I am real interested in an idea of a Diesel explorer. Anybody know of somebody with one? It's been one of those thoughts that I think about now and then. I drive a School bus and just love the sound they make. Not to mention the power.
Anywho, we have a Ford Minibus or "short bus" for transporting all the sports equipment for team trips. So, questions......

Engine
I noticed that the engine compartment isn't really too big. I haven't been able to see the actual engine. But could that work? Has anyone tried it? The bus is one that has the Van front so it has the shorter front.

Gauges.
The display counsel is very similar to the one in my X and if the engine stuff were possible then could it be possible to modify the wiring/wiring harness to use the existing display with the Diesel computer? Just thinking.

Axle

I realize that the tranny/driveshaft/tranny would have to be upgraded as well due to the increase in torque. If anything could the rear axle/tranny/Driveshaft from the bus (not a Dually....ALthough, that might be cool) be used to replace the Ford 8.8/and all that stuff? If anything, you could go full width in front with a D60 or something like that to beef up the front and match the bus rear.

This would Ideally be done with a Donor bus, so everything from the bus would be there. I've driven our bus and it has pretty good pickup. I can't Imagen what that would be like in an Explorer. Obviously it would require alot of custom fabbing. but would it be doable?

Edit: also, does anyone know of a good site to find dimensions for different engines?

It's been done in a B2, but I don't know diesel engines, so I have no idea what this one came out of.

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:D That makes me happy. Sounds sweet. The burnouts rock as well.

The diesel Bronco II is pretty cool. We could never get away with a mod like that in Calif unfortunately.

I would think that one of the major hurdles would be to find a trans that could fit and survive behind the diesel engine.

4bt cummins is the common engine to use because they can be used in front of sbc transmissions which opens up the transfer case options as well plus they are about the right size but heavy

Oh you mean you couldn't just attach the Stock Transmission to a Diesel? Aren't those things super strong? :D

I wish I could just hop underneith that bus and take a look. Unfortunatly, I think the Mechanics might be like huh? what are you doing? Especially because they are very busy at the moment. We have like 5 buses down. We usually have one maybe two. Thanks for the replies.

4bt cummins is the common engine to use because they can be used in front of sbc transmissions which opens up the transfer case options as well plus they are about the right size but heavy

Hm.......I'll look into it.......I've heard Pros and Cons about the Engines.

how many liters is that diesel bronco it the turbo on it sounds sweet i like the sound of a whistling turbo.

here in Argentina we have ranger 3.0 turbo diesel... 175hp...
http://www.ford.com.ar/ford2007/
www.clubranger4x4.com.ar

This is a great idea. I have always wanted a diesel engine vehicle. So I did a quick search on google and found:

http://www.therangerstation.com/galleries/Explorers/DieselExplorer.htm

Its a 1992 Ford Explorer with a 3.9 Liter Cummins Diesel (turbocharged 4 cylinder). The engine is out of a Frito-Lay step van. Only problem with this one is that its not 4 wheel drive, so that could be a little tricky.

:bounce: Cool. That helps. Whoohoo. Anybody know any more about that explorer?

i was asked some questions in a pm at another board, and given a link to the explorer that somehow led me here. its an old thread but i am just gonna blow the dust off of it till i have a proper write up.(unless thats not ok, then just shit can this)


i currently run 60's in an 88 ext cab 4x4, which easily allowed a 6.5 swap. i tried to do the swap with the ttb k member, with the plan to move the ttb forward 2-3 inches and mod the k member slightly and still have to run a m/g starter and extensivly mod the oil pan and pickup. the point of all that was to see if ttb could be retained and run the 6.5 still....it wasnt feasible without custom oiling, though the post ttb trucks definatly look a bit more promising.

i tried to use my small block radiator but its just not cooling "comfortably" enough when beating on it so i hacked in the big radiator from the donor. this necessitated some work i didnt want to do, but paid off. unfortunatly i have busted two t case adapters(gm 4l80 units) turns out they rot here in the rustbelt pretty bad, so i plan to make a custom piece as it is in front of a ford 208 t case...normally its a jeep 208 in my rig, but i have busted all of the jeep units i had (44 inch tires and aluminum cases just dont mix). comparativly the jeep 208 is hard to find and can actually get pricey and the ford units are easy easy to find and super cheap.

