- Chevy 6.5 Turbo Diesel Performance
- 6.5 Gm Turbo Diesel Engine
- 6.5 Turbo Diesel Engine Torque Specs Chart
- 1998 6.5 Turbo Diesel Specs
Sep 25, 2007 I am new to this board as well as new to the 6.5 turbo.I recently bought my first 6.5 turbo in a 1999 chevy 3500 crew cab 4wd.The truck has a bad engine in it.I bought another truck to take the engine out of it for my dually.I didnt know there was a difference in the s and f engines.the truck i bought for the engine is a S engine and mine is a F engine.Can some tell me the difference between. 6.5 Turbo Diesel Performance. 6.5 turbo diesel performance is one of the things that makes owning one so worth it. Not in stock form necessarily but with the ease of what amounts to bolt on mods. In stock form and in well maintained shape, the 6.5 can give reasonable performance for a daily driver or occasional hauling.
Manufacturer | Detroit Diesel, AM General |
---|---|
Type | V-8 |
Production | 1982-1993 and 1992-current |
Predecessor | LF9 5.7 liter diesel |
Successor | Duramax V8 engine |
Bore | 6.2L-3.98in, 6.5L-4.06in |
Stroke | 6.2L-3.80in, 6.5L-3.82in |
Displacement | 6.2L/379cid and 6.5L/395cid |
Block alloy | Iron |
Head alloy | Iron |
Valvetrain | 16 OHV |
Turbocharger | Borg-Warner GM-X series, also available naturally aspirated |
Fuel system | 1993 And older-Mechanical rotary pump. 1994 And newer-Electronic rotary pump |
Fuel type | Diesel |
Compression ratio | 21.5:1, Marine 18:1 |
General Motors introduced a line of DieselV8 engines for their C/K pickup trucks in 1982. This engine family, designed by GM division Detroit Diesel, was produced by GM through 2000, when it was replaced by the new Duramax line. AM General's subsidiary General Engine Products (GEP) still produces a military variant of this engine for the HMMWV.[1]
The General Motors light-truck 6.2 and 6.5 L Diesel engines were optional in all 1982 through 2000 Chevrolet and GMC C/K seriespickup trucks, Suburbans, Blazer/Jimmy, Tahoe/Yukon, vans, motor homes, and the AM GeneralHMMWV. The ready availability and low cost of these engines has made them popular for conversion projects and kit vehicles. These engines are often a popular choice for conversion in Land Rovers, Land Cruisers, and similar vehicles.
- 16.2L
- 26.5L
Chevy 6.5 Turbo Diesel Performance
6.2L
6.5 Gm Turbo Diesel Engine
The original 6.2 L (379 ci.) Diesel V8 was introduced in 1982 in the Chevrolet/GMC C/K trucks. It was produced through 1993. The 6.2L diesel hit the market as a high-MPG alternative to the V8 gas engine lineup, even while achieving better mileage than the 4.3L gasoline V-6 of the 80s, at a time when power-on-tap wasn't necessarily needed and the market were more focused on the MPG it could achieve.
Applications
- 1982–1993 Chevrolet/GMC C/K
- GM version of the CUCV
Specifications
- Engine Code: LH6 and LL4
- Displacement: 6.2L / 379 ci.
- Bore x Stroke: 3.98 x 3.80 (in.)
- Block / Head: Cast iron / Cast iron
- Aspiration: Natural
- Valvetrain: OHV 2-V
- Compression: 21.5:1
- Injection: Indirect
- Power / Torque (at start): 130 hp (97 kW) @ 3,600 rpm / 240 lb·ft (325 N·m) @ 2,000 rpm
- Horsepower / Torque (at final): 143 hp (107 kW) @ 3,600 rpm / 257 lb·ft (348 N·m) @ 2,000 rpm
- Max RPMs: 3,600
6.5L
![6.5 Turbo Diesel Engine Torque Specs 6.5 Turbo Diesel Engine Torque Specs](https://ww2.justanswer.com/uploads/BL/Bluegorilla/2012-10-22_124350_screen_shot_2012-10-22_at_6.42.40_am.png)
The 6.5 L (395 ci.) version was introduced in 1992 to replace the 6.2. Most 6.5s are equipped with a turbo. This engine was never meant to be a power and torque competitor with Ford/International and Dodge/Cummins, but rather a simply designed workhorse engine that made credible power and achieved then-decent fuel economy. The Duramax 6600 replaced the 6.5 in light trucks beginning in 2000, but the 6.5 (6500 Optimizer) is still produced by AM General for the HMMWV.
