Has anyone had any experiences with the GM 4.3 V6 diesel?

I found one going cheap which was removed from a rangerover and still has the adaptor plate.
http://www.trademe.co.nz/Browse/Listing.aspx?id=49416675

I assume it's 3/4 of a 5.7 V8, the displacement matches. Are these a sleeved motor or would the ring problem the owner mentions be a possibly bore and bigger pistons?

Has anyone had any experiences with the GM 4.3 V6 diesel?

I found one going cheap which was removed from a rangerover and still has the adaptor plate.
http://www.trademe.co.nz/Browse/Listing.aspx?id=49416675

I assume it's 3/4 of a 5.7 V8, the displacement matches. Are these a sleeved motor or would the ring problem the owner mentions be a possibly bore and bigger pistons?

I am very familiar with the 4.3 gas engine and have found it to be a great little engine.
I have never even heard of the 4.3 diesel before this.

I would be worried that since its the same sort of petrol->diesel conversion and would have similar problems to the Olds 5.7 conversion. ie. it is part of the same class action lawsuit.

Google led me here
http://en.wikipedia.org/wiki/Oldsmobile_Diesel_V6_engine

There are two different versions of the engine, one has the BOP bellhousing and the other has the Chevy one.

Very interesting.

I was thinking it'd have to be a very average diesel to replace it with a leyland P76 v8 (4.4l evil twin of the rover V8).

It's not for me (I'm not trading my 4BD1T), but it could be worth it for the adaptors alone.

Has anyone had any experiences with the GM 4.3 V6 diesel?

I found one going cheap which was removed from a rangerover and still has the adaptor plate.
http://www.trademe.co.nz/Browse/Listing.aspx?id=49416675

I assume it's 3/4 of a 5.7 V8, the displacement matches. Are these a sleeved motor or would the ring problem the owner mentions be a possibly bore and bigger pistons?

Aloharover is right the 4.3L is a great little gas engine. They converted it to a diesel a number of years back and it was a real flop. I would stay away from it. Those were the one's in the US they may be different in other countries.

dan

The guy who I want to buy the engine is a diesel mechanic with the lifetime goal to build his own engine from the ground up.
He also owns four RRC's in various states of roadworthiness.

So this one could be close to perfect.:flipoff2:
Just look at the price.

It is 3/4 of the Olds 5.7. Which initally were problematic, but later engines (Goodwrench Replacements) were fine.

I did a lot of searching when I was considering a 6.5 chevy diesel (before deciding on Isuzu). It was apparent that the 5.7 olds diesel had a very bad reputation - was a converted gas engine and not durable enough for diesel.

I did a lot of searching when I was considering a 6.5 chevy diesel (before deciding on Isuzu). It was apparent that the 5.7 olds diesel had a very bad reputation - was a converted gas engine and not durable enough for diesel.

That's why this one is going so cheap. People who know what it is, don't want it. People who don't know what it is, don't want it either.
It looks like it'll sell for the price of the bell-housing and adaptors.

There's a clown trying to sell an olds V8 diesel on the same site. He wants $NZ4,500.:D
No bids.

My friend has had a few of the Olds diesels and liked them.
There's no doubt the early ones had problems, but the factory replacement "Goodwrench" engines were much improved.

Although the 6.2 was a ground up diesel design and more durable.

My friend has had a few of the Olds diesels and liked them.
There's no doubt the early ones had problems, but the factory replacement "Goodwrench" engines were much improved..

Do you know what GM reengineered to make the replacements any better?
After reading that GM lost the class action law suit on the V-8 diesel I never read anything about a redesign.
Didn't they stop making them in the early 80s or is it just that they stopped selling them here in the US?

Still think its funny that the GM conversion is so often blamed for turning americans off to deisel cars.

iv`e got the 4.3 v8 in a rrc, it goes like hell and sounds great, but does need a rebuild on the injector pump, huge clouds of black smoke...., think its the governer wieght retainer weight, moves loads.

the engine pulls really well, as fast as the rrc petrol...

