Diesel conversion for IMP?

Anyone converted an IMP to diesel?

I make biodiesel, have for years. Run a couple Mercedes sedans on it. I know how to address the cold flow issues, and had on of my old sedans tricked out with fuel heater, filter heater, and even an ESPAR unit. I still have the espar sitting on the shelf. No plugging in, ever!

http://www.espar.com/products/fuel-...uct-selection/coolant-heaters/hydronic-5.html

BUT.. is the weight thing that big an issue. I know diesel rabbits are in demand (the old ones) for their bio burning ability. Maybe a toyota diesel?

I'm guessing if you are going thru the trouble.. you'd want a light weight diesel including an automatic transmission.

Maybe I'm showing my ignorance here.. but with an automatic... wouldn't you need a brake? What I mean is.. if you put a car in Drive, the car will creep forward. Wouldn't it do that in the cat? If you needed to shift the rear diff, you'd have to pop it into neutral wouldn't you? As the driveshaft would spin immediately in any gear??

JP

The 1450 Imp has an automatic transmission and does creep in gear at idle. It has a drive line parking brake. I would imagine the Imp has an emergency brake also?

you can pull back on both steering laterals they than work as brakes. as for diesels the 1.9 turbo would be the way to go, i've herd they are in abundance in Canada and there is an outfit that even makes a kit to retrofit the tdi diesels to the bosch ve pump

TDI is sketchy.. high fuel pressures and fuel that MAY vary in viscosity is a bad combination. My 'benzes would run on damn near peanut butter!

I've even done 'blending' 4 gals grease just filtered from the fries, combined with 1 gal of super unleaded. Ran fine.

Any idea where to find specs on engine weights? Guess I've got cart way in front of the horse. Don't even have the IMP in hand. This week I hope.

JP

Found this when I was researching, I assume you have the V4 which I think is the Essex.

= 327 lbs if I remember correctly

engine weight pounds comments

Ford Model A four 475
Ford 1600 Kent OHV 260
Ford 1600 CVH 282 (US Escort)
Ford 2.0 Pinto SOHC L4 320
Ford 2.0 Pinto 286
Ford 2.3 Pinto 328
Ford 2.3 Lima/Pinto L4 418 (also 2.0, 2.5)
Ford 2.3 Lima/Pinto L4 307
Ford 2.3 Lima/Pinto L4 450 (turbo)
Ford 2.3 L4 Turbo 380 Turbo T-Bird engine w/turbo, flywheel
Ford 2.3 Polimotor 152 plastic motor, experimental
Ford 2.3 Polimotor 168 plastic motor, experimental
Ford Germany Taunus V4 205 (and SAAB V4)
Ford/SAAB V4 230 1.5, 1.7L
Ford England Essex V4 327
Ford Zetec-SE 1.3 DOHC 202 1996 Fiesta
Ford Zetec 238

