being a diesel. i mean, its not a huge heavy block, its timing/fuel pump is driven off of the timing belt (ie possible donor), it is very similar in design etc.

the thing that is irritating is that it might be reasonable to do but no one has really put the time and research into finding out what can be done to make it possible and yet there are a bunch of negative nancys saying, "the block isnt 1000lbs so its not possible".

simon the 350 is totally different. short stroke, larger bore. already strike one for a diesel.

im not saying go for 400hp, 400ftlbs anyway. it wouldnt even be that kind of power... more like 150ftlbs, 350 tq and 45mpg. still insanely fun.

VW from the factory made 175hp and 300+ftlbs on a TDI Golf and that isnt a huge block and is more like what someone like dave and I would be looking at.

what I wanna see is the crank, the weight of a TDI block, the width and composition of the bearings and the oil pressure. Im pretty sure the head is aluminum.

dave, you up to some research?

Brian

Your missing the point on the 350, it was a converted gas engine.

Fine, 150/400, the crank, rods, bearings, block are still going to take a beating.

I don't see the point in spending tons of money to convert our engines over to Diesel and have it blow up. I know we all like projects, but this one I feel is a waste of time. You can find an engine from something else and put it in for less hassle and be reliable. I am entitled to an opinion.

[Aries_Turbo]

i know the 350 was a converted gas engine. who cares. a diesel doesnt have to be a ground up redesign.

you still are missing the point that other engines that are already diesel dont seem to have any more beef down there than ours do.

and a heavy van, lots of power and little self control isnt a waste of time? ;)

Brian

[Turbodave]

Detonation beats the living crap out of components, hence the huge rods, heavy, beefy blocks.

Simon, While I don't own a diesel engine I do know that they do not run on detonation. Diesel fuel ignites due to heat created when the air/fuel charge is pressurized. Diesel also burns slower than gasoline. An engine running on diesel is not the same as 20lb of boost gas engine pinging away on 85 octane.

I do appreciate your viewpoint on the subject and enjoy healthy debates and discussions like this. While I'll probably never convert anything of mine to diesel I do like thinking about it and determining how far from reality such a conversion would be.

[turbovanman²]

Simon, While I don't own a diesel engine I do know that they do not run on detonation. Diesel fuel ignites due to heat created when the air/fuel charge is pressurized. Diesel also burns slower than gasoline. An engine running on diesel is not the same as 20lb of boost gas engine pinging away on 85 octane.

I do appreciate your viewpoint on the subject and enjoy healthy debates and discussions like this. While I'll probably never convert anything of mine to diesel I do like thinking about it and determining how far from reality such a conversion would be.

Ok, my bad on the detonation wording but they the shock wave is much the same, hence the massive rods, heavy pistons and HD blocks-why do you think they sound like there detonating when running? Diesels DO NOT compress the air fuel mixture. The air is ingested and compressed with 20 or more to 1 of compression, this heats up the air, the fuel is then INJECTED into the chamber and BAM, you have power. Call it what you will, its detonation, preignition etc.

I have a diesel and also work on them. Based on my experience, our 2.2 WILL not take it.

Brian, the point is, a converted 350 was a complete failure and couldn't stand the stress, it literally blew itself to pieces.

A fast Minivan isn't a waste of time, ;)

[gkcooper]

Dodge sold a version of the Dakota in Brazil that had a 4cyl diesel in it. http://www.dieselnet.com/news/1997/11ddc.php

[gkcooper]

Here's a link I found regarding the engine:
http://en.wikipedia.org/wiki/List_of_VM_Motori_engines#425_OHV

[gkcooper]

And one more...
http://www.vmmotori.it/en/01/00/01/dettaglio.jsp?id=10

keep in mind that the 2.2 and common block 2.5 were in the Dakota from '87-'95.

[shadow88]

Simon was so close in explaining why a diesel conversion from a gas engine is basicly, a do-over. He's correct in the air is ingested, compressed, and that heat is what ignites the fuel when it's injected.

What was missed is where the combustion chamber is on a diesel. At least every deisel I've ever worked on. (cummins, mercedes, and that POS liberty) The combustion chamber is in the piston, not the head. The head is virtually flat with only the injector tip protruding out. This combustion chamber in the piston is also what helps get the comprssion ratio so high (17:1 and up).

This is also why the injection timing is so important, the fuel plume must hit a moving target (piston) at just the right time or it's just noise and black soot everywhere. If the temperature isn't at it's highest at the point of injection, then not all the fuel is ignited and performance and emissions go down and up respectively.

In closing, to convert a 2.2l to a diesel is pretty much a do-over project.:amen:

But I do like the vw diesel in an old k based car for wicked MPG. Maybe add a little propane to help the power output......

[DeckSetter]

a diesel doesnt have to be a ground up redesign.

No, but a good one does.

[DeckSetter]

What was missed is where the combustion chamber is on a diesel. At least every deisel I've ever worked on. (cummins, mercedes, and that POS liberty) The combustion chamber is in the piston, not the head. The head is virtually flat with only the injector tip protruding out. This combustion chamber in the piston is also what helps get the comprssion ratio so high (17:1 and up).

