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A buddy of mine in Indianna is going to college and he says he can do a 700R4 for 820 shipped, depending on how much he gets the trans for.
Is the only difference between the gas and diesel 700R4 is the torque converter?
He says it'll have a shift kit and stuff.
Good deal or pass? it'll be a rebuild transmission.
.....and the governor.Quote:
Originally Posted by Gearstix
I'm still wondering what transmission would be easiest to adapt in. I'm thinking 4.3L V6 s10 trans (will bolt to the diesel), its just finding one is the problem...
and the throttle valve and the accululator piston.Quote:
Originally Posted by DmaxMaverick
Bill
I'm pretty sure the S10 v6 5 speed (New Venture Gear 3500) is my best bet.
Just gotta find one is the problem
Not sure that the NV3500 will hold up to a diesel. The diesels had the NV4500. Should be fairly easy to turn up one, though. They were in quite a number of applications.
Well I was sent a link to a guy on another forum who put one in his sierra or soemthing, it had a 6.2
I don't know if a automatic would be better, but ..
all the work to put one in plus I'd need to covert the gasser transmission.
Guys, this swap will go ahead, but very slowly. The engine will be delivered when it can and I'm not in a rush. I'm going to gather up the parts. I will start to look for a transmission.
:D
The NV3500 should do the trick. Yes it is smaller than the NV4500 but here is how I see it.
The truck is much lighter than your typical 6.2 application.
There is no transfer case and front drive shaft to push
It is a N/A engine
And he won't be towing much with it.
In my buddys truck(1995 2500 6 bolt), he has the NV3500. It is a Ext Cab/Short box 4X4. It has the TBI 350 which is rated from the book for 1995 at 225HP and 320 torque, and he has done a few things to make the engine "Healthier". He has towed between 5-6,000 lbs with the truck over the Coquihalla highway, which anyone who has driven knows can have some very nasty grades. The tranny has held up fine. Keep in mind that his son has driven it, I drove it repeatedly, and it was formerly my brothers truck, so it has been mildly thrashed on.
The NV3500 will do fine behind a 6.2 in a light truck. We have 3 or 4 sitting in Pick Your Part.
The NV3500 has a torque rating of @300ft/lb. I decided against it for my 6.5 NA engine. If your engine will not exceed 300ft/lb you should not have any problems with it.
Most power rated from a 6.2 is 280/factory torque. I think. :o
I've been thinking if I got all the parts from a V6 S10/Sonoma, a Nv3500 would drop right in.
I haven't been able to find one yet.
Kinda thinking of something a bit stronger.. maybe Turbo 350, Turbo 400, some manual trans...
Hey 6.5 DD,
is there any 6.2s that have stuff like alt brackets and pullies and stuff out your way?
There is one complete 6.2 sitting at PYP as far as I know.
Hmmm. I don't need all of it haha.
Not sure 100% what I need. I'm kinda waiting to see if I get the engine first..
If I could get a list of all the things that the engine needss.. I know some of it.
He said, pulleys, fan, alt bracket, injection pump( was gunna buy new)...alternator.. not sure what else
Hmm...
"gas to diesel conversions"
http://www.s10forum.com/forum/f42/i-...decide-373836/
While the 6.2 may be the most practical & cost-effective, I recall that Isusu offered a diesel option for their Trooper. Did anyone have any experience with that rig that they would care to share?
Might be a bit smaller & lighter than a 6.2, *IF* you can find one reasonable.
Just another thought. Good luck with your project.
--
Dave
I would ignore those guys at the S10 forum, they've made it more than obvious that they haven't a clue what they're talking about.
As I'm sure has been mentioned on this forum, the 6.2 was designed from the ground up by Detroit Diesel as a Diesel. The 6.2 (6.5) if pushed, will make about 300 horses and still be reliable. In the end they are very reliable engines, can make decent power, and are realitivly cheap and easy to maintain.
I'd say go for it and run. If you can find the room and money, maybe even through a 6.5 turbo on it. Good luck with it. I think this'll be one awesome truck.
Only thing is, he is trying to keep this as low cost as possible. Building a 6.2 up to a real 300HP would be a decent investment when it was all said and done. Not to mention, by going with an engine that hot, he is going to need a stronger tranny, axle...
