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Home > Archive > Alternative Power sources > October 2005 > Gasoline to Diesel conversion kits?
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| Author |
Gasoline to Diesel conversion kits?
|
|
| GeekBoy 2005-09-27, 2:21 pm |
| With all the small gasoline engines out there available almost free or lost
cost anyone know of a kit or way to convert these over to diesel?
I have been searching the net without luck. Most conversions are LP, CNG, or
ethanol.
Thanks!
--
"That intellectual torpor maybe sufficient to earn a job at some disaster
prone part of the world like Chernobyl or NASA, but it won't cut the mustard
with me." - Professor Maximillian Arturo
| |
| Steve Spence 2005-09-27, 2:21 pm |
| GeekBoy wrote:
> With all the small gasoline engines out there available almost free or lost
> cost anyone know of a kit or way to convert these over to diesel?
>
> I have been searching the net without luck. Most conversions are LP, CNG, or
> ethanol.
>
> Thanks!
>
Not feasible.
--
Steve Spence
Dir., Green Trust, http://www.green-trust.org
Contributing Editor, http://www.off-grid.net
http://www.rebelwolf.com/essn.html
| |
|
|
"GeekBoy" <GeekBoy@Geeks.com> wrote in message
news:433973f4$0$9860$8f2e0ebb@news.shared-secrets.com...
> With all the small gasoline engines out there available almost free or
lost
> cost anyone know of a kit or way to convert these over to diesel?
>
> I have been searching the net without luck. Most conversions are LP, CNG,
or
> ethanol.
>
> Thanks!
>
> --
> "That intellectual torpor maybe sufficient to earn a job at some disaster
> prone part of the world like Chernobyl or NASA, but it won't cut the
mustard
> with me." - Professor Maximillian Arturo
Your kidding ............ right?
I suggest that you do some library time.
There are SERIOUS differences between gasoline and diesel engines.
| |
| GeekBoy 2005-09-27, 11:21 pm |
|
"SQLit" <sqlit@qwest.net> wrote in message
news:S_g_e.35$9F4.1508@news.uswest.net...
>
> "GeekBoy" <GeekBoy@Geeks.com> wrote in message
> news:433973f4$0$9860$8f2e0ebb@news.shared-secrets.com...
> lost
> or
> mustard
>
> Your kidding ............ right?
>
> I suggest that you do some library time.
>
> There are SERIOUS differences between gasoline and diesel engines.
Oh yeah suuuuree...that is why for the longest time the Chevy diesel v8
engine was just a gasonline engine that had been converted to use diesel.
>
>
| |
|
|
| Tony Wesley 2005-09-27, 11:21 pm |
|
GeekBoy wrote:
> "SQLit" <sqlit@qwest.net> wrote in message
> news:S_g_e.35$9F4.1508@news.uswest.net...
[color=darkred]
> Oh yeah suuuuree...that is why for the longest time the Chevy diesel v8
> engine was just a gasonline engine that had been converted to use diesel.
Funny, I was going to cite GM's experience as evidence that it couldn't
be done. It wasn't exactly a resounding success.
| |
| nospam.clare.nce@sny.der.on.ca 2005-09-27, 11:21 pm |
| On 27 Sep 2005 18:30:51 -0700, "Tony Wesley" <tonywesley@gmail.com>
wrote:
>
>GeekBoy wrote:
>
>
>
>Funny, I was going to cite GM's experience as evidence that it couldn't
>be done. It wasn't exactly a resounding success.
Much easier to do like VW and make a gas engine out of a deisel lump
(like the old Rabbit/Golf)
| |
|
|
[color=darkred]
> Oh yeah suuuuree...that is why for the longest time the Chevy diesel v8
> engine was just a gasonline engine that had been converted to use diesel.
True, BUT that Oldsmobile diesel engine was only offered in a 1/2 ton
pickup w/automatic transmission and it was a total failure. It was
based on the 350 cubic inch Olds. gasoline engine with a beefed up
block, crankshaft, and different heads. The race car builders many
times used these blocks because they were MUCH stronger than the
gasoline blocks. I haven't seen one in the last 20 years. Later Chevy
did release another diesel that was a better success but it was
designed from the ground up as a diesel not converted as the earlier
one was.
| |
|
|
| Robert Bates 2005-09-27, 11:21 pm |
| It is possible to run a gas engine on kerosene or diesel but it is still an
spark ignition, not compression ignition. The engine must be warmed up on
gas and then switched to the other fuel. Briggs and Stratton had a factory
engine around 10 hp many years ago with a dual chamber fuel tank. Many of
the gas tractors from the 30's to the 50's also could burn alternate fuels.
