Efficient Diesel Engine Conversions

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Efficient Diesel Engine Conversions

An Appropriate Solution for Light and Heavy Duty

Work Trucks

Spencer Steelman

2003

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Summary

Most of us are dependent upon petrol-‐powered vehicles for everyday commuting, recreation and work use. As concerns arise for global warming,

environmental impact, and soaring fuel prices, most of us are left wondering how to address the problems. For the automobile industry hybrid-‐electric and electric plug-‐ In technology is advancing and slowly working its way into the market. This is a great approach for combatting these problems but what about the work vehicle? Those who depend or their light duty or heavy duty trucks are stuck paying more at the pump with out any hybrid-‐electric/plug-‐in options. There is simply nothing on the market for true work vehicles to help with these problems. My solution is to swap more fuel efficient diesel engines into these older work trucks for greatly improved fuel economy and an over all lower environmental impact.

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Current State of U.S. Work Vehicles

During the past century, automobiles in the United States have notoriously been known for high fuel consumption rates. Most of the vehicles in the U.S. are gasoline consumers. Not until recent years have we begun to see national attempts to decrease fuel

consumption. However, there were some more efficient diesel engine options manufactured between 1957 and 2001. These engines are virtually unknown to the average American, thus being lost in the pages of time.

Currently, hybrid-‐ electric/plug-‐in technology is sweeping the stage and making headlines for its incredible efficiency over traditional options. Hybrid-‐ electric technology has vastly improved since its debut with the Toyota Prius in 1998. Now, in 2013, there are even several plug-‐in electric versions of automobiles available to consumers. This, by far, has proven to be the best option for the average auto owner. Tailpipe emissions have been drastically reduced while overall automobile pollution is still staggering.

The Problem

Compact hybrid-‐electric/plug-‐ in cars are wonderful for the masses but what about rural America or where heavy work requirements are needed? Those who commute long distances daily to large metropolitan areas will benefit from hybrid-‐

electric/plug-‐in technology, however, the farmer, contractor, auto

technician, etc. may not. These

individuals on average require the use of a heavier duty, long-‐range vehicle with a truck bed for their everyday task. Not only is a tough and durable vehicle needed, they usually require a more powerful engine to haul their heavy payloads. Currently, hybrid-‐ electric/plug-‐in technology is unable to supply the need. Most tradesmen are left driving a very fuel inefficient six or eight-‐cylinder engine. Most are gasoline consumers and the few diesel options are very large displacement engines with limited gearing.

Even if there were hybrid-‐ electric/plug-‐in options available most of these individuals could not afford to purchase the new vehicle. There is also the problem of natural resource depletion. If everyone were

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to purchase a new vehicle would there not be a large amount of wasted embodied energy left in the old

vehicles? Upon purchasing a new auto, something has to be done with the old one. According to (Appendix A.) “What happens to all the millions of perfectly good used cars? Did it not take resources to create them as well? You might say that recycling the old car is the answer, but not the entire car is recyclable and it also takes energy to redirect the resource.”

Solution

I am proposing the solution of appropriately converting work vehicles into fuel-‐efficient machines while supplying the work demand needed. I will be using 3, 4, and 5 cylinder diesel engines because of their efficiency over traditional large displacement gasoline and diesel engines. These engines are the ones that were briefly mentioned above, manufactured from 1957 -‐ 2001. All conversions will be mechanical

injection pump engines, meaning they are non-‐electronically controlled for ease of conversion, maintenance, simplicity, and longevity.

These engines are readily available and can be found in junkyards, internet suppliers, and various other places. They all have a vast array of parts available both aftermarket and O.E.M. (Original Equipment

Manufacturer). The overall cost to convert a vehicle would be cheaper than that of a new, slightly more efficient model. All of these engines are also biodiesel and waste vegetable oil compatible thus improving the environmental impact of work trucks.

Light Duty Trucks

The vast majority of work may be accomplished with a light duty pickup truck like one of these popular models listed by manufacturer.

• Chevrolet (S-‐10) • Dodge (Dakota) • Ford (Ranger)

• Jeep (Comanche and J-‐

Series)

• Toyota (Pickup,

Tacoma, T-‐100)

In fact, most tradesmen already have one of these along with a heavy-‐duty truck. It is simply all around cheaper, more environmentally friendly, and

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overall more efficient to operate a light duty truck whenever possible. Fuel economy may be greatly increased by utilizing these options below.

