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"I have a chevy 6.2 Diesel for sale. Motor is complete with starter, exhust manifolds, all brackets, alternator, A/C, Hydroboost pump, lines and wiring harness. Good running engine with 160,000
miles. This is a GM Detroit Allison diesel, not a converted gas motor. It has no electronics, plain simple diesel. Pulled and stored in building. Came out of 1986 - C10 1/2 ton pickup".
That sounds like what you need right there. Out of a half ton means it will be a "C" code engine, with the EGR in the middle of the intake. You'll get a few extra ponies if you can find a "J" code that came in the 3/4 and 1 ton trucks. No EGR and a couple other anti smog things missing from the "J" codes. The "J" code intake is a bolt on swap to a "C" code engine.
At 160K on the clock, and assuming it's still healthy, maintained properly you should get another 100-140K out of it. Get a set of new injectors from a reputable source (a full set of 8 injectors on these motors will set ya back about what ONE injector for the other Diesels will cost). Have them "pop" tested and set as close to matching "pop" pressure as possible, yes the new ones. At the very least have your existing injectors cleaned and tested.
Before you do any maintenance work on these, remember, these aren't gassers, don't treat them like one, and they'll last a good long time.
That sounds like what you need right there. Out of a half ton means it will be a "C" code engine, with the EGR in the middle of the intake. You'll get a few extra ponies if you can find a "J" code that came in the 3/4 and 1 ton trucks. No EGR and a couple other anti smog things missing from the "J" codes. The "J" code intake is a bolt on swap to a "C" code engine.
At 160K on the clock, and assuming it's still healthy, maintained properly you should get another 100-140K out of it. Get a set of new injectors from a reputable source (a full set of 8 injectors on these motors will set ya back about what ONE injector for the other Diesels will cost). Have them "pop" tested and set as close to matching "pop" pressure as possible, yes the new ones. At the very least have your existing injectors cleaned and tested.
Before you do any maintenance work on these, remember, these aren't gassers, don't treat them like one, and they'll last a good long time.
That sounds like what you need right there. Out of a half ton means it will be a "C" code engine, with the EGR in the middle of the intake. You'll get a few extra ponies if you can find a "J" code that came in the 3/4 and 1 ton trucks. No EGR and a couple other anti smog things missing from the "J" codes. The "J" code intake is a bolt on swap to a "C" code engine.
At 160K on the clock, and assuming it's still healthy, maintained properly you should get another 100-140K out of it. Get a set of new injectors from a reputable source (a full set of 8 injectors on these motors will set ya back about what ONE injector for the other Diesels will cost). Have them "pop" tested and set as close to matching "pop" pressure as possible, yes the new ones. At the very least have your existing injectors cleaned and tested.
Before you do any maintenance work on these, remember, these aren't gassers, don't treat them like one, and they'll last a good long time.
Yes. I've found a quart of LUCAS additive to be a good idea also. Resist the urge to go with synthetics, or blends, unless you like leaks.
Placing an engine that's been sitting for a while back in service.......
>Clean the CDR well (thing that looks like a tuna can on the valve cover, sometimes right beside the oil fill on earlier engines)
>Inspect the balancer on front of the crank. If you even suspect it is bad, replace it. It's the source of broken cranks on these.
>Remember, generally speaking, anything you want to do to freshen the engine is best done before installing it in the truck.......rear main seal, addressing any apparent oil leaks, new injectors, etc, etc, etc.
Yes. I've found a quart of LUCAS additive to be a good idea also. Resist the urge to go with synthetics, or blends, unless you like leaks.
Placing an engine that's been sitting for a while back in service.......
>Clean the CDR well (thing that looks like a tuna can on the valve cover, sometimes right beside the oil fill on earlier engines)
>Inspect the balancer on front of the crank. If you even suspect it is bad, replace it. It's the source of broken cranks on these.
>Remember, generally speaking, anything you want to do to freshen the engine is best done before installing it in the truck.......rear main seal, addressing any apparent oil leaks, new injectors, etc, etc, etc.
CN.......
I use lucas myself, every oil change.
