I am using the original mechanical lift pump, but have fitted an electrical fuel pump to the chassis rail close to the mechanical pump. This assisted in the initial priming and will be left in position as a backup or for any future need to prime the system.

The Ford throttle cable was unsuitable for modification so I reverted to my usual choice of cable for this type of situation. I used a good quality bicycle rear brake cable. These are a tenth of the cost of automotive cables and the good quality ones are Teflon lined.

A second battery was installed next, then a Pontiac starter motor in good condition was obtained, but the aluminum nose casting had to be changed (they are fitted to the opposite side of the engine). The fuel system was easily purged of air after loosening the injector fuel lines and leaving the glow plugs out so the engine could spin easily. Once fuel was evident at the injectors I replaced the glow plugs, tightened the injector lines and the engine fired up almost immediately. A quick trip around the block saw plenty of blue smoke as the excess oil and fuel (the result of the oil I had squirted into each cylinder when I first turned the engine over after its lengthy state of immobility and the fuel from the air purging process). A quick look around confirmed there were no fuel, oil or water leaks.

The second trip was not without problems, as I climbed a fairly steep gradient the engine developed a terrible knock which subsided once I eased off the throttle. I had covered about ten miles when this happened and was about six miles from home. Whilst not really knowing what the knocking was (and although being inexperienced with diesel engines), I was confident it was not the bottom-end of the engine. The knocking seemed to me like a valve or push rod, so I got the rest of the way home on a light throttle. Once home I checked my Haynes engine manual. Under Knock it lists injectors as probable and one or two other causes as possible. A diesel injection service specialist located the faulty injector and now I have a smooth running 6.2L diesel.

I recently made a 300 mile round trip which included about 60 miles of stop and go driving in the city with the remainder mainly in fifth gear. I was impressed by a 20 miles per gallon (Imperial gallons) fuel consumption.
The gearbox currently being used is from a Toyota 2.8 liter turbo diesel van, this was chosen for convenience as suitable bell housing and clutch were readily available from a local Hot Rod shop, but a heavier box will need to be fitted for serious towing. The overdrive fifth gear through a 3.70 differential produces a speed of 60 mph at 1500 rpm.

This conversion project has turned out quite well and I am pleased with the flexibility of the 6.2L diesel engine.

Rod Gudgion, Member #514
Victoria, Australia

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