<nospam.clare.nce@sny.der.on.ca> wrote in message
news:1tsjj1583cen6k9tbu688a53pqt1cfji4j@4ax.com...
> On 27 Sep 2005 18:30:51 -0700, "Tony Wesley" <tonywesley@gmail.com>
> wrote:
>
diesel.[color=darkred]
>
>
> Much easier to do like VW and make a gas engine out of a deisel lump
> (like the old Rabbit/Golf)
| |
| Arnold Walker 2005-09-27, 11:21 pm |
| You do not want to repeat the GM lemon diesel mistake.
If you are talking an old farm tractor with bearings to handle diesel torque
and compression ....yes.
But most other gas engine conversions are doomed to failure.
"GeekBoy" <GeekBoy@Geeks.com> wrote in message
news:433973f4$0$9860$8f2e0ebb@news.shared-secrets.com...
> With all the small gasoline engines out there available almost free or
lost
> cost anyone know of a kit or way to convert these over to diesel?
>
> I have been searching the net without luck. Most conversions are LP, CNG,
or
> ethanol.
>
> Thanks!
>
> --
> "That intellectual torpor maybe sufficient to earn a job at some disaster
> prone part of the world like Chernobyl or NASA, but it won't cut the
mustard
> with me." - Professor Maximillian Arturo
>
>
>
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| |
| Arnold Walker 2005-09-27, 11:21 pm |
|
"GeekBoy" <GeekBoy@Geeks.com> wrote in message
news:4339e707$0$13569$8f2e0ebb@news.shared-secrets.com...
>
> "SQLit" <sqlit@qwest.net> wrote in message
> news:S_g_e.35$9F4.1508@news.uswest.net...
CNG,[color=darkred]
disaster[color=darkred]
>
> Oh yeah suuuuree...that is why for the longest time the Chevy diesel v8
> engine was just a gasonline engine that had been converted to use diesel.
Did you notice the lack of service life on that Chevy diesel compared to
almost anything diesel?
>
>
>
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| |
| Arnold Walker 2005-09-27, 11:21 pm |
|
"Tony Wesley" <tonywesley@gmail.com> wrote in message
news:1127871051.068691.244100@g47g2000cwa.googlegroups.com...
>
> GeekBoy wrote:
>
>
diesel.[color=darkred]
>
> Funny, I was going to cite GM's experience as evidence that it couldn't
> be done. It wasn't exactly a resounding success.
To add insult to injury....they owned Cummins and Detroit.And still made
mistakes,diesel engine designers
can only shake thier head at.Without consulting either of them.
They were so out of touch with diesel design.
That did they use an engine ,that lacked of bearing area and lubrication.But
they also dropped to a smaller transmission.
On an engine that needed a min. of a Turbo400 heavy duty.....they install a
Turbo 200.
So not only, were you seeing short life engines.......but overloaded
transmissions almost leaping out of the car or truck.
As thier torque convertor and cluches fried.
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| |
| GeekBoy 2005-09-28, 12:21 am |
|
"Tony Wesley" <tonywesley@gmail.com> wrote in message
news:1127871051.068691.244100@g47g2000cwa.googlegroups.com...
>
> GeekBoy wrote:
>
>
>
> Funny, I was going to cite GM's experience as evidence that it couldn't
> be done. It wasn't exactly a resounding success.
>
Lets not forget the famous of all..the military Duce and a Half. Its an
inline 6 that can run on common combustible fuel. Throw whatever is
available into the fuel tank and go.
| |
| GeekBoy 2005-09-28, 12:21 am |
|
"Arnold Walker" <arnoldwalker@consolidated.net> wrote in message
news:1127872077_29501@spool6-east.superfeed.net...
> You do not want to repeat the GM lemon diesel mistake.
> If you are talking an old farm tractor with bearings to handle diesel
> torque
> and compression ....yes.
> But most other gas engine conversions are doomed to failure.
>
Well I was thinking an old Briggs and Stratton mover and turninng into
diesel generator.
> "GeekBoy" <GeekBoy@Geeks.com> wrote in message
> news:433973f4$0$9860$8f2e0ebb@news.shared-secrets.com...