There are several GM 6.5 liter diesel engine production options. The Turbocharged L56, (VIN 'S') was used in all 1/2 ton (1500) and light duty 3/4 ton (2500) trucks. Heavy duty 3/4 ton and 1 ton trucks used the Turbocharged L65 (VIN 'F') engine. The L56 is emissions controlled with EGR and catalytic converters. The L65 engine has no EGR, and has no catalytic converter. There is a soot trap on L65 engines that is often mistaken for a catalytic converter. The L49 (VIN 'P') and L57 are both normally aspirated engines. L57 is listed as HO or Heavy Duty. Additional RPO codes are LQM (175HP) and LQN (190HP).
Changes were made by GM to the 6.5 in their light trucks for emissions or reliability improvement.
The '92 and '93 model years used a 6.5 specific Stanadyne DB-2 mechanical injection pump. GM replaced the DB-2 with the electronic throttle DS-4 in '94+ vehicles.
In mid 1996 GM implemented a redesigned engine cooling system incorporating twin non bypass-blocking thermostats and a 130GPM water pump. This improved the flow through the block by @70-75% and flow to the radiator 7%.
The '92 and '93 model years used a 6.5 specific Stanadyne DB-2 mechanical injection pump. GM replaced the DB-2 with the electronic throttle DS-4 in '94+ vehicles.
In mid 1996 GM implemented a redesigned engine cooling system incorporating twin non bypass-blocking thermostats and a 130GPM water pump. This improved the flow through the block by @70-75% and flow to the radiator 7%.
Applications
- 1994 - 1999 Chevy 2-door Tahoe / GMC Yukon
- 1992 - 1999 Chevrolet Suburban / GMC Suburban
- 1992 - 1999 Chevrolet and GMC C/K
- 2000 Chevrolet and GMC C/K 2500 & 3500
- 2001 Chevrolet and GMC C/K 3500
- ????-Present AM GeneralHMMWV
Specifications
- Engine RPO Codes: L49, L56, L57, L65, LQM, and LQN.
- Displacement: 6.5L / 395 ci.
- Bore x Stroke: 4.06 x 3.82 (in.)
- Block / Head: Cast iron / Cast iron
- Aspiration: Turbocharged (Borg-Warner GM-X series) Also available naturally aspirated.
- Valvetrain: OHV 2-V
- Compression: GM Early 21.3:1, GM Late 20.3:1, AMG/GEP Marine 18:1
- Injection: Indirect
- Power / Torque (lowest): 180 hp (134 kW) @ 3,400 rpm / 360 lb·ft (488 N·m) @ 1,700 rpm
- Power / Torque (highest): 215 hp (160 kW) @ 3,200 rpm / 440 lb·ft (597 N·m) @ 1,800 rpm
- Max RPMs: 3,400
Common Problems
Main bearing web cracks in both 6.2 and 6.5 engines. Reportedly fixed with a combination of improved higher nickel cast iron alloy and lower block re-design including but not limited to a main bearing girdle. These features are in the new for 2007 AM General GEP P400 6500 Optimizer 250-300hp enhanced 6.5 diesel presently being sold to the US Government for the 6 ton armored HMMWV.[1]
Crank failures. Related to age failures of the harmonic balancer, the vibration damped accessory drive pulley, or the dual mass flywheel.
The PMD (Pump Mounted Driver) thermal failures. The PMD is screwed to the DS-4 injection pump on the 1994-2001 GM 6.5 diesel utilizing fuel flow to dissipate heat. The injection pump is mounted in the intake valley (a high heat area). The PMD contains two power transistors that should be cooled by proper contact with the injection pump body. If the pump is not precisely machined to make complete contact with the transistors via the silicone thermal gasket and paste, the PMD is improperly installed without the gasket or paste, the PMD is installed off center with the pump body, or corrosion develops on the mounting surface the PMD will overheat. Several companies manufacture an extension harness and heat-sink kits. These allow an owner or their mechanic to relocate the PMD away from the injection pump to a lower heat environment and/or a place that can get more air flow.