Quote:
Originally Posted by 6.5 Detroit Diesel
If you notice, I didn't suggest for him to build it up that much, but rather mentioned it to disprove all the guys on that forum he linked to that said it was a POS converted gasser that made low torque with low RPM's, no horsepower, and was gutless.
I agree with R/C on the opinion of the "information" you're getting over at the S10 forum. Anyone calling the 6.2/6.5 a "converted gasser" obviously has no experience with them.
About the only valid information over there is concerning what motives you have for doing the swap. If you're looking for fuel economy, you're likely ahead leaving it the way that it is and freshening things up a bit. Figuring the time, money, and engineering that will go into such a swap you're never going to recoup your expenses in mileage.
If you're looking for something unique and looking for a project for the sake of doing a project - by all means go for it!
Easy, not running you down, simply stating was he has shared with us already. No offense meant. I don't think there are any on this forum that believe in the converted gasser theory anymore :DQuote:
Originally Posted by R/Cpullerdude
No harm, no foul, didn't feel offended at all, sorry if I came off that way.Quote:
Originally Posted by 6.5 Detroit Diesel
Just going back and reading over the posts a bit. When talking about rearends it would be interested to compare the little 7.5" rearend behind a 6.2 and a 8.5" behind a 6.5TD. We have run a stock 8.5" Gov-Lok behind a 95' 6.5TD that my friend drives like a grandma. (Ya right! :D) It only recently gave out. The truck has 480,000 kms on it and the rearend was put through many breakstand attempts. I was just thinking that he might be able to get away with leaving the stock rearend in if he is building a stock spec 6.2 setup. Just a thought....
Personally...I'd do a Cummins 4 or 3 cyl swap. They are well established swaps and I've seen many of them in small vehicles including Jeeps etc. Easy to find and work on.
http://www.4btswaps.com/forum/index.php
Just a thought.
I have read a lot of the suggestions posted here. A 6.2/6.5 could be "shoehorned" between the fenderwells, but the guy that said it would fit where a 350 came out....isn't necessarily correct. The width of the 6.2/6.5 engines with exhaust manifolds mounted is more comparable to that of a big block gasser such as a 396, 402,427, or 454. True the motormounts and bell housings are in the exact same locations, but the top end of the motor is wider than a small block V-8, and will not easily fit between your fender wells ( I know because I have stuffed a few S-10 engine bays with 350 V-8s ). If its economy you are looking for, I would suggest replacing the 2.2 with a small 4 cyl diesel such as one from a bobcat skidloader. The engines are about the same physical size as your 2.2, and an easily made adapter plate to bolt the transmission ( auto or manual ) to the bell housing. A 6.2/6.5 would be like planting a 350 under your hood, and you'ld have to change the rear axle, tranny, and wind up spending a ot more than necessary....and in the end not get much better fuel economy than you currently get with the 2.2....considering the difference in the price of diesel over unleaded regular. The suggestion to put a VW diesel in could work, but you would see more usable power from the commercial equipment 4 cyl than you would the tiny VW. If you ever decided to pull a trailer, the VW would have a lot of trouble getting motivated as well. They were designed for VERY light vehicles....not something like an S-10. Another consideration would be a small inline 6cyl Diesel such as from a Nissan Cressida. I know a gentleman who put a toyota 6cyl diesel in his 1978 F100 ford pickup, and it does great and is very economical....and with a turbo, has good power too.... Like some have said, it all depends on your goal in the end, and what you plan on using the truck for. With Fabrication, you could slam a big 3406 cat diesel in the engine bay if its pulling power you want.
I was thinking a gas 350.. I dunno.. I just love how my dads Duramax performs.. I figured if I had a 'toned down' diesel in my truck, it be fun to drive and reasonable on fuel costs.
I've been thinking of the Cummins engines.. the 4BT I think...? it seems too tall and too long.. I may have gotten the wrong measurements.
I want something thats 'fun to drive' and decent on fuel. I'd be happy with a inline engine.. I just want something better than the 88whp 2.2 I got. Its got a few more KMs on it that I'd like..
an inline would probably do me better. I've also been researching putting a GM gas I6 in it, but thats sorta a touchy subject.