The conversion process will basically consist of the same task and parts requirements for all the vehicles mentioned above. I will be showing the conversion requirements for my Toyota 4x4 Pickup. However, this will give a general idea of conversion cost for other light duty trucks as well. Materials and prices will be listed in the budget section.

Light Duty Test Vehicle Specifications

• 1986 Toyota Pickup 4x4 • 22r 2.4L 4 cylinder Gasoline

Engine

• 97 hp & 129 lb.ft. Torque • 5-‐Speed Manual Transmission • 17mpg Avg. Fuel Economy • 22r Weight Approximately 350

lbs.

Mercedes Benz OM617

When diesel engines are discussed this one almost always emerges somewhere amongst the

conversation. The 0M617 5-‐cylinder was introduced to the U.S. in 1978 and is among the most reliable diesel engines ever manufactured in the world. These engines were not overly powerful but were very economical. My father owns a Mercedes Benz 300D with this engine. He averages 32-‐35 mpg and has over 310,000 miles on the car. This car is

Figure 1. Mercedes OM617 Engine what sparked my fascination with diesel engines.

Engine Specifications

• Manufactured Between 1978

and 1985

• 3.0L Inline 5 Cylinder Turbo • 80hp -‐125hp & 180 lb.ft.

Torque Depending on Year Model

• Weight Approximately 600 lbs. • Rumored Economy in Light

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Pre-‐1998 Volkswagen TDI

Volkswagen introduced their line of 1.5L and 1.6L diesel engines to the consumer market in 1970. They were a success and later on used the same engine for industrial

applications in Europe. Many feel that the Volkswagen line of diesel engines is equal to the Mercedes Bens OM617. They were introduced as a naturally

Figure 2. Volkswagen 1.9L TDI

aspirated indirect injection and in 1993 evolved into the 1.9L Turbo that lasted through 1997. I will be testing the 1993-‐1997 1.9L because the turbo increases its efficiency. These engines are smaller than the Mercedes Benz OM617 but tend to be a little more expensive to purchase. Many have

claimed an average of 50 mpg with their Volkswagen Diesel.

Engine Specifications

• Manufactured 1993-‐1997 • 1.9L TDI 4 Cylinder (Turbo

Charged Direct Injection)

• 90hp & 155 lb.ft. Torque • Weight Approximately 400 lbs. • Rumored Light Duty Pickup

Economy 30-‐35 mpg

Heavy Duty Trucks (1_/₂_{-‐ 1 ton)}

For those jobs where a light duty truck is insufficient a heavy-‐duty truck is used. These include the popular ½ ton – 1 ton trucks listed by manufacturer below. • Chevrolet (Scottsdale, Cheyenne, 1500, 2500, 3500) • Dodge (D150, D250, D350, 1500, 2500, 3500) • Ford (F-‐100, F-‐150, F-‐250, F-‐ 350, F-‐Super Duty) Typical work trucks come with a minimum of a V-‐8 and sometimes a V-‐ 10 gasoline engine. The problem here is that a big block gasoline engine is extremely inefficient with fuel economy ranging from 5 mpg -‐ 16 mpg depending on engine and truck

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size. Most ¾ ton and up trucks are available with a diesel option. Ford and Chevrolet both offer V-‐8 Diesels while Dodge offers the Inline 6 Cummins 5.9L. The diesel options with the exception of the Cummins rarely ever see more than 16 mpg unloaded while the Cummins 5.9L may reach 22 mpg unloaded. We discuss fuel economy in unloaded miles since no cargo weighs exactly the same. I will be discussing the conversion requirements for my 1997 Ford F-‐Super Duty. However, this will give a general idea of conversion cost for other heavy-‐duty trucks as well. Materials and prices will be listed in the budget section.

Heavy Duty Test Vehicle Specifications

• 1997 Ford F-‐Super Duty • 2wd 5-‐Speed Manual

Transmission

• Dually with 12’ Dump Bed • 7.3L Powerstroke Diesel • 250 hp & 520 lb.ft. Torque • Weight Approximately 950 lbs. • Fuel Economy Average 10-‐13

mpg

Cummins 4bt & 6bt

Many will argue that Cummins founded in 1919 is the supreme diesel engine builder. 1989 Cummins

debuted the B-‐series, which was an instant success. The inline 4 and 6 configuration allowed the B-‐series to produce more low end torque than any other truck diesel offered for years to come.

Figure 3. Cummins 3.9L 4bt

Low RPM combined with fewer cylinders made the Cummins B-‐series the most fuel-‐efficient truck engine money could buy. There are numerous parts available for these motors while most are interchangeable between the 4bt and 6bt.