> lost
> or
> mustard
>
>
>
> ----== Posted via droptable.com - Unlimited-Uncensored-Secure Usenet
> News==----
> http://www.droptable.com The #1 Newsgroup Service in the World! 120,000+
> Newsgroups
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> =----
| |
| GeekBoy 2005-09-28, 12:21 am |
|
"Steve Spence" <sspence@green-trust.org> wrote in message
news:Evm_e.2628$dl2.510@fe08.lga...
> GeekBoy wrote:
>
> factory converted ......
True but was hoping someone made a conversion kit..new head and an injector
to replace the carb.
>
> --
> Steve Spence
> Dir., Green Trust, http://www.green-trust.org
> Contributing Editor, http://www.off-grid.net
> http://www.rebelwolf.com/essn.html
| |
|
|
| Robert Morein 2005-09-28, 1:21 am |
|
"GeekBoy" <GeekBoy@Geeks.com> wrote in message
news:433973f4$0$9860$8f2e0ebb@news.shared-secrets.com...
> With all the small gasoline engines out there available almost free or
> lost cost anyone know of a kit or way to convert these over to diesel?
>
Geekboy,
The reason it's essentially impossible is that:
1. Every moving part in a diesel has to be stronger. The block itself has to
be stronger. The space in the cylinder when the piston is at the top of
travel, is smaller. This is what is known as higher compression ratio.
2. The actual way the motor is jointed -- the size of the pistons, the
length of the connecting rods, etc., is different.
3. The fuel is delivered by injection directly into the cylinder. This is
not the case with gasoline engines.
4. All the "controls" that govern engine operation are of a different type,
with different operating principles.
So, as you can see, there is little in common with a gasoline engine, except
that they both have pistons that go up and down 
| |
| Tony Wesley 2005-09-28, 1:21 am |
|
Arnold Walker wrote:
> To add insult to injury....they owned Cummins and Detroit.And still made
> mistakes,diesel engine designers
> can only shake thier head at.Without consulting either of them.
> They were so out of touch with diesel design.
I think you could shorten that sentence to
"They were so out of touch."
> That did they use an engine ,that lacked of bearing area and lubrication.But
> they also dropped to a smaller transmission.
> On an engine that needed a min. of a Turbo400 heavy duty.....they install a
> Turbo 200.
> So not only, were you seeing short life engines.......but overloaded
> transmissions almost leaping out of the car or truck.
> As thier torque convertor and cluches fried.
But think of how much money they saved!
| |
| Gordon Richmond 2005-09-28, 1:21 am |
| Lots of misinformation in this thread.
To answer Geekboy's original question: no Diesel conversion kits that
I know of, and for most of the reasons other posters have mentioned.
Even if the the bottom end of your existing engine could stand the
guff, and in the case of Briggs and Stratton, I'd suggest not, you
need a tougher piston, a totally different cylinder head, different
camshaft, not to mention an injection pump.
Kind of like making a cow into racehorse. I mean they've both got four
feet.....
As far as I know, the Diesel VW was a conversion from the gasoline
motor, which was originally an Audi design. Biggest weakness is the
belt-driven camshaft. It's an interference engine, big time.
The 5.7 liter Oldsmobile-derived GM Diesel was indeed put in cars,
Oldsmobiles and Cadillacs among them. I remember driving an Olds
Diesel that friend brought to me for electrical work. Engine ran just
fine; I think it was a '77 model.
People like to deride the 5.7 GM Diesel, and to a lesser extent the
6.2 which succeeded it. I think the biggest strike it had against it
was the fact that GM had begun selling Diesel vehicles to a car-buying
public that was for the most part really ill-informed as to the need
of developing new driving habits such as, horror of horrors, actually
letting the engine warm up before driving off. And maybe changing the
oil regularly, regardless.
I have been driving a Suburban with a 6.2 liter Diesel for five years
now, and it has never missed a beat, and I've probably put over
300,000 km on an engine that already was far from new. I replaced the
water pump this Spring, as a preventive maintenance measure, and
changed the front crankshaft seal at the same time. That is as deep as
I've had to go into that engine.