to do this you have to swap in a 32 spline input and have some sort of clocking ring...but these are things i already had ....even if you dont they are cheap.. probably would cost new 120-180 bux or so for those pieces, so its not that complicated or a giant expense....of course if you have all chevy 4x4drivetrain stuff its a non issue naturally.

i have put the 6.2 in some jeeps and broncos, in the case of my 88 chassis its basically(save for the oil pan issues) the same as any sbc swap. i have done a few of those sbc swaps with the ranger as well.

and being so similar to an sbc swap i always wondered why more people dont do it.

well i knew why...unless you turbo these turds they are ####in nutless:p: compared to the small block that it replaced the na 6.5 i have is a turd. but it allows me to run various fuel blends and gets nearly double the economy. i literally have no cash out of hand in the swap as it was donated from one of my old workvans..and i scrapped what was left for top dollar. well back before scrap hit the shitter.


if this is actually something that will generate interest, i will likely have some more build details and some(few) pics together by march.

i am relocating the engine back more and need to repair my frame behind the cab as its busted now too..:D....due to the rust and the "testing" that also took out the t case adapters;) and warranted the cooling upgrade. i dont plan on having time to do that till after x mas...provided its done then i will have a 5 k run with solid data by feb/march as to the fuel economy ect..

if i do run into a low cost turbo before then i will get dyno numbers..but those arent cheap all said and done. i am saving for a gep crate engine now:salute:...those things are nice.


thats it in basis. i dont get on the pc much, but my home base is the rrorc.

i have an ancient web page at car domain which will be updated...
http://www.cardomain.com/ride/216733

..start checking it around march:thumbsup:





this is the newest pic i have before the swap, imagine the radiator headlight to headlight:D you dont have to put such a wide radiator in, but i used what i had...i mean, would you waste money on that pos if you didnt have to?



http://memimage.cardomain.com/member_images/12/web/216000-216999/216733_177_full.jpg

Ive been shoping for a 5.9L 12v for my sport. Its goin gto be a while. Im trying to shop down a complete swap truck so i can have the motor/trans/tansfer to work with/......

i would have the 6 over the four anyday. i dont like the ratty ass four slugger at all. i looked at some and drove a 2wd fullsize chevy with one swapped in. not for me. another guy bought it and put it in a jeep. after i thought about it i called the guy back to buy it and it was gone already...for 1000 bux i was stupid not to buy it and resell it.

i liked the 6.5 cause they are light and a v8 and pretty smooth not too mention reletivly quite compared to the 12 v and 4bt. the 3.3 ind is a nice engine though compared to the 4bt, just not as powerful. for a stockish daily driver rbv the 3.3 is perfect. i drive my truck alot on the road or i would not have done a diesel, and if i dont like the diesel after i ring this thing out i will likely do a 6.0 or 5.3 gm, the 5.3 makes power on par with my gt40 engine and gets better mpg.

comparing the cummins to the 6.5though...overall weight and packaging, not too mention i already had a 1ton van with a 6.5 i just took the easy way out really. that and they are cheap with military surplus parts heavy. that latest gep version is a monster. if it was gonna cost me more then 4-5 hundred to do the 6.5 i would have went with a cummins.

as long as i can avg 20 hiway i will be happy. the sb was killing me. and the 6.5 gobbles up the mix i run with no problems so my fuel costs are low.

if the 6bt was 300 pounds lighter i would prefer that. if i wanted big big power i would definatly have pursued that, but i plan to swap one in my one ton ford van when its stroker dies, but my 60's were supposed to be for the van too and they ended up in the ranger:rolleyes: just hard to find a cost effective 6bt.



in the case of a sport i would be tempted to mount the sport body on a fitted donor chassis like the ua jeep. just depends on the weight differences.

just real costly compared to the gm units, its not like i am gonna be towing heavy;) but at least with a cummins i could still go to the track and not shame myself making a pass

:confused:

http://www.explorerforum.com/forums/showthread.php?t=221605

problems with using the 6BT which is the 5.9 6 cylinder is the torque output. The ranger frame was never made for that kind of torque. But then again with enough time and money anything is possible even a 6.0 stroker race engine ;)

Other things to consider is a company called Phoenix Casting and Machine makes adapters for the industrial bell housing patterns opening a ton of small and medium sized diesels.

problems with using the 6BT which is the 5.9 6 cylinder is the torque output. The ranger frame was never made for that kind of torque. But then again with enough time and money anything is possible even a 6.0 stroker race engine ;)People who run a doubler transfer case put out way more torque than the 6BT can put out. Over a thousand foot pounds of torque is normal with a 1350-1354 doubler and a stock 4.0L engine.

