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Ultimate 6.2/6.5 engine build questions

Not really hate them, just think that they could have been done better.

I ran the olds 5.7 diesels too, not cause they were great, but because they were cheap and when they were doing what they were supposed to they were fine.

Ratman said it well.

Just trying to be honest about what could have been as compared to what we have.

If left to their own devices the engineers would have likely given us a real piece of work.
Unfortunately the marketing dept and the bean counters get in the way and there goes the soup.

MGW
 
X2 on that Ratman. I have had times where I wanted to pile a bunch of tires on the truck and light them on fire. Had those moments....:mad2:

But, after spending a lot of time on forums, (Hadn't been here yet), I did work on the truck including swapping out the IP. The truck fired up almost immediately, and I took it for a drive. I am pretty sure I was completely hooked on diesels in the first 30 seconds. (Not that I wasn't already leaning towards them).

There are already quite a few people in Kelowna who know and like my truck and appreciate that it is 6.5ed while putting out respectable power. I posted pics up on facebook of me burning off the old tires and had someone say, "that can't be a 6.5".

When these things have a little time and money put into them, (money that you saved when you bought the vehicle as opposed to say, a 5.9), they run extremely well. I plan to get a D-max soon, but the 6.5 is staying and will be one of my favorite engines. :thumbsup:
 
What MGW said......

And, nontypical, -you too. The thing I like the best about my 6.5 truck is that it's paid for, -and no truck payment is GOOOOD.

Plus, -if I didn't have a 6.5, -I wouldn't know all of you fine folks! :thumbsup:

The following the 6.5 has is like some sort of disease i think. ):h

Dang, I gotta go, I'm rabid and foaming at the mouth again......:D
 
Thing with the 6.5 is 95% percent of the time when something goes wrong, you can hop out and diagnose it really quickly to either

A: get it going again

B: Know quickly where your problmes 'ARE NOT'

c: Get it somewhere to start diagnosing with the help of DTR!

D: Fix it yourself for comparatively little money...

As far as age, fuel lines front end and other stuff, thats common on any vehicle...

The 4l8E is just as strong for the 6.5 as teh Ally is for the DMAX, If not stronger.
 
my dad always thinks im complaining when i point out the faults of the 6.5. but thrn i hop in the truck and go for a drive and it all goes away
 
Main thing to remember for building a "hot" 6.5 is, pay attention to cooling. If you can upgrade it, probably a good idea