I bought another, 3/4 ton, Suburban 3 years ago, with a broken 6.2
engine; the crankshaft broke in half, I think because the harmonic
balancer was not adequately tightened. Basically destoyed the poor
engine, though. I pulled a rust-seized 6.2 out of a parts truck, had a
machine shop re-ring and re-bearing the bottom end, and assembled the
remainder of the engine myself. It's on its first extended road trip
right now. Runs like a pup, but it developed a coolant leak from one
of the two frost-plug type block heaters I installed. And the rebuilt
alternator up and died. Neither problem shut me down, though, and both
are readily and inexpensively fixed.
As far as I'm concerned, the 6.2 engine in a Suburban (for my needs)
is very good value for the money. It has adequate, if unspectacular
power, is frugal with fuel, and it's simple enough that I can do my
own maintenance, all for a capital outlay of about a tenth what a
Dodge with the Cummins engine or a Ford Powerstroke would cost me.
Gordon Richmond
| |
| GeekBoy 2005-09-28, 2:21 am |
|
"Robert Morein" <nowhere@nowhere.com> wrote in message
news:_eOdnXIoIcmHjafenZ2dnUVZ_sudnZ2d@giganews.com...
>
> "GeekBoy" <GeekBoy@Geeks.com> wrote in message
> news:433973f4$0$9860$8f2e0ebb@news.shared-secrets.com...
> Geekboy,
> The reason it's essentially impossible is that:
>
> 1. Every moving part in a diesel has to be stronger. The block itself has
> to be stronger. The space in the cylinder when the piston is at the top of
> travel, is smaller. This is what is known as higher compression ratio.
> 2. The actual way the motor is jointed -- the size of the pistons, the
> length of the connecting rods, etc., is different.
> 3. The fuel is delivered by injection directly into the cylinder. This is
> not the case with gasoline engines.
> 4. All the "controls" that govern engine operation are of a different
> type, with different operating principles.
>
> So, as you can see, there is little in common with a gasoline engine,
> except that they both have pistons that go up and down
>
Then what about the multi-fuel military duce and a half? It can run on
Gasoline or diesel.
>
>
| |
| Robert Morein 2005-09-28, 3:21 am |
|
"GeekBoy" <GeekBoy@Geeks.com> wrote in message
news:433a1c5d$0$13505$8f2e0ebb@news.shared-secrets.com...[color=darkred]
>
> "Robert Morein" <nowhere@nowhere.com> wrote in message
> news:_eOdnXIoIcmHjafenZ2dnUVZ_sudnZ2d@giganews.com...
>
> Then what about the multi-fuel military duce and a half? It can run on
> Gasoline or diesel.
The classical engines, which are still the most common, are Diesel or Otto.
Practically every engine falls into one of these two categories. The
Deuce-and-a-half is a diesel. Diesel engines can burn a wide variety of
fuels, including gasoline, particularly if the engine has an adjustment for
the optimal fuel-air ratio of particular fuel. That said, the use of
gasoline in a deuce-and-a-half reduces the life expectancy of the fuel
delivery system, which includes a high pressure pump that relies on the
lubricative properties of diesel.
Besides the heavy construction of a diesel engine, there is a fundamental
difference in the control of ignition. In a diesel, the fuel is injected at
the top of the piston stroke, under extremely high pressure, and burns
instantly. In an Otto engine, the fuel is introduced into the the cylinder
when the piston is at the bottom. The fuel must not be susceptible to
spontaneous combusion as the piston moves up; this is called antiknock. And
the fuel must be maintained as a mist of droplets with a particular size, or
it will not burn properly. It must not turn into a vapor, and it must not
condense out, or the sparkplug will not ignite it. By contrast, the fuel
which is injected into a diesel burns when it is injected.
A diesel has holes bored into each cylinder. Each of these holes has an
injector. An Otto has holes bored into the intake manifold, one for each
injector, so that, when the intake valve of a cylinder is open, the injector
will spray into the opening.
| |
| GeekBoy 2005-09-28, 4:21 am |
|
"Robert Morein" <nowhere@nowhere.com> wrote in message
news:waCdnZIpKYG9tqfeRVn-sQ@giganews.com...
>
> "GeekBoy" <GeekBoy@Geeks.com> wrote in message
> news:433a1c5d$0$13505$8f2e0ebb@news.shared-secrets.com...
> The classical engines, which are still the most common, are Diesel or
> Otto. Practically every engine falls into one of these two categories. The
> Deuce-and-a-half is a diesel. Diesel engines can burn a wide variety of
> fuels, including gasoline, particularly if the engine has an adjustment
> for the optimal fuel-air ratio of particular fuel. That said, the use of
> gasoline in a deuce-and-a-half reduces the life expectancy of the fuel
> delivery system, which includes a high pressure pump that relies on the
> lubricative properties of diesel.
