MILRET45
Member
- 83
- 1
- 8
- Location
- LA GRANGE, TX
Back around the turn of the century, or shortly thereafter, I picked up a nice straight rust-free M715 from the GSA in Arkansas. I got the truck back to OD from fire department red with the exception of the dash. I ran the truck a little but it soon turned into a non-runner with low compression on two adjoining cylinders. The truck went into storage for quite a while I pondered an engine rebuild or some other direction.
Four or five years ago I scored a HMMWV 6.2 take out through GL at Fort Polk which got me to thinking about doing a straight 24V diesel conversion on the M715 using a CUCV trans and transfer case. I had the 24V injection pump on the take out to which I added a CUCV oil pan and oil filter mount. I got a HMMWV wiring harness off EBAY and proceeded to strip out only those circuit pieces I needed. A CUCV terminal block went on the firewall for a 24V feed source, a 24V golf cart relay was purchased for the glow plug circuit and a NAPA diesel filter to replace the CUCV version. I planned on using the HMMWV alternator mount and mount the M715 alternator but there was fender conflict. A local electrical shop did me a 24V rebuild on one of the CUCV alternators and that solved that problem.
I've been piddling with all of the above for several years, stopping/starting, loosing interest and getting re engaged. Finally I decided this year I needed to wrap this up. I buttoned up all the electricals and everything checked out good on the meter. I had installed a new GM fuel pump on the engine before it went in. I got to cranking point last week and found out I had a bum fuel pump so I dumped the mechanical in favor of a Walbro 24V pump installed on a separate circuit with a CUCV black out switch to activate. The stock main power switch, via the old coil wire, now feeds the injection pump. The original foot starter switch was wired to operate through the park position safety switch on a Lockar auto floor switch.
Today it fired and ran for the first time. I still have to get the custom radiator, a process which got screwed up because I didn't pay close enough attention to the draft drawing dimensions from the radiator builder. I had to do a 3" body lift to get my drive train in using my motor mount choices on the original horns and doesn't look like the mechanical fan will clear or line up just right so the final add will be a 24V Spal electric cooling fan.
There's still a lot of detail to finish such as linkage for the transfer case, not wanting to use the stock CUCV in cab assembly. It's been a trip for me but I am happy that it's ending up like I wanted.
Four or five years ago I scored a HMMWV 6.2 take out through GL at Fort Polk which got me to thinking about doing a straight 24V diesel conversion on the M715 using a CUCV trans and transfer case. I had the 24V injection pump on the take out to which I added a CUCV oil pan and oil filter mount. I got a HMMWV wiring harness off EBAY and proceeded to strip out only those circuit pieces I needed. A CUCV terminal block went on the firewall for a 24V feed source, a 24V golf cart relay was purchased for the glow plug circuit and a NAPA diesel filter to replace the CUCV version. I planned on using the HMMWV alternator mount and mount the M715 alternator but there was fender conflict. A local electrical shop did me a 24V rebuild on one of the CUCV alternators and that solved that problem.
I've been piddling with all of the above for several years, stopping/starting, loosing interest and getting re engaged. Finally I decided this year I needed to wrap this up. I buttoned up all the electricals and everything checked out good on the meter. I had installed a new GM fuel pump on the engine before it went in. I got to cranking point last week and found out I had a bum fuel pump so I dumped the mechanical in favor of a Walbro 24V pump installed on a separate circuit with a CUCV black out switch to activate. The stock main power switch, via the old coil wire, now feeds the injection pump. The original foot starter switch was wired to operate through the park position safety switch on a Lockar auto floor switch.
Today it fired and ran for the first time. I still have to get the custom radiator, a process which got screwed up because I didn't pay close enough attention to the draft drawing dimensions from the radiator builder. I had to do a 3" body lift to get my drive train in using my motor mount choices on the original horns and doesn't look like the mechanical fan will clear or line up just right so the final add will be a 24V Spal electric cooling fan.
There's still a lot of detail to finish such as linkage for the transfer case, not wanting to use the stock CUCV in cab assembly. It's been a trip for me but I am happy that it's ending up like I wanted.