This is also why the injection timing is so important, the fuel plume must hit a moving target (piston) at just the right time or it's just noise and black soot everywhere. If the temperature isn't at it's highest at the point of injection, then not all the fuel is ignited and performance and emissions go down and up respectively.

In closing, to convert a 2.2l to a diesel is pretty much a do-over project.:amen:


WELL PUT.

Since the head needs to be basically flat it makes me wonder if our casting would even work by the time you mill it that much. Then you have to have a mammoth piston made with a chamber cut out of the middle of it.

In theory it COULD be done, but with all the research and development you'd need to do to figure out chamber shape / size and get it that way then figuring out what injector pump you can fabricate to work, and if you can get the injector in the right spot so the fuel will shoot into exactly the right spot to make the thing even fire. The spark plug hole probably won't work, and if it doesn't then for all you know the valves might be in the way of where the injector would need to go.

People said it before, I'll repeat it: if you want a diesel engine in one of our cars, you'd be much better off finding a mass manufactured diesel engine and fabbing it into your engine bay and mating it to your transmission.

[WickedShelby88]

AMEN! Hence while the diesel thats going in my RC charger will be out of a diesel truck. I suppose a converted slant 6 would be cool though.

[Aries_Turbo]

took a look at a TDI today. injector pump is perfect and the injectors are at just about the same location as our sparkplugs with the glow plug right beside.

naysayers. go away. i want ideas and pics of heads and pistons, not your negative opinions.

Brian

[JeremyL]

Speaking of diesel engines, a few years ago a couple buddies of mine were working on building an old flathead 6 cylinder Ford engine that was gonna be turbocharged, fuel injected, AND have an injection pump. The EFI was gonna be GM bits & pieces, and the diesel pump was gonna be from a 6 cylinder BMW engine. The plan was to be able to run it on gas/diesel/or a mix of both & be able to switch on the fly.

You can read about some of it here.. http://www.bacomatic.org/~dw/engine/BobF6/BobF6.htm

[RoadWarrior222]

Converting K engine to diesel easy methods
#1
Make wax model of VW tdi block and head, grate 2.2 block and head to fine powder, mix, put pile on top of each wax model in sandbox, light powder.
#2
Stack 10 headgaskets, wrap fuel line around downpipe, keep the spark plugs.
#3
Put a big supercharger on it, kludge injectors into the plug holes, forget the glowplugs, start with starting fluid.

[Mario]

Well I was going to chime in on some questions but it looks like most are answered.

VW Diesels should be simple to bolt in. The ones from the A1 and A2 chassis run on very few electronics, if any.

I currently own an 81' Pickup. :thumb:

[ssheen]

bring a thread back to life...

Anyone research this anymore? I have been thinking about this a bit lately as well. Though I was looking at bringing in an UK 2.5L Turbo Diesel engine...

[BadAssPerformance]

Diesel still costs too much more than gas to make it worth it... right now.

[GLHS592]

Diesel still costs too much more than gas to make it worth it... right now.

Make biodiesel.

[ssheen]

Depends were you are. Around here it was pretty close to the same price a regular. The UK 2.5L Turbo Diesel was rated at 44MPG in a Voyager MiniVan. With reports of 65mpg according to some magazine, according to info on Allpar. That kind of mileage makes it tempting...

[Speedeuphoria]

Diesel still costs too much more than gas to make it worth it... right now.

Yeah notice the pattern for the last 2-3 years, from noticeably cheaper to noticeably more $$$, and its less refined then gasoline so cheaper to make. But all the trucks use it for shipping things so its past on to the consumer anyway. They just do that instead of jacking the gas prices up because people freak out, this way its more hidden.

[cordes]

Yeah notice the pattern for the last 2-3 years, from noticeably cheaper to noticeably more $$$, and its less refined then gasoline so cheaper to make

So is kerosene. Supply and demand...

[Aries_Turbo]

greed outperforms supply and demand by miles.......

[Speedeuphoria]

I swear I was hearing that the Government gets 16-18 cents per gallon and Exxon only make 8-10 cents a gallon, then the state tax on top. Exxon Mobil had record profits, so I'm sure the Government made good amounts also since they dont even produce it.

[moparzrule]

I swear I was hearing that the Government gets 16-18 cents per gallon and Exxon only make 8-10 cents a gallon, then the state tax on top. Exxon Mobil had record profits, so I'm sure the Government made good amounts also since they dont even produce it.

Yeah it's called road tax, and it's the money they use to fix the roads and build new bridges that cost billions of dollars.
Diesel has 4 times as much road tax because truckers destroy roads more than cars. Stinks for diesel car owners.

[MopàrBCN]

Admitting that I only read the first page, and also admitting that I am not a diesel fan, but if following that line of idea, what's wrong with a 1989 2.5 Turbo Diesel Engine off a Voyager???
At least they are quite common over here. So in theory at least where the dimensions are concerned it shout be a direct fit.... And the engine as far as I know must be quite durable. Otherwise I wouldn't see so many of them over here...