>
> Besides the heavy construction of a diesel engine, there is a fundamental
> difference in the control of ignition. In a diesel, the fuel is injected
> at the top of the piston stroke, under extremely high pressure, and burns
> instantly. In an Otto engine, the fuel is introduced into the the cylinder
> when the piston is at the bottom. The fuel must not be susceptible to
> spontaneous combusion as the piston moves up; this is called antiknock.
> And the fuel must be maintained as a mist of droplets with a particular
> size, or it will not burn properly. It must not turn into a vapor, and it
> must not condense out, or the sparkplug will not ignite it. By contrast,
> the fuel which is injected into a diesel burns when it is injected.
>
> A diesel has holes bored into each cylinder. Each of these holes has an
> injector. An Otto has holes bored into the intake manifold, one for each
> injector, so that, when the intake valve of a cylinder is open, the
> injector will spray into the opening.
>
>
Well thank you for the class on diesel engine structures and operations.
It was quite informative
Thanks to everyone else who posted information also!
| |
|
|
| Dave Hinz 2005-09-28, 1:21 pm |
| On Tue, 27 Sep 2005 18:17:12 -0700, GeekBoy <GeekBoy@Geeks.com> wrote:
>
> "SQLit" <sqlit@qwest.net> wrote in message
> news:S_g_e.35$9F4.1508@news.uswest.net...
[color=darkred]
> Oh yeah suuuuree...that is why for the longest time the Chevy diesel v8
> engine was just a gasonline engine that had been converted to use diesel.
You mean the engine that set back the reputation of diesel engines in
passenger cars in the US for decades? _that_ clusterfuck of an engine?
| |
|
| RM:
In a diesel, the fuel is injected at
the top of the piston stroke, under extremely high pressure, and burns
instantly.
==============
This is a good thread. Just want to add how the new electronic diesel
controllers think.... they inject once just before TDC, so that max
pressure is avail right after TDC... when the piston moves down just a
little, the pressure starts dropping, so he injects a 2nd, 3rd, 4th
time on the way down to keep the fire burning... the pressure stays up
and the piston is being pushed all the way down. This explanation given
to me by Alex Nikolik of PDQ Performance in Sanford, one of the leading
diesel tuning outfits. You gan get a lot of power out of one of these
tricked out rigs, but you need an EGT gauge and a Boost PSI gauge and
you need to keep your eye on em.
| |
|
| In article <4339e707$0$13569$8f2e0ebb@news.shared-secrets.com>,
"GeekBoy" <GeekBoy@Geeks.com> wrote:
[color=darkred]
> Oh yeah suuuuree...that is why for the longest time the Chevy diesel v8
> engine was just a gasonline engine that had been converted to use diesel.
About the only parts that are the same between the two engines are the
Block, and the oiling system. The Heads, crank, cam, valves, pistons,
connecting rods, and most of the fuel system are totally different.
It would cost more to buy the replacement parts than just buy a complete
engine. what part of "uneconomical" don't you understand??????
Me who knows a dumb idea, when I read one.............
| |
| barry@sme-online.com 2005-09-28, 6:21 pm |
| Guess you're not familiar with that history, son. The story from GM
was that they went round and round with:
build a prototype engine,
run it on dyno until something breaks,
design and build new prototype to fix weakness & go back to start.
Many, many go-rounds.
Even so, they didn't get near the mechanical durability of our average
Cummins or Mercedes diesel. And it couldn't use low-cetane-number fuels
like gasoline. They were concerned most with keeping up sales of big
sedans.
HTH,
J
| |
| Dave Hinz 2005-09-28, 6:21 pm |
| On 28 Sep 2005 13:37:48 -0700, barry@sme-online.com <barry@sme-online.com> wrote:
> Guess you're not familiar with that history, son. The story from GM
> was that they went round and round with:
Who are you answering, Barry? You give no context.
| |
| Nottingham 2005-09-29, 10:21 am |
|
"GeekBoy" <GeekBoy@Geeks.com> wrote in message
news:4339fb7f$0$13479$8f2e0ebb@news.shared-secrets.com...