In addition, engine torque numbers are only valid if there is an opposite force acting upon it (Newton's 3rd law). So if an engine can produce 600 ft/lbs of torque but the vehicle can not get grip past 400 ft/lbs (that is to say the tire slips after that number), then the vehicle will never see that 600 ft/lbs because the Earth can not push back on the vehicle after 400 ft/lbs -- in other words, a free spinning wheel has very little torque acting upon it.

problems with using the 6BT which is the 5.9 6 cylinder is the torque output. The ranger frame was never made for that kind of torque. But then again with enough time and money anything is possible even a 6.0 stroker race engine ;)

Other things to consider is a company called Phoenix Casting and Machine makes adapters for the industrial bell housing patterns opening a ton of small and medium sized diesels.

Im planning to use a complete running donor truck so I can swap in the motor/trans/transfer and all the needed accesories. The firewall and tunnel will have to be modded of course to clear. A few rangers have done the 5.9 swap. Also if i body lifted the truck there may be less moddification to the tunnel at least. Im looking for a 89-90 5.9L cummins. Those years had the Adjustable VE pump with the bigger injectors. Im planning to box in and reinforce the frame. Then custom running gear will have to be figured out but this is a little down the road anyways. i want to build the drivetrain and frame to be able to withstand turning up the torque levels down the road.

Newtons third law plays into supporting the engine as it pitches to the side, creating a twist the frame must resist with an engine weighs over double that of a 4.0. Also, 6BT put out about 450-500 ft lbs with in most stock forms without any gear reduction, an easy half of what you are claiming with the 4.0 with a doubler. Also with 600-1000 is not out of reason for a decently built cummins. Add any gear reduction and you have a wad more torque.

Fatigue strength is another factor with the added weight and constant torque output will fatigue joints in the frame. Fatigue is a very strange thing, it will show very little if any sign before a catastrophic failure.

For a street driven truck, frame reinforcement should be very high on the list but for the occasional driver probably not so relevant.

Im planning to use a complete running donor truck so I can swap in the motor/trans/transfer and all the needed accesories. The firewall and tunnel will have to be modded of course to clear. A few rangers have done the 5.9 swap. Also if i body lifted the truck there may be less moddification to the tunnel at least. Im looking for a 89-90 5.9L cummins. Those years had the Adjustable VE pump with the bigger injectors. Im planning to box in and reinforce the frame. Then custom running gear will have to be figured out but this is a little down the road anyways. i want to build the drivetrain and frame to be able to withstand turning up the torque levels down the road.

Somewhere cruising the net I found someone making a boxing kit maybe try searching here and some other ranger forums. Good luck and be sure to post some pics as this sound like a h$ll of a build:thumbsup:

Newtons third law plays into supporting the engine as it pitches to the side, creating a twist the frame must resist with an engine weighs over double that of a 4.0. I assumed the person doing the swap wasnt just going to weld straight to the chassis w/o doing any modificatoins to it -- along with stiffer coil springs, a new cross member (since the stock stamped one will have to be cut out), and all the little details.

Also, 6BT put out about 450-500 ft lbs with in most stock forms without any gear reduction, an easy half of what you are claiming with the 4.0 with a doubler. Also with 600-1000 is not out of reason for a decently built cummins. Add any gear reduction and you have a wad more torque.My argument was not about how much torque the 6BT is putting out, but rather that this RBV frame will handle it just fine because the RBV frame will probably never get to "see" all that torque. There isnt enough weight at the rear axle and no one is going to put their vehcle in 4wd while on asphalt so all that torque is going to go to the rear wheels which can not get enough grip to push back that same amount of torque but in opposite direction -- it will spin and break free. So even if an engine puts out 1,000 ft/lbs of torque but the amount of grip at the rear axle (weight at rear axle * coefficient of friction) is less than 1,0000 ft/lbs, then we will never see 1,000 ft/lbs. Its like pushing against a block of foam vs a brick wall -- no matter how strong you are (engine's rated torque), you wont be applying that much much force (torque) against that block of foam (the road) because if you do, the foam will just fracture and crumble (when the tires break free).