References
- ↑ 1.01.1AM General :: General Engine Products :: Product Information
![Engine Engine](https://ww2.justanswer.com/uploads/BL/Bluegorilla/2012-10-22_124407_screen_shot_2012-10-22_at_6.42.48_am.png)
See also
Retrieved from 'https://www.chevy-wiki.com/w/index.php?title=Detroit_Diesel_V8_engine&oldid=3773'
GM's Detroit Diesel Division
The 6.2L diesel was introduced for the 1982, following the retirement of Oldsmobile's 5.7L diesel. The 6.2 was manufactured by Detroit Diesel, a division of General Motors at the time. GM never intended for Detroit's 6.2L diesel to perform the heavy lifting. They wanted an engine that could haul hay to, from, and around the ranch while consuming as little fuel as possible. Additional, the robust design of a diesel would mean the engine would outlast a comparable gasoline engine. Properly tuned and maintained, the engine well known for achieving fuel economy figures well into the 20's; impossible to beat with a small block V-8 or even V-6 gas engine of the same era. Being naturally aspirated (a turbocharger was never offered as OEM equipment), the 6.2L diesel has a relatively high compression ratio. The heart of its injection system is the Stanadyne DB2 injection pump, the same pump used on the 5.7L Olds, International's 6.9L/7.3L IDI, and the later N/A 6.5L diesels. 6.2L diesel engine block's and cylinder head's were produced from cast iron. Interestingly, the engine was offered in 1/2 ton, 3/4 ton, and 1 ton GMC/Chevrolet pickups, as well as Blazer and Suburban models. As a result, GM is considered the original pioneer of the 1/2 ton diesel in the United States, although credit is often given to Ram Trucks for the introduction of the 'EcoDiesel' for their 2014 model year Ram 1500 pickup.
6.2L Diesel Transmission Options
The original 6.2L came mated to either the TH400 three speed automatic, Muncie SM465 four speed manual transmission, or New Process NP833 four speed manual overdrive transmission. The 6.2 shares its bellhousing pattern with GM V-8 gas engines - a diesel transmission will bolt up to a gas engine with no modifications and visa versa. The diesel automatic transmissions typically used a different torque converter than the gas engine automatics, although there seems to be some exceptions (which relate to the truck's GVWR) in which this is not the case. If swapping transmission from gas to diesel, it is best to acquire the torque converter specific to your application. The Muncie SM465 is much more common than the New Process NP833, which features an 0.73 to 1 overdrive in comparison to the SM465's 1 to 1 top gear. The NP833 can be identified by transmission RPO code 'MY6'. Later 6.2L GM diesels were available with the 700R4 and 4L60E overdrive automatic transmissions as they became available and were integrated into their platforms.
6.2L GM/Detroit Diesel Specs
6.5 Turbo Diesel Engine Torque Specs Chart
Engine: | Detroit 6.2L V-8 diesel | |
Binding of isaac afterbirth mods no steam. Years Produced: | 1982 to 1993 model years | |
Displacement: | 6.2 liters, 379 cubic inches | |
Firing Order: Shrew soft vpn client for mac. | 1-8-7-2-6-5-4-3 | |
Engine Block Material: | Cast iron | |
Cylinder Head Material: | Cast iron | |
Compression Ratio: | 21.5 : 1 | |
Bore: | 3.98' (101 mm) | |
Stroke: | 3.82' (97 mm) | |
Aspiration: | Naturally aspirated (no turbocharger) | |
Injection: | Indirect injection (IDI), Stanadyne DB2 rotary injection pump | |
Valvetrain: | Overhead valve (OHV), 2 valves per cylinder | |
Oil Capacity: | 7 quarts w/ filter | |
Engine Weight: | 650 lbs dry | |
Max Engine Speed: | 3,600 rpm (4,000 rpm w/ no load) | |
Peak Horsepower: | Introduced at 130 hp @ 3,600 rpm, maximum offered during production was 143 hp @ 3,600 rpm. The United States Army's version was rated at 165 hp @ 3,600 rpm. | |
Peak Torque: | Introduced at 240 lb-ft A 2,000 rpm, the maximum offered rating during production was 257 lb-ft @ 2,000 rpm. The United States Army's version was rated at 330 lb-ft @ 2,100 rpm. |
The 6.2L diesel was ordered with regular production option codes (RPO) LH6 (C series) and LL4 (J series). Many vehicles employed by the United States' Army were powered by the 6.2L diesel, from pickups to HUMVEES. The Army version had a higher output rating of 165 horsepower and 330 lb-ft of torque, quite an increase over the production engines. While there are a number of high mileage examples, the 6.2L suffers from many reliability issues, including cracks forming and propagating in the engine block, flywheel, harmonic balancer.
1998 6.5 Turbo Diesel Specs
Overall, the engine has not been particularly popular, but had its place in the market and a moderately sized following, even today. A popular trend is to acquire an 80's 6.2L diesel powered half ton and swap in a built gas engine. The 1980's diesel chassis does not require any emissions inspections in states that require periodic inspections, and fans of the 1973 to 1987 body style can modify the trucks as much as they want without running into registration issues. This is an alternative to finding a 1975 or older chassis, which limits the pool of trucks to choose from (pre 1976 trucks do not require SMOG inspections in CA and states with similar laws). If searching for a used truck powered by the 6.2L diesel, it is quite common to come across ads for trucks that have undergone such transformations.