>
> "Steve Spence" <sspence@green-trust.org> wrote in message
> news:Evm_e.2628$dl2.510@fe08.lga...
diesel.[color=darkred]
>
> True but was hoping someone made a conversion kit..new head and an
injector
> to replace the carb.
>
Why not just buy a diesel engine and toss the existing one? Gas engines
aren't built to handle the higher compression loads of diesel.
| |
| Arnold Walker 2005-09-29, 5:21 pm |
|
"Nottingham" <mikeNOSPAMster.d2@gmail.com> wrote in message
news:AYednWECEvWqe6beRVn-iw@golden.net...
>
> "GeekBoy" <GeekBoy@Geeks.com> wrote in message
> news:4339fb7f$0$13479$8f2e0ebb@news.shared-secrets.com...
v8[color=darkred]
> diesel.
> injector
>
> Why not just buy a diesel engine and toss the existing one? Gas engines
> aren't built to handle the higher compression loads of diesel.
Because of the still weak demand for old diesels ......you can buy the whole
vehicle
for less than a gas engine by itself.Seem some contractors replacing the six
cylinder gas
engine in a van with a mercedes diesel that way.
Granted ,mercedes have jumped from 25% of gas engine car prices to half
price in past year.
But that is still cheaper than gas engine prices. I figure it won't be long
before they are more
as gas price rise.
If you do that. Get a manual transmission(only 1 in about 15 were) ,but it
will make a better truck
setup for towing.And well, what trucks are supposed to be doing when they
are not cruising the mall.
And get a good automotive shop that is into driveshaft work.Mercedes run
hydradualic clutches...
to give you some idea on the linkage work.
A turbo 3liter is 132hp and 4?? ...double a gas 6 cylinder at 200ft/lbs.
assuming you pulling a trailer.
Not rolling the winning lap at Daytona.
>
>
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| |
| Arnold Walker 2005-09-29, 6:21 pm |
|
> Because of the still weak demand for old diesels ......you can buy the
whole
> vehicle
> for less than a gas engine by itself.Seem some contractors replacing the
six
> cylinder gas
> engine in a van with a mercedes diesel that way.
> Granted ,mercedes have jumped from 25% of gas engine car prices to half
> price in past year.
> But that is still cheaper than gas engine prices. I figure it won't be
long
> before they are more
> as gas price rise.
> If you do that. Get a manual transmission(only 1 in about 15 were) ,but it
> will make a better truck
> setup for towing.And well, what trucks are supposed to be doing when they
> are not cruising the mall.
> And get a good automotive shop that is into driveshaft work.Mercedes run
> hydradualic clutches...
> to give you some idea on the linkage work.
> A turbo 3liter is 132hp and 4?? ...double a gas 6 cylinder at 200ft/lbs.
> assuming you pulling a trailer.
> Not rolling the winning lap at Daytona.
Another possible engine swap is you have a Heavy Chevy dually......
Check out used schoolbuses in the area.
Them, Allison automatics are one tough transmission for a diesel powered
vehicle.
If the bus drives good without the transmission seesawing between shifts on
hard pulls.
And common sense on the engine condition.
You got a powerplant that outpulls that 454 gashog and gets good fuel
economy to boot.
And many cases,schoolbuses are dirt cheap for what you are getting.
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| |
| Steve Spence 2005-09-29, 7:21 pm |
| Arnold Walker wrote:
> "Nottingham" <mikeNOSPAMster.d2@gmail.com> wrote in message
> news:AYednWECEvWqe6beRVn-iw@golden.net...
>
>
> v8
>
>
> Because of the still weak demand for old diesels ......you can buy the whole
> vehicle
> for less than a gas engine by itself.Seem some contractors replacing the six
> cylinder gas
> engine in a van with a mercedes diesel that way.
> Granted ,mercedes have jumped from 25% of gas engine car prices to half
> price in past year.
> But that is still cheaper than gas engine prices. I figure it won't be long
> before they are more
> as gas price rise.
> If you do that. Get a manual transmission(only 1 in about 15 were) ,but it
> will make a better truck
> setup for towing.And well, what trucks are supposed to be doing when they
> are not cruising the mall.
> And get a good automotive shop that is into driveshaft work.Mercedes run
> hydradualic clutches...
> to give you some idea on the linkage work.
> A turbo 3liter is 132hp and 4?? ...double a gas 6 cylinder at 200ft/lbs.
> assuming you pulling a trailer.
> Not rolling the winning lap at Daytona.