I'm definitley not building a 4x4 off road machine. I want a small nice to drive minitruck.. I don't think the 2.2 will do well on the highway..
The guy on here with the 6.2 is moving closer to me.. so that might be okay...
I got most of the bodywork done on my pickup as it sits.
It has a Borg Warner T-5 transmission. 5 speed manual. Non World Class, has a GM 4 cylinder bellhousing and has a Ford bolt pattern where the bell bolts to the trans.
an inline would probably fair me better, especially if I do airbags on four corners (yeah probably gunna get hated on this but its something i've always wanted)
and with an inline there'd be more space on the sides of the motor.
I'm not sure where i'd get a bobcat engine or whatever..
I had fun playing around with the small diesels I worked with. 3 cylinders most of them, john deeres, bobcats...
at least with a diesel it isn't too hard to get more power out of them.. turbocharger... larger injectors, propane injection, etc. But I'm not going for dragtruck performance. A balance between power and fuel economy would be nice..
The 2.2 is said to get anywhere from 20-25mpg I think... but you'd have to drive it like a grandmother. I will be driving normally most of the time, but hills and passing stuff on the highway.. I want some more balls.
I'm not really wanting a computerized engine to swap in though, thats why the 6.2 was appealing.
I will donate you a Toyota 2L diesel.....needs rebuilding as its all in pieces right now. And its actually 2.4 Litres I believe, 2L is just the model of the engine. However, with the work it needs done, I was quoted $5600 to get it running again.:confused:
Or if you happen to luck out and find a wrecked right hand drive Toyota pickup that has a diesel engine, you might be able to put it in your truck. The newer engines (3L i believe) were more powerful and more reliable.
I only suggest Toyota as they have made a few small trucks with diesel engines.....turbo diesels as well.
If you're feeling ambitious, there is a machine shop in Edmonton that deals lots with import motors and the guy there might be able to help you out.
http://www.ecauto.ca/contact_us.htm
Guy that i talked to was Mike.
Good luck if you choose to go that route.
Wow $5600. I'll talk to the guy you posted, and call some shops in the states, see what they say.Quote:
Originally Posted by gophergunner
Whats wrong with the engine? Hmm. not sure what I'd do for a transmission.
Well I was quoted that price....in the end it might be more or less, but most likely more. I have since found and installed a 4.3 Chevy into my Toyota.
But of the 2 crankshafts I had for such a diesel engine, neither was good. One was repairable but the other was not. The head was in good shape, they are known for cracking. But this head was shipped off to Quebec to be welded up by the previous owner. And the cylinders weren't all straight to each other apparently. I'm not even sure if this engine has sleeves or not, but they told me that new cylinder liners would have to be pressed in and bored out to size for the pistons that were in the engine. Oddly enough, the pistons were some of the few pieces that were still in any good shape.
Aside from all the machining and labour, most of the parts were coming from Australia. That might add up pretty quickly.
I also could have sold you the 2wd Toyota diesel I had. It had the same 2L engine but it ran like it was new.
Here's a video of the truck. I ended up selling it for $3080. I'm kinda sorry right now, as I'll likely never see another truck like that in my posession.
http://www.youtube.com/watch?v=4-H_v8MLFjg
Thats a neat truck..
I think I'll pass on that motor though bud. I'm probably just going to keep the gas 4 cylinder for a while, gunna see if something arises... I have been looking at tractor engines and stuff. I'm not sure how you'd mate a bobcat motor to a car trans. Plus I don't want a 50hp diesel.. I know there torquey but I dont wanna downgrade...
I'm not sure what sorta power you'd get outta a small 4cylinder diesel with a larger turbo and stuff...
I don't really want to rebuild a motor. I don't have the space, we were supposed to move to a large house but the deal fell through.
http://dieselenginemotor.com/diesel/engines/252,1.html
Thats rather interesting...
http://www.dieselenginemotor.com/dra...Files/v3300sae
Hmm. I'm sure with a bit of tweaks I could get more power outta it, but it sees like it would fit.
I'd want to just get it in and running first before I start hopping it up.