4bt Engine Specifications

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• 3.9L Inline 4 Cylinder Turbo

Direct Injection

• 105 hp & 265 lb.ft. Torque • Weight Approximately 750 lbs. • Rumored Fuel Economy 25-‐30

mpg Unloaded

• Better for ½ -‐ ¾ Ton

Conversion than 6bt 6bt Engine Specifications

• Manufactured 1989-‐1998 • 5.9L Inline 6 Cylinder Turbo

Direct Injection

• 160 – 215 hp and 400 – 440

lb.ft. Torque

• Weight Approximately 975 lbs. • Rumored Fuel Economy 18-‐22

mpg Unloaded

Figure 4. Cummins 5.9L 6bt

• Better for 1 Ton Applications

than 4bt

Detroit 3-‐53T & 4-‐53T

Detroit Diesel founded by General Motors in 1937 will forever be known for their “Screaming Detroit” two-‐cycle diesel engines. They are very unique and millions of them were manufactured. Detroit Diesel manufactured a total of five different two-‐cycle diesel families between 1937 and 1986. We will be focusing on the 53 series engine family that was introduced in 1957. All of these engines are considered industrial grade with extremely heavy engine blocks. Most even include a factory Jacobsen Engine Brake. They are very durable and are capable of producing enormous amounts of power for their small displacement. The two-‐cycle design allows

combustion with every rotation of the crankshaft unlike it’s four cycle cousin that combusts every two rotations. This allows the power to displacement ratio to be dramatically increased over the four-‐cycle.

Detroit Diesel engines are tough when it comes to adapting to transmissions of other vehicles and most swaps require custom

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The shortcut to this problem is to find a junk vehicle and use factory

transmission that is already mounted to the Detroit Diesel. Most of these transmissions are industrial 9 and 10-‐ speeds which is a much better option for towing heavy cargo anyways.

Figure 5. Detroit 3-‐53T

3-‐53T Engine Specifications

• 3 cylinder – 53 Cubic

Inch per Cylinder -‐ Turbo

• 131 hp & 229 lb.ft.

Torque

• Weight Approximately

950 lbs.

• Rumored Fuel Economy

20 mpg Unloaded

• Better for ½ Ton – ¾

Ton Conversions

Figure 6. Detroit 4-‐53T

4-‐53T Engine Specifications

• 4 Cylinder – 53 Cubic

Inch Per Cylinder -‐ Turbo

• 175 hp & 400 lb.ft.

Torque

• Weight Approximately

1300 lbs.

• Rumored Fuel Economy

20 mpg Unloaded

• Better for 1 Ton

Conversions

Budget

Overall cost of successfully converting these engines will be moderately expensive projects but not anywhere close to that of what a hybrid-‐electric/plug-‐in electric would cost if it were to be available. It would also be more cost effective than that of a new slightly more efficient truck.

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It will not be an easy task and will require an understanding of mechanical systems and metal fabrication. I will be converting one light duty truck and one heavy-‐duty truck with the engines that can be purchased for the best price. Trucks to be converted and tested are the same ones as used above. All of the

conversion cost charts are general ideas of what the total expense would be. I have performed a few

restorations and engine swaps over the years and know that it is almost impossible to predict the exact cost just because every project differs from one another.

