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-   -   Diesel to gas reversion (https://6066gmcclub.com/showthread.php?t=49024)

bigblockv6 October 3rd, 2015 04:56 AM

Re: Diesel to gas reversion
 
Quote:

Originally Posted by bigblockv6 (Post 59468)
Myself, I would not waste time and money on the 305, just go with a bigger V6. I pulled the 305 out of my 68 K2500 and replaced it with a 478M V6. Putting a 3.86 stroke in a 305 will require custom pistons, the longer stroke will make the pistons travel slightly above the bore, some say you can have the stock pistons machined down. You want a stroker V6 GMC made a 379 from 1973-74, basically a 351 with a 478 crankshaft. Same thing with the 432, a 401 with a 478 crankshaft.

The 3.86 crankshaft has eight mounting bolts to the flywheel along with external balancing on the flywheel and front balancer, the 305 has six flywheel mounting bolts and is internally balanced. You would be putting way to much money into a 305 just to accomplish and extra 25-30 more cubic inches, just not worth it:lolsmack2::noway:

GMJakers13 October 8th, 2015 12:03 AM

Re: Diesel to gas reversion
 
I appreciate the input. As far as cubic inches go it really doesnt matter. I understand its a different application but I built a few SBC stroker 305s and really liked the outcome. I like to play and build things just to see what happens, and was just curious. Now I need to find someone that knows about these PSJ injector pumps.

LEWISMATKIN October 14th, 2015 05:09 AM

Re: Diesel to gas reversion
 
Hi gang! It's been a long time since I have posted on this group. As for the T/F, my deceased dad (Lewis Sr.) said he saw one dh478 converted back to gasoline, but their is a great deal of conversion to do to make it a gasser. And with such a weak crankshaft, why would anyone want to do a conversion?? T/F cranks cannot be cut to an undersize bearing unless the shaft were either chrome plated or rehardned. Anyway, it is good to see the group still up and running. Take care & God bless,

Lewis Ellis Matkin, Jr.
Ridge Manor, Fla
1965 1002 305e

FetchMeAPepsi October 14th, 2015 01:37 PM

Re: Diesel to gas reversion
 
Quote:

Originally Posted by LEWISMATKIN (Post 59583)
Hi gang! It's been a long time since I have posted on this group. As for the T/F, my deceased dad (Lewis Sr.) said he saw one dh478 converted back to gasoline, but their is a great deal of conversion to do to make it a gasser. And with such a weak crankshaft, why would anyone want to do a conversion?? T/F cranks cannot be cut to an undersize bearing unless the shaft were either chrome plated or rehardned. Anyway, it is good to see the group still up and running. Take care & God bless,

Lewis Ellis Matkin, Jr.
Ridge Manor, Fla
1965 1002 305e


LEWISSSSSSS!

We were just wonderin about you a few months ago. Good to see you back!:upyes:

Ed Snyder October 15th, 2015 02:38 AM

Re: Diesel to gas reversion
 
Quote:

Originally Posted by LEWISMATKIN (Post 59583)
Hi gang! It's been a long time since I have posted on this group. As for the T/F, my deceased dad (Lewis Sr.) said he saw one dh478 converted back to gasoline, but their is a great deal of conversion to do to make it a gasser. And with such a weak crankshaft, why would anyone want to do a conversion?? T/F cranks cannot be cut to an undersize bearing unless the shaft were either chrome plated or rehardned. Anyway, it is good to see the group still up and running. Take care & God bless,

Lewis Ellis Matkin, Jr.
Ridge Manor, Fla
1965 1002 305e

Welcome back to the forum, Lewis! We've missed you and your expertise!

LEWISMATKIN October 21st, 2015 03:39 AM

Re: Diesel to gas reversion
 
the problem with turbocharging a diesel engine is that the compression ratio must be lowered in order for the engine to operate without melting the pistons or bending the connecting rods. In the other GM diesel (series 71) the compression ratio went down from 21.5 to 1 to 17.5 to 1 and the connecting rods had to be changed because they were of a different material.

Cordially,
Lewis Ellis Matkin, Jr.
Ridge Manor, Florida
1965 1002 305E V6

turbobill October 21st, 2015 10:27 AM

Re: Diesel to gas reversion
 
My DH478 has an advertised compression ratio of 17.5:1. Makes it plenty suitable for turbocharging.


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