Ford Germany 2.0-2.8 V6 305
Ford Cologne 2.0-2.8 V6 380
Ford Capri/Pinto V6 365 2.6, 2.8L Cologne
Ford England Essex V6 379 (3 liter)
Ford England Essex V6 430
Ford England Essex V6 405
Ford 3.8 V6-90 351 (w/start, alt, less clutch)
Ford 3.8 V6-90 311 ("fully dressed")
Ford 3.8 V6-90 298 "complete"
Ford 3.8 V6 402
Ford Duratec 2.5/3.0 V6 360 ("fully dressed")
Ford CDW27 60 deg V6 365 "as delivered to assembly plant"
Ford/Mazda Mondeo V6 225 60 deg, all aluminum, 4v
Ford Taurus SHO 3.0/3.2 465 Taurus SHO V6
Ford 170-250 L6 385 (except Australian w/aluminum head)
Ford 4.2 V6 488 flexplate and front dress, no A/C compressor. Shipping wt w/skid
Ford 3.8L V6 376 1998 Mustang, dressed (dry)
Ford flathead V8 525 1932 model, integral b'hsg, iron heads
Ford flathead V8 569 ('53 239 CID)
Ford flathead V8 616 "complete with clutch and gearbox"
Ford Cosworth DFV 353 (racing engine, DOHC, 3.0L)
Ford 255 Windsor 468
Ford 289/302 V8 460 (late 5.0s are a bit lighter)
Ford 221-302W 460
Ford Indy 255 pushrod 360 all aluminum, 1963
Ford Indy 255 DOHC 400 1964, later known as Foyt Coyote V8
Ford 5.0 V8 450
Ford 5.0 V8 411 89 Mustang 5.0 GT (dry) inc: manifold, carb(?), headers and alternator. Not inc: starter, smog pump, power steering pump, AC compressor,flywheel
Ford BOSS 302 500
Ford 351 Cleveland 550 (includes BOSS and Australian 302-C)
Ford 351 Windsor 510
Ford 351 Windsor 525
Ford 351M-400 575
Ford Y block V8 625 (272-312 CID)
Ford FE big block 650 (332-428 CID)
Ford FE big block 670 ('59 352 CID)
Ford FE 625
Ford 427 SOHC 680
Ford 429/460 V8 640
Ford 429-460 720
Ford 460 V8 720
Ford BOSS 429 680 (iron block, aluminum heads)
Ford BOSS 429 635
Ford 4.6 SOHC 530 iron block, aluminum heads
Ford 4.6 SOHC 473
Ford 4.6 SOHC 600 (Mustang)
Ford 4.6 DOHC 464 "9 pounds lighter than SOHC"
Ford 4.6 DOHC 437 without accessories
Ford 4.6 DOHC 521 aluminum block and heads
Ford 4.6 DOHC 576 (Mustang)
Ford 4.6L (SOHC) 529 w/flywheel 1998 Mustang, dressed (dry)
Ford 4.6L (SOHC) 492 w/flexplate 1998 Mustang, dressed (dry)
Ford 4.6L (DOHC) 535 1998 Mustang, dressed (dry)
Ford Taurus SHO 3.2 V8 390 Taurus SHO V8, no accessories

anthonydoldd said:

Found this when I was researching, I assume you have the V4 which I think is the Essex.

= 327 lbs if I remember correctly


Ford/SAAB V4 230 1.5, 1.7L
Ford England Essex V4 327

Click to expand...

Wouldn't it be the saab one? same as saab sonnet?

JP

yes the v4 same as the sonnet also used in older sprinkler systems on farms that is where I used to get parts for the sonnet I used to work on. as for the tdi I suggested it because the block is supposed to be more robust, with a ve conversion I would think it would have to be both simple and reliable even for your veggie oil conversion .the early 1.6n and 1.8 engines seemed to be a little under built for anything other than a a wabbit. food for thought I think audi made a 5 cylinder diesel they may be a little rare in the us that may be just the ticket

Sorry may have gotten them backwards it's been a cpl years. I thought it was the Essex engine maybe it was the taunus

Snowtrac Nome said:

food for thought I think audi made a 5 cylinder diesel they may be a little rare in the us that may be just the ticket

Click to expand...

This`d be the VW 2,5l 5cyl TDI, for example the ACV. They was a version with 102hp and one with 150hp. Later models even got 174hp. Got one in my T4 Van and just loving it...

I don't do a thing to the cars. The work is all in the fuel. There's a bunch of different terms here.

WVO - Waste Vegtable Oil
UCO- Used cooking oil.
WMO- Waste motor oil.

I make home brew biodiesel. Without all the chemistry (it's not THAT complex).. I heat UCO and add it it a mixture of methanol and a lye. In layman's terms.. it takes the 'thick' out of the grease. The 'B100' can be mixed with diesel or run straight in my cars.

Some people make or buy 'kits' that allow them to run UCO or WVO in their diesels STRAIGHT. This is done by heating the grease hot enough to spray thru the diesel nozzles and atomize right. This is usually done with a 'two tank' kit which has you run on the regular fuel tank, till the radiator fluid can heat the grease tank hot enough. I've chosen not to modify my cars.. my current driver is a one owner 91 that's never seen snow. Still has the factory inspection card in the ashtray. I bought it at 22 years old with 27k on the clock.

I don't need much for horses... 75 or 80 would be fine.. quite and increase over the V4's 56hp. I suppose if I could get a OC12.. lift it, big diesel power... HMMMMM..

JP