Table 1. Mercedes Benz OM617 Budget

Part Cost Quantity Total Supplier

Good Used OM617 $1,000.00 1 $1,000.00 Junk Yard

Adapter Plate $775.00 1 $775.00 4x4 Labs

Toyota Clutch $110.00 1 $110.00 Napa

Fuel Lines/Filters $100.00 1 $100.00 Napa

Motor Mounts $100.00 1 $100.00 Ebay

Misc. Steel/Fasteners $200.00 1 $200.00 Tractor Supply Co

Exhaust Work $300.00 1 $300.00 Local Shop

Clutch $210.00 1 $210.00 ATC

Total $2,795.00

Table 2. Pre-‐1998 Volkswagen TDI Budget

Good Used '93-‐'97 TDI $2,000.00 1 $2,000.00 Junk Yard

Adapter Plate $475.00 1 $475.00 Acme Parts

Clutch $210.00 1 $210.00 ATC

Total $3,385.00

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Table 3. Cummins 4bt Budget

Used 4bt $2,000.00 1 $2,000.00 Junk Yard

In-‐Frame Rebuild Kit $475.00 1 $475.00 Ebay

Adapter

Plate/Clutch/Starter $1,400.00 1 $1,400.00 Ebay

Total $4,535.00

Table 4. Cummins 6bt Budget

Used 6bt $1,500.00 1 $1,500.00 Junk Yard

In-‐frame Rebuild kit $595.00 1 $595.00 Ebay

Adapter Plate/

Clutch/Starter $1,400.00 1 $1,400.00 Ebay

Total $4,155.00

Table 5. Detroit 3-‐53T Budget

Used 3-‐53T with

transmission $2,000.00 1 $2,000.00 Junk Yard

In-‐frame Rebuild Kit $875.00 1 $875.00 Diesel Specialist

Total $3,575.00

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Table 6. Detroit 4-‐53T Budget

Used 4-‐53T with

transmission $3,000.00 1 $3,000.00 Junk Yard

In-‐frame Rebuild Kit $1,088.00 1 $1,088.00 Diesel Specialist

Total $4,788.00

Conclusion

Not everyone is able to purchase a newer more fuel-‐efficient truck but with this information these conversions listed are not impossible. This would be a wonderful approach for reducing the average work trucks carbon footprint drastically. If implemented this would prevent the mining of millions of tons of natural resources. It may be costly but it not a drop in the bucket when compared to a new truck. When its over you will not have a new truck but you sure will have a unique ride that is capable of operating on biodiesel and vegetable oil.

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Bibliography http://en.wikipedia.org/wiki/Toyota_R_engine http://en.wikipedia.org/wiki/Mercedes-‐Benz_OM617 http://www.acmeadapters.com/store_engine.php http://www.hpamotorsport.com/tdiconversions.htm http://www.mercedesdiesel4x4.com/ http://en.wikipedia.org/wiki/Volkswagen_Passat_(B4) http://en.wikipedia.org/wiki/Ford_Power_Stroke_engine http://en.wikipedia.org/wiki/Cummins_B_Series_engine http://www.cumminsdieselspecs.com/4bt.html http://www.cumminsdieselspecs.com/12v.html http://en.wikipedia.org/wiki/Detroit_Diesel http://www.barringtondieselclub.co.za/353DetroitDiesel.html http://www.adieselengine.com/new_page_1.htm http://image.dieselpowermag.com/f/tech/dodge/1204dp_million_mile_cummin s_rebuild/40502448/1204dp_01%2Bmillion_mile_cummins_rebuild%2Bcummi ns_6bt_on_engine_stand.jpg http://www.legacypowerwagon.com/assets/images/cummins_4bt_39_literturb o-‐diesel.jpg http://www.peachparts.com/shopforum/attachments/diesel-‐ discussion/20006d1090957897-‐nekkid-‐om617-‐om617.jpg http://deas.com.au/content/engines/detroit/453/udr_spec_3/P1010522.jpg http://www.evwparts.com/images/EngineTDI_ALH.jpg

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Appendix A.

Appropriate Automobile Drive Conversions

Automobile fuel economy is unacceptably low for the average owner and we seem to feel that the only way to combat this problem is to purchase a new, more fuel-‐efficient car. The problem is what happens to all the millions of perfectly good used cars? Did it not take resources to create them as well? You might say that recycling the old car is the answer, but not the entire car is recyclable and it also takes energy to redirect the resource.

My solution is to research the conversion of used vehicles into more fuel-‐ efficient cars while consuming less energy and resources than building new cars. I will be looking into the possibilities of electric vehicle conversions for smaller commuter vehicles. For larger vehicles/work vehicles I will be researching Volkswagen 4 cylinder and Mercedes Benz 5 cylinder diesel engine swaps. These diesels have far greater fuel efficiency than gasoline competitors while offering the option of bio-‐diesel.

I will need to purchase two older vehicles, one smaller commuter and one heavier work vehicle. I will purchase a junkyard diesel engine that I feel is the best value. A bell-‐housing adapter will be purchased from Advance Adapters. I will be purchasing an EV kit from an online resource and then begin my project. I feel that the project can be completed within 1 – 1.5 years. I will need $15,000 dollars to purchase the materials. I will supply the garage and all tools needed for the projects. I feel that I am qualified for this project. I am a senior in Appropriated

Technology and Environmental Design at Appalachian State University. I have been a mechanic all of my life and currently work for Sterling Trucking in Hamptonville, NC as an 18-‐wheeler mechanic. I am confident in my abilities to complete this project successfully.