Along with the trans fluid change, lucas trans fluid also
Good for the trans. I have a moderately built 700r4 that was mated to a 6.2 NA, Corvette servo with the Diesel TC. In a one ton van, I got a consistent 18 mpg around town with 4.10 gears. Van didn't have AC, so used a condenser as a trans cooler. Tranny never saw temps above 150 when towing in OD.
In a one ton dually with custom 3.73 gears in a Dana 70, 6.2 NA, SM 465 manual I got consistent 21-22 mpg figures. Slow towing though.
Diesels are low revers. Don't want the revs going to high. 6.2/6.5 are at the red line about 34-3600.
3.73 gearing is where you want to be for economy, and still be able to get off the line reasonably if you want to tow.
Cummins swaps are just way to much money, IMHO. Oil pan fab, engine mount fab, trans adapters, etc. The 4bt is a great engine as well, but you'll end up having to do quite a few mods to that to hit the HP output of the turbo'ed 6.2/6.5 that will bolt right in.
CN.......
Low revvers is right.. I had a 5/4 ton Chevy Cheyenne that was a milsurp AF tug on the tarmac. 6.2L mated to a 3spd, no OD auto tranny and 4:56 axles. I used for a firewood truck and a trolling rig at hunting camp, lol. Top speed- 50mph and it was SCREAMING.
Only had 6,000 miles when I bought. I sold it to a kid who over revved it and blew the 6.2.
Out of all the trucks I have ever owned- the 6.2 was the doggiest of the bunch.
Low revvers is right.. I had a 5/4 ton Chevy Cheyenne that was a milsurp AF tug on the tarmac. 6.2L mated to a 3spd, no OD auto tranny and 4:56 axles. I used for a firewood truck and a trolling rig at hunting camp, lol. Top speed- 50mph and it was SCREAMING.
Only had 6,000 miles when I bought. I sold it to a kid who over revved it and blew the 6.2.
Out of all the trucks I have ever owned- the 6.2 was the doggiest of the bunch.
The 4:56 gears and lack of OD is what held that one down.
Gennerally speaking.......
The higher the gearing numerically, the faster acceleration off the line you'll get, but lower top end speed, and vice versa. For a vehicle whose life was meant to drag airplanes and equipment around the tarmac it was perfectly suited for it's role. It was never meant to be a highway cruiser.
My current 6.5TD with OD and 4:10 gearing has pretty much hit the wall at just about 80. But that big of a vehicle, I'm pretty comfortable cruising at 65-70 anyway.
The 4:56 gears and lack of OD is what held that one down.
Gennerally speaking.......
The higher the gearing numerically, the faster acceleration off the line you'll get, but lower top end speed, and vice versa. For a vehicle whose life was meant to drag airplanes and equipment around the tarmac it was perfectly suited for it's role. It was never meant to be a highway cruiser.
My current 6.5TD with OD and 4:10 gearing has pretty much hit the wall at just about 80. But that big of a vehicle, I'm pretty comfortable cruising at 65-70 anyway.
CN.......
Oh I know- it was a tug. 4:56 gears and a 3spd tranny no OD makes a tug boat.. But the 6.2 was still a dog of a motor..
With that truck, in low 4wd, I could inch my way down a steep logging road with ever setting foot on the gas or brake (as long as I had traction)
Problem was the smoke trail and diesel fog left behind, scared all the deer away, lol.
The 4:56 gears and lack of OD is what held that one down.
Gennerally speaking.......
The higher the gearing numerically, the faster acceleration off the line you'll get, but lower top end speed, and vice versa. For a vehicle whose life was meant to drag airplanes and equipment around the tarmac it was perfectly suited for it's role. It was never meant to be a highway cruiser.
My current 6.5TD with OD and 4:10 gearing has pretty much hit the wall at just about 80. But that big of a vehicle, I'm pretty comfortable cruising at 65-70 anyway.
CN.......
That's like with the 350 V8 in my suburban. When you put it in regular drive and get it to a 3rd gear it will scream loud at about 50 to 50 mph. But put it in OD it will go far up to 75 mph. I don't go up to 80 because I fear I might throw a rode at that high scream rpms.
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