Here's what my friend said about the Olds 5.7:

1) The 5.7 was not a redesigned gas motor, but designed to use some common parts from the Olds 350 gasser for cost efficiency reasons--such as valve train and water pump.

2) GM modified the engine by adding a roller cam and some thicker castings. Aftermarket roller cams for Olds 350s could be used as well.

3) The big problem was that owners treated them like gas engines. They didn't change the oil enough and they pushed them in stop-start local driving. Remember they were installed in big, heavy sedans and wagons. Drivers who used them for long distance trips and properly maintained them got good service out of them.

The Olds 5.7 diesel was made from 79-84. It suffered from broken cranks, blown heads, broken rocker shafts, broken oil pumps, etc. The problem was that GM tried to use too many gasser parts in the diesel and they were not up to the stresses caused by the higher compression ratios. In 81 they replaced or reworked the lower end and crank issues were gone. But It wasn't until the 83 production year that GM got the problems with the head worked out and by then it was too late. 4 years of broken head bolts, blown gaskets, and the early broken cranks was too much bad publicity.

It is possible to rebuild a pre-83 engine with all of the stronger bolts, longer threaded areas, etc.

I am not sure of the production years for the v-6 version. I would imagine that from 79-82 you would have the same problems in the v-6 as the v-8

Another interesting bit of info, there was a 4.3l v-6 and a 4.3l v-8.

Pete

GM rushed the 5.7 to meet the demands of an energy crisis.

The engine was best suited for highway use. I 've seen a bunch that ran well, but were junked after head gaskets went on high mileage rusty sedans.

The Olds diesels are interesting, they are definately NOT "just converted gas engines." A lot more effort went into these engines than people realize. Different blocks/heads etc. The lack of information and the wealth of disinformation out there makes people leery of these, and led to their demise in the '80s.


There are two versions of the 4.3L Olds V6. Blocks and heads are different between the two V6's- they were put in rear drive and FWD cars. Engines from FWD cars have the same bolt pattern as a 2.8. RWD have 350 Bolt pattern IIRC. THe 4.3s did not suffer from the same problems as the early Olds 350s. They were OK engines but not particularly exciting:

4.3 L olds Diesel 85HP @ 3600RPM and 165ft.lbs @ 1600RPM

Wow!:laughing:

There is some potential for higher performance but the engines did not live in production long enough for them to be expolited.

They would be an interesting conversion for a Series. I have 2 of the FWD engines but have yet to work out the details of the conversion. Parts are hard to find- but complete engines in vehicles generally are cheap. Some of these engines- particularly the 350s have blown headgaskets- the factory bolts were prone to stretching and this led to the head gasket problem. When people replace the headgaskets they often reuse the same-stretched- bolts and the problem repeats itself. The solution is to use different, better bolts.

More info on them here:
http://www.olds-diesel.com/
http://www.442.com/oldsfaq/ofedsl.htm



I've used them in Oldsmobiles with no great problems- They all outlived the cars themselves- that is why I am looking into the conversion myself.
Here is some info froma text file on my computer- i can't remember what website it came from though:

Olds Diesels come in a few varieties:
Oldsmobile produced diesel engines in 4.3L 263 CID V-6, 260 CID V-8 and 350 CID V-8 variety. The 263 V-6 diesel was available in Cutlass Cieras and Supremes from 1982 to 1985. It was also available in Ninety Eight Regencys in '85. All Diesels were discontinued for '86.
According to my sales handbooks and literature, the 4.3 V6 Diesel was optional on all Cutlass Supreme, Supreme Brougham and Calais models in '82, '83 and '84. This was in addition to the 5.7 V8 Diesel. Option code for the 4.3 was LT6 and retail price was $500 (opposed to $700 for the 5.7). The 4.3 was not available in RWD Cutlass Cruiser models.
The initial 260 and 350 diesels were very bad engines as they were delivered. Definitly, one of the major problems was an uneducated public and GM's unwillingness to do anything early on. Most people didn't have a clue about diesels and neither did the mechanics. Most likely that, coupled with bad fuel, and water in the fuel, and bad head bolts did them in. Engines of the first few years have everything from alternator mounts breaking, injector pumps blowing seals, to top end problems with head gaskets blowing, push rods bending, to rockers breaking. Generally the problems are with head gaskets blowing and injection pumps rusting.
According to a number of sources, the newer diesel engines were like night and day compared to the original ones. After Olds worked out the problems, many owners have 200,000 - 400,000 miles on them, and they are still going strong. The 260 diesel apparently holds up better than the 350 though.
1978 - 1985: Diesel production continued until 1985 when all diesels were discontinued for the 1986 model year. Diesel parts were being handled by Detroit-Diesel-Allison, and not Oldsmobile. Both AC-Delco and GM Goodwrench rebuilt 350 diesel engines are available. In terms of rebuilding, try a competent diesel truck mechanic. Olds diesels were also used in Chevy trucks.
1979 - 1980: The Olds 260 CID V-8 diesel, produced from 1979-1980, with a whopping 90hp and 170 ft/lbs of torque, it made the 2.5L "Iron Duke" motor look like a W-30 by comparison. I wonder why you never hear about buildups based on a "diesel-block 260"? Perhaps the only engine whose main journal bores were larger than the piston bores! (well, very nearly)
1982 - 1985: The 263 V-6 diesel was available in the Cutlass Ciera and Supreme from 1982 to 1985, 85 hp, 4.057" and 3.385" stroke. Basically a 350 with two cylinders chopped off. The V-6 Diesel was an option in the newly designed and FWD 1985 98.


Hope this helps,

Matt Nelson

The Olds diesels are interesting, they are definately NOT "just converted gas engines." A lot more effort went into these engines than people realize. Different blocks/heads etc. The lack of information and the wealth of disinformation out there makes people leery of these, and led to their demise in the '80s.


There are two versions of the 4.3L Olds V6. Blocks and heads are different between the two V6's- they were put in rear drive and FWD cars. Engines from FWD cars have the same bolt pattern as a 2.8. RWD have 350 Bolt pattern IIRC. THe 4.3s did not suffer from the same problems as the early Olds 350s. They were OK engines but not particularly exciting:

4.3 L olds Diesel 85HP @ 3600RPM and 165ft.lbs @ 1600RPM

Wow!:laughing:

There is some potential for higher performance but the engines did not live in production long enough for them to be expolited.

They would be an interesting conversion for a Series. I have 2 of the FWD engines but have yet to work out the details of the conversion. Parts are hard to find- but complete engines in vehicles generally are cheap. Some of these engines- particularly the 350s have blown headgaskets- the factory bolts were prone to stretching and this led to the head gasket problem. When people replace the headgaskets they often reuse the same-stretched- bolts and the problem repeats itself. The solution is to use different, better bolts.

More info on them here:
http://www.olds-diesel.com/
http://www.442.com/oldsfaq/ofedsl.htm



I've used them in Oldsmobiles with no great problems- They all outlived the cars themselves- that is why I am looking into the conversion myself.
Here is some info froma text file on my computer- i can't remember what website it came from though:

Olds Diesels come in a few varieties:
Oldsmobile produced diesel engines in 4.3L 263 CID V-6, 260 CID V-8 and 350 CID V-8 variety. The 263 V-6 diesel was available in Cutlass Cieras and Supremes from 1982 to 1985. It was also available in Ninety Eight Regencys in '85. All Diesels were discontinued for '86.
According to my sales handbooks and literature, the 4.3 V6 Diesel was optional on all Cutlass Supreme, Supreme Brougham and Calais models in '82, '83 and '84. This was in addition to the 5.7 V8 Diesel. Option code for the 4.3 was LT6 and retail price was $500 (opposed to $700 for the 5.7). The 4.3 was not available in RWD Cutlass Cruiser models.
The initial 260 and 350 diesels were very bad engines as they were delivered. Definitly, one of the major problems was an uneducated public and GM's unwillingness to do anything early on. Most people didn't have a clue about diesels and neither did the mechanics. Most likely that, coupled with bad fuel, and water in the fuel, and bad head bolts did them in. Engines of the first few years have everything from alternator mounts breaking, injector pumps blowing seals, to top end problems with head gaskets blowing, push rods bending, to rockers breaking. Generally the problems are with head gaskets blowing and injection pumps rusting.
According to a number of sources, the newer diesel engines were like night and day compared to the original ones. After Olds worked out the problems, many owners have 200,000 - 400,000 miles on them, and they are still going strong. The 260 diesel apparently holds up better than the 350 though.
1978 - 1985: Diesel production continued until 1985 when all diesels were discontinued for the 1986 model year. Diesel parts were being handled by Detroit-Diesel-Allison, and not Oldsmobile. Both AC-Delco and GM Goodwrench rebuilt 350 diesel engines are available. In terms of rebuilding, try a competent diesel truck mechanic. Olds diesels were also used in Chevy trucks.
1979 - 1980: The Olds 260 CID V-8 diesel, produced from 1979-1980, with a whopping 90hp and 170 ft/lbs of torque, it made the 2.5L "Iron Duke" motor look like a W-30 by comparison. I wonder why you never hear about buildups based on a "diesel-block 260"? Perhaps the only engine whose main journal bores were larger than the piston bores! (well, very nearly)
1982 - 1985: The 263 V-6 diesel was available in the Cutlass Ciera and Supreme from 1982 to 1985, 85 hp, 4.057" and 3.385" stroke. Basically a 350 with two cylinders chopped off. The V-6 Diesel was an option in the newly designed and FWD 1985 98.


Hope this helps,

Matt Nelson
It helps me feel all warm and fuzzy thinking about how good my 4BD1-T is. :D

While in college, a buddy's Dad bought one of the 350 diesel powered Pontiac big sedan - Bonneville ? - .

He thought it was great and had it forever. I'm sure that he religously changed fluids and filters - he's just that kind of guy - plus the fuel and oil were conveniently the same as those required for the IH tractors :) that he liked.

It must have been an early production year, like '79 0r '80.

The comments re short trips and city driving make perfect sense since they lived way out in the country and all their trips were mostly highway and definitely not short ones.

ymmv.

KAA

The 5.7 liter diesel blocks were considerably stronger than the gas blocks, there were some early Olds pro stock gas engines based on the diesel blocks.

As was said earlier, these engines did ok when they were used for highway miles and failed when used in city driving. Unfortunately they put a few in 2wd Chevy pick ups and that was a mistake as they weren't designed to be a heavy duty engine.

Gus

I have also heard that the lack of a water separator in the fuel system was a downfall.

I can remember my dad always liked the Mercedes diesel sedans but wanted to buy an American made car. He bought an early eighties Olds Cutlass diesel. He probably drove it just like any other car. He went thru 3 engines with broken cranks- the first 2 replaced under warranty. After number 3 died he called the local junk yard to come get the car which had less than 50k miles on the clock.

I have also heard that the lack of a water separator in the fuel system was a downfall.


Are they blaming water in the fuel for injector pump problems or head problems?

Water would cause the injector pump rusting and broken rods, etc.

Water would cause the injector pump rusting and broken rods, etc.


You wouldn't get enough water through an injector to hydraulic a cylinder.
On every squirt it'd be vaporised due to the air temp, then exhausted as vapour.

I know many people who've tried to run diesels on water, it didn't go, but didn't damage anything.

Maybe so. This what my Olds loving friend claims.

You wouldn't get enough water through an injector to hydraulic a cylinder.
On every squirt it'd be vaporised due to the air temp, then exhausted as vapour.

I know many people who've tried to run diesels on water, it didn't go, but didn't damage anything.

there are people using a water injection system to add water to the incoming air to cool the combustion chamber.
Propane injection, increased fuel, increased turbo boost all raise up the EGTs. Supposedly the h2O helps control them.