>
I'll take all the old diesels folks want to donate. Charitable Tax
Deductions apply.
--
Steve Spence
Dir., Green Trust, http://www.green-trust.org
Contributing Editor, http://www.off-grid.net
http://www.rebelwolf.com/essn.html
| |
|
| Robert Bates wrote:
> It is possible to run a gas engine on kerosene or diesel but it is still an
> spark ignition, not compression ignition. The engine must be warmed up on
> gas and then switched to the other fuel. Briggs and Stratton had a factory
> engine around 10 hp many years ago with a dual chamber fuel tank. Many of
> the gas tractors from the 30's to the 50's also could burn alternate fuels.
>
>
> <nospam.clare.nce@sny.der.on.ca> wrote in message
> news:1tsjj1583cen6k9tbu688a53pqt1cfji4j@4ax.com...
>
>
> diesel.
>
>
>
>
arr yes I have t20 furgie with a tvo (tractor vapourising oil) eng .
the mix verys but a commom one is 20% petrol and 80% other oil's .
the oil is heated by the exsorst/inlet as it is the same casting .
| |
| Richard W. 2005-10-01, 2:21 pm |
|
"GeekBoy" <GeekBoy@Geeks.com> wrote in message
news:4339e707$0$13569$8f2e0ebb@news.shared-secrets.com...[color=darkred]
>
> "SQLit" <sqlit@qwest.net> wrote in message
> news:S_g_e.35$9F4.1508@news.uswest.net...
CNG,[color=darkred]
disaster[color=darkred]
>
> Oh yeah suuuuree...that is why for the longest time the Chevy diesel v8
> engine was just a gasonline engine that had been converted to use diesel.
They had to beef everything up to do it, that's why they had problems with
it until they finally came out with the DX version. Gas engine about 9 to 1
compression with diesel compression of 20 to 1. They had to beef up
everything for the compression ratio. One problem they had was breaking
head bolts on the earlier versions.
Had one in an 80 Olds cutlass.
| |
| Richard W. 2005-10-01, 3:21 pm |
|
"Gordon Richmond" <richmond@telusplanet.net> wrote in message
news:ba3kj1l6h4npa42ej5ct0ekv4oapo992qf@4ax.com...
> Lots of misinformation in this thread.
>
> To answer Geekboy's original question: no Diesel conversion kits that
> I know of, and for most of the reasons other posters have mentioned.
> Even if the the bottom end of your existing engine could stand the
> guff, and in the case of Briggs and Stratton, I'd suggest not, you
> need a tougher piston, a totally different cylinder head, different
> camshaft, not to mention an injection pump.
>
> Kind of like making a cow into racehorse. I mean they've both got four
> feet.....
>
> As far as I know, the Diesel VW was a conversion from the gasoline
> motor, which was originally an Audi design. Biggest weakness is the
> belt-driven camshaft. It's an interference engine, big time.
>
> The 5.7 liter Oldsmobile-derived GM Diesel was indeed put in cars,
> Oldsmobiles and Cadillacs among them. I remember driving an Olds
> Diesel that friend brought to me for electrical work. Engine ran just
> fine; I think it was a '77 model.
>
> People like to deride the 5.7 GM Diesel, and to a lesser extent the
> 6.2 which succeeded it. I think the biggest strike it had against it
> was the fact that GM had begun selling Diesel vehicles to a car-buying
> public that was for the most part really ill-informed as to the need
> of developing new driving habits such as, horror of horrors, actually
> letting the engine warm up before driving off. And maybe changing the
> oil regularly, regardless.
>
> I have been driving a Suburban with a 6.2 liter Diesel for five years
> now, and it has never missed a beat, and I've probably put over
> 300,000 km on an engine that already was far from new. I replaced the
> water pump this Spring, as a preventive maintenance measure, and
> changed the front crankshaft seal at the same time. That is as deep as
> I've had to go into that engine.
I have been told that the 6.2 is built by Detroit.
| |
| David Hunt 2005-10-07, 11:21 pm |
|
Hi GeekBoy,
I usually end up being a little bit like a target in many circles. I'd
like to set up the bull's-eye
on me for my reply to your very good and honest question.
One of the things people here seem to have forgotten is that the word
Diesel is used in two
different ways around here.
First way the word Diesel is used -and obviously the default default way
around here- the word diesel identifies
a method of ignition that uses the
heat of compressing a gas (not gasoline, but something
in it's gaseous state) to ignite a fuel.