Well someday I hope to make it happen. the toughest part would be stifening the chassis up and all new running gears; suspesion, springs, rear end, crossmember, x braces you name it. I hope someday ill be able to dig in. I have found many full running 89-90 cummins rams for under 2000.

here is a few rangers that have doen the swap one is 2wd and the other is 4wd


http://www.supermotors.net/vehicles/registry/11421/32191

Well someday I hope to make it happen. the toughest part would be stifening the chassis up and all new running gears; suspesion, springs, rear end, crossmember, x braces you name it. I hope someday ill be able to dig in. I have found many full running 89-90 cummins rams for under 2000.

here is a few rangers that have doen the swap one is 2wd and the other is 4wd
http://www.youtube.com/watch?v=MgHixX37lb0
http://www.youtube.com/watch?v=3gastk7-eJY

http://www.supermotors.net/vehicles/registry/11421/32191

http://www.supermotors.net/getfile/295017/fullsize/picture-519.jpg
http://www.supermotors.net/getfile/536237/fullsize/dsc01748.jpg
http://www.supermotors.net/getfile/423897/fullsize/dsc01234.jpg

I understand of your arguments and I am not trying to burst bubbles. It is just some of these things you do not often see brought up with this kind of engine swap. Whether or not the torque will get to the ground, it is there and needs to be addressed for the off chance the truck does hook up. If they can make drag cars hook in the 10.5 classes anything is possible.

(Also, by arguing a little, I can pull a lot of good info out of everyone:D:thumbsup:)

a stock 12 valve non ic cummins isnt gonna tear up a rbv frame that is in good condition in a 2wd application. my frame on the otherhand would not qualify for such.

in a 4x4 if properly caged, i dont see it being to big a threat depending on terrain/tire size.


my 6.5 is na still and is not a threat for road use. eventually, even with the turbo installed....i dont have any worries but that is because i will be adding to the frames capacity due to age.

in the past i have cracked and repaired my frame due to (improperly:D)removing material to fit the bigger gassers in there..

the cummins is a better engine by miles, but i dont need it and like the quiet little 6.5...its reletivly smooth and i dont have any insulation whatsoever so the fact it is decent in nvh really lends me some arguement to use them.

just cant believe there are not alot more rangers with 6.2/6.5 diesels in them.

I used a cummins B3.3 and I got 32MPG my last tank. 2" Body lift but other than that all stock. I have a section dedicated to it on my website at www.mooktank.com.

mook!!

my explorer has a diesel. least it sounds like it sometimes anyway ;)

Haha, mine sounded like a diesel too, until I finally replaced the engine. Nice and smooth now.

Bobby,
You are right down the street from me. Mind if I check out your diesel Ranger? Looks like a cool project. I really wanted to do a similar swap on my '01 Sport, but didn't have much time for it to be down. Would have to keep the 4wd too, and I didn't want to have to figure all that out.

The diesel Bronco II is pretty cool. We could never get away with a mod like that in Calif unfortunately.

I would think that one of the major hurdles would be to find a trans that could fit and survive behind the diesel engine.
CA is not that hard on diesel conversions. I know of a 3/4 ton ford with a caterpiller diesel. He swapped out the motor, tranny, both axles and he boxed in the frame. He delivers 40' and 45' shipping containers with the truck, the used containers we can buy. CHP pulls him over all the time thinking he is over weight.

Haha, mine sounded like a diesel too, until I finally replaced the engine. Nice and smooth now.

Bobby,
You are right down the street from me. Mind if I check out your diesel Ranger? Looks like a cool project. I really wanted to do a similar swap on my '01 Sport, but didn't have much time for it to be down. Would have to keep the 4wd too, and I didn't want to have to figure all that out.




actually i moved away last spring. i am sure you know my rig though:roll:


some pics here. http://www.therangerstation.com/forums/showthread.php?t=35931 not sure if that link will work, i am working out of state but my older kids moved back to detroit and i am in the area often...lost my small detail write of what i did when i was working on it at cardomain...o i would have posted i already. i was hoping to find a clean ranger while working in florida and just swap the body before i went home at a junkyard, or the drilling pad i am workingat if a yard wouldnt let me work....


i would not have bet i could not find a gen 1 ext cab down here that was usable.....kinda bummed me out.

My last tank was 34mpg. I've also prevented about 2000lb of CO2 from entering the atmosphere. That's in 5000 miles.