More of the latest FNG.... Common-Rail Conversion and WVO
 

A few questions. First, I have a 1982 6.2L Detroit. Is it a likely candidate for conversion to a common-rail system? Would it be worth doing? What are the advantages of the stock mechanical pump versus the advantages of a common-rail system?

I have a relative who runs WVO in his 1993 2500 GMC with a 330k mile 6.2. He claims to mix 5 parts filtered WVO with 1 part gasoline, dump it straight in the main diesel tank, no separate system or heaters. This works out to 15-17% gasoline. He claims it runs fine, although he has admitted losing 7 miles per gallon (28 on diesel vs 21 on his veg-gas-oil). Knowing the different characteristics of diesel and gasoline, I think it is just a matter of time before his injector pump and/or pistons fly apart. Am I wrong?

Dont know on the WVO, not my area of expertise.

And I highly doubt the commonrail conversion on a 6.2 would even be possible, much less easy or worth it. Why do you want commonrail injection for, more power, mpgs, what?

Mainly just want to lose the noise of the mechanical injection if possible. I heard it can improve efficiency as well. It's not a big deal, just wondered if it was possible or worth it.

If you have to ask that general of a question, then consider it impossible to convert the 6.2 to common rail. The mechanical and electronic fabrication required is several thousand flavors of "not worth it". If you are really that interested, find a common rail engine.


Mixing gasoline with WVO is really not the "right" way to do it. It can work, but it's not the best thing to do. WVO really isn't the best thing to do either... Especially not by lacing it with gasoline. It might save you some money in the long run, not nearly as good as a heated second tank or external biodiesel refinery though.

Like I said, not that big of a deal, I was just curious how involved it was. Obviously it's as bad as I expected...

Re: More of the latest FNG.... Common-Rail Conversion and WVO
 

Well you would have to get fuel rails, a pump, lines and commonrail injectors that will fit and work, a ficm wiring and some way to tell the ficm which injector to open and when ie cam crank position sensor, then you have to fab all this up and get it to communicate right lots of fab time custom parts etc which means either lots and lots of your time or lots of your money, or quite possibly both!

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Would be much easier to swap in a Duramax or CR Cummins, and believe me neither of those would be easy either.