Put that Duramax 6.6L Turbo in there....That'd be someting...

 

Wouldn't fit between the fenders - way too big.

 

One thing that would make the 6.2/6.5 swap easy is that they had to be made to fit right in place of a small block on the assembly line.

Back in January I swapped my '85 Pickup over from gas to diesel. It wasn't difficult at all.

They can use either a mechanical fuel pump on the side of the block like older small blocks, or an in line, or in tank pusher pump would work also. Stock return lines work as well.

The outlets on the diesel exhaust manifolds are the same as on a small block. I used my old gas Y-pipe and it was a direct bolt-on.

Motor mounts and bellhousing are identical to small/big block chevy.

Electrical hookups are simple. +12v from the battery and Ignition Switched +12v to the Glow plug controller, another +12 ign. to the cold start circuit, and the +12v to the coil on the gas motor is used for the fuel on/off solenoid on the diesel's injection pump.

The brakes can be operated with the diesel engine's vacuum pump. I don't know of a hydroboost unit that would work on an f-body. Also, hydroboost uses the regular power steering pump, there isn't a separate pump for it.

My concerns with engine fitament are that the diesels are a bit wider at the top, and that the total "package height" appears to be bigger than typical SBC stuff. I'm not sure whether or not it would fit under the cowl. The other "gotcha" is that the acessories are mounted rather high on the engine, there would possibly have to be some re-working of the mounting brackets.

Now I've been doing all this thinking about this project, but I don't yet have an early 4th gen f-bod to mess with. I could use my '02 TA as a reference to get some engine bay measurements, but aren't there some changes between the size of the LT1 and LS1 engine bays?

EDIT: In regards to the Durmax comments -- Yeah, I'd love one, but if I had one I think I'd put it in my truck and there's the fact that if anything like this were to actually materialize, it would need to be done on the (very) cheap. Kinda like my truck swap. I bought the 6.2 and diesel 700-R4 for $800 and spent about $400 on misc. parts to finish the swap.

 

I don't think so - I believe they are the same.

 

engine bays are the same. But don't neglect the fact that the rear end WILL not last behind the torque of a diesel, also I don't know what type of trannys they use, but it will probably be bigger physically then the 4l60e it replaces and may require tranny tunnel modification

 

Auto tranny options behind the 6.2 From '82 - '90 are the 700-R4 and TH400. From the outside they look identical. The differences are a lower stall torque converter, and different valve body/governor calibrations.

In my particular setup, I have a 700-r4 with a build date of 12-2-1983, so it has the smaller 27 spline input shaft like the 200-4r's. I would like to upgrade that before doing any heavy towing, but for general driving and light work, it does fine. 700-R4's didn't go to the 30 spline input shaft until July 1984.

From '91-'00, the 6.2L/6.5L's were backed with a 4L80E.

The only manual trans from '82-'87 was the SM465 4 speed. Beginning in 1988 both the SM465 and the NV4500 5 speed were available. The 4 speed was discontinued when the Suburban/Full Size Blazer and Jimmy went to the new body style in '92.

Even with the 7.5" rear, I wouldn't be afraid of running the NA 6.2L. It is not that powerful of an engine. It's stong point is economy. If I had to take a shot at 1/4 times in my truck, I'd say it would probably run about 18.00 around 76-77 MPH. It's just slightly quicker than my '88 Colt Vista, which has run a best of 18.22@75.

Now for the 6.5 Turbo, I would agree that the 7.5" axle would not hold up long term. I think a quality built 12 bolt would be the best solution. I think retrofitting a SF 14 Bolt from a truck would be quite difficult and not worth the trouble, and I don't think there is any way a FF 14 Bolt would go under an F-body.

 

cummins is better



john

 

Without a doubt, but that engine is too long to fit under the hood of a 4th Gen.

 

if you pull this off...i will send my car to you and have you put a small-block 327 in it and make it AWD....

 

I remember years ago GMC used to put 4-71 blowers on their diesels. Maybe instead of a turbo, the blower could be used and then hood clearance wouldn't be an issue anymore, cause anything with a Roots blower sticking out of the hood is cool. Also, maybe a 4L60 could be used, they are the same thing as a 700-R4. Also, would there be anyway to get an aftermarket oil pan. I know Moroso and others offer oil pans with better clearance for gas motors, maybe someone offers something similiar. Buick also made some diesel Riviera's in the 70's, maybe that diesel would be an easier swap. Last thought...what about an old Mercedes diesel from some of their 70's and 80's cars. Might also check some older Hummers to see if any of their accessory brackets are better for this swap.

 

if you do this, put stacks on it. every deisel needs stacks.

 

Not just stacks, you need stacks with the cap on the top. So it clangs up and down on idle

 

Hmm that's an interesting thought on the hummer accessory brackets, I'll have to check that out.

Actually, AM General makes the 6.5L in a 300 HP, twin-screw/lysohlm supercharged version originally intended for marine use. I think in a sporty car would be even better!

 

I already asked...but I don't know if you read it. What about the diesels Buick used in the mid 70's Riviera's. I don't know what size, but maybe it would work since it did clear a stock hood.

 

LagunaS3 -

Sorry I forgot to reply on that item. I'm not familiar with a diesel specific to the '70s rivs, the first automotive GM diesels I'm familiar with are the Olds 260 and 350 motors that debuted in 1977. These were used in all of GM's car lines from 1977 to 1985, and in the trucks from 1979 to 1981.

The earlier units especially had some serious issues, however much of the bad rap given to these engines is a lack of service and maintenence knowledge on the part of both the dealer network and the end consumer. Another big issue at that time was fuel quality. Diesel fuel of that era was plagued with high water content, which was a primary cause of head gasket and crankshaft failures.

Being that these motors were nearly identical to the Olds family of v8's externally, they would most likely be quite difficult to shoehorn into the engine bay of an f-body. They are much wider than an LS1 or chevy small block, I doubt one would fit without some serious massaging of the strut towers, if at all.

If one would fit, it would be a good candidate if milage rather than power was the primary concern. Reports of nearly 30 MPG in the trucks were not uncommon, and conservative driving could yield nearly 40 MPG in a less-than-featherweight G or B body car.