This is how diesel engines work. When the compression stroke
compresses the gases in the
combustion chamber they increase in temperature. If you
have high enough compression and
the cycle can be done faster than the heat is wicked
away; you can use this heat to ignite a
fuel that you inject into it.
Second way the word Diesel is used -not obviously thought of often
around here- it is also a fuel that was designed to
be burned in engines that use the Diesel Ignition System
to ignite it.
Some irony exists here. This is the newsgroup that speaks of bio-diesel
and running vegetable oils in their diesel engines.
This would make vegetable oil a Diesel Fuel for them. Hopefully they
don;t fry their chickens in Exxon Diesel Fuel !!
You can run gasoline in a diesel engine. It won't sound good or last long,
but it can be done. If you ran a diesel on
methanol, it would still be running -though not for long. The diesel
ignition temperatures will ignite a wide range of fuels.
Unfortunately most fuels are not acceptable for using in a diesel long term.
They either don't have the lubricating properties,
octane (hexane) ratings, as well as a lot of other issues. You will note
that on a really cold day, some people spray a little
bit of starting fluid into the intake of a diesel to start it. When this
happens; it is running on ether. That doesn't make it an ether
engine -or conversely- it doesn't make ether a diesel fuel (even though it
will run a diesel ignited engine). Ask a firefighter that
is worth his salt about driving his engine, and he will tell you of the
hazards of driving a diesel into thick smoke or other fuel rich
atmospheres.... the engine will run away from you because it is getting
plenty of fuel without having any injected. Some stories
of the past; speak of driving dump trucks down a hill. When the driver lets
off of the accelerator peddle, the engine (old and worn
out, barely enough compression to run) sucks up engine oil from the crank
case and runs away with it. Imagine getting out
of the Rockies and when you wanted to stop, it accelerates on you..
aaarrrgghhh.
Your question was "anyone know of a kit or way to convert these over to
diesel?"
If you mean to convert them over to run on the diesel ignition
system -it is not practical because they are deigned with too little
compression. You would need to re-design and rebuild it to meet
this objective. With all of the parts in a BS designed for
running on gasoline pressures you won;t find any part worth
re-using in your new engine anyway. You will end up in-front
of a lathe with a big new hunk of metal. Since starting from
scratch just to get the diesel ignition system to work is ridiculous,
don;t bother. (my suggestion, though someone COULD do it -I'm sure)
BUT if you meant "can I run my Briggs & Stratton on the fuel designed
for diesel engines.... THAT is another issue.
Some of the problems on using diesel fuel in a B&S sound funny; for
they require you to lower your compression in the
engine to get it to run correctly. Quite a few years ago I
researched this issue as well. B&S had, themselves, issued a
paper on running one of their engines on diesel fuel.
As I remember it, you need to:
Double up on your head gasket (this was to lower the compression
and lessen the detonation damage from the fuel)
Expect about a 50% decreased horsepower (from the rating) from
your engine.
Expect to re-adjust carburation settings.
Expect plugs to foul more often (especially if you are stopping
it and starting it often)
It runs best in a warm engine. If you can start on another -more
volatile- fuel, then switch over, you may save on some
severe rope pulling.
Try the hottest plug you can get for it.
Don;t expect simplicity, or perfection, but PLEASE DO try it.
Everyone in this group would love to know how it turned out. Not
that they would ever use one, but you never know when
the flood will come-in, and you would love to do SOMETHING to
pump yourself out. Gas might not always be around,
but a resourceful survivor like you might just have a tank of
diesel fuel... or home heating oil around. But if you end up down
to these levels ... just convert your B&S into a Stirling
Cycle Engine and burn ANY crap to run it. :=>
LET THE ARROWS FLY !!!!
"GeekBoy" <GeekBoy@Geeks.com> wrote in message
news:433973f4$0$9860$8f2e0ebb@news.shared-secrets.com...
> With all the small gasoline engines out there available almost free or
lost
> cost anyone know of a kit or way to convert these over to diesel?
>
> I have been searching the net without luck. Most conversions are LP, CNG,
or
> ethanol.
>
> Thanks!
>
> --
> "That intellectual torpor maybe sufficient to earn a job at some disaster
> prone part of the world like Chernobyl or NASA, but it won't cut the
mustard
> with me." - Professor Maximillian Arturo
>
>
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