Just how long would something like that last?
Oh my guys, check this out!
https://www.dieselenginemotor.com/pa...=235&subcatid=
"hese adapters let you adapt almost any Industrial engine with a #3, 4, or #5 SAE Bellhousing to most all Ford, Chevy, and Chrysler Manual or automatic transmissions.
Assembly instructions for the Transmission adapter.
This adapter consists of two cast parts that have been machined to the factory specifications for the transmission you are installing. This short instruction sheet should help you in your assembly of the product.
First, take the SAE adapter ring and install it on the back of your engine
SAE housing, with the flat surface facing you. Be sure that the top is at
the 12:00 position. Use Allen cap screws to fasten it to the housing, these should be 3/8 x 1 1/4" and torque to 44 foot lbs.
For Automatic transmissions
Place your flywheel adapter on a table and fit the Transmissions flex plate to the cast flywheel adapter, being sure that the flex plate is facing the proper way. Bolt it on using bolts that are at least 1 1/4" long and torque to 50 foot lbs.
Special Note: Make sure that all flat washers that come in contact with the
flex plate have the rounded surface against the flex plate. Failure to do
this will cause failure down the road and void all warranted on the unit.
Now install these two components to the torque converter, which is in the
transmission.
After you have installed the flywheel adapter to the transmission the hard
part is next. You lift the transmission up to the back of the engine and install to housing leaving the bolts loose to hold it on. Then, through the cut out on the bottom right side you will install the bolts through the flywheel adapter to the flywheel, using a socket and an extension. Leave them loose til you get all eight of them in, then you can go back and torque them to 32 foot lbs.
For manual transmission
Next install the flywheel adapter to the flywheel on the engine and torque the bolts to 32 foot lbs. Now bolt on the flywheel for the transmission you are going to use and torque these to 50 foot lbs. Then install your clutch, and finally install the transmission to the back of the housing adapter and bolt up.
"
WOW!
Maybe I could get one with the GM 4 cyl T-5 pattern on it... this may be more possible than I thought... :) If not its not hard to throw a GM automatic in my truck.
How about an older Ford escort with the Mazda 4cyl diesel and manual trans? I bought it a while back to swap the engine into a manlift. I have never had any time nor was I able to find an adapter for the pump to mount to it. The car was running fine when I got it. The body is a real rust heap shock towers completely gone. With a donor car as this you would get fuel filters heaters etc to make it easyier. I heard that some reefers ran this engine?
You can have it for just what I paid for it.
Let me know
Mark
markelectric, do you still have it? What size engine is it?
I had a guy ask me if I ever did put in the 6.2, I said no, but I started looking around again on some classifieds. I've found Cats and John Deere engines for 4-5K, that are inline 4s, around 450-500lbs, and are around 40-50hp.
Would these engines be large enough? I guess I could always turbocharge them if they are not, and since most smaller engines are mechanical, I won't have to mess with computers.
How big of a radiator would I use for a small 4 cyl diesel? Would a 4.3 V6 radiator be sufficent? Maybe a corvette radiator? as they both fit.
I have found that adapter again from DieselEngineMotor, I emailed them to see if I could get an adapter to mate a SAE bolt pattern engine to my 4 cylinder T-5, no response. I may call them and ask. Would be alot easier if I could use my transmission. Its only good for 300hp, not sure how much torque.
I still have it. And the wife wants it gone. I think it is a 2.2 L. AS this is a whole car, you will get a radiator with it too. I gave $500 for it. I would be glad to help you load it onto your trailer. I think this is the same engine that was in the Ford ranger with the diesel option.
Let me know your thoughts.
Would be a decent trip to come pick it up though. 3400kms. I'm in Alberta, Canada. Haha. I thought you just had the engine itself.
Thats only about 3 days each way.........
I have found a guy in Edmonton, AB with two engines, 2.2L Nissan and 2.2L Mazda (the Mazda is really a Perkins)
I'm waiting back to see how many kms are on both.
Hmmmm...Quote:
The nissan has 350000 but has had new rings and bottom end bearings. The mazda has about 500000km
Sorta high mileage innit?
The Mazda in the Escort only shows about 65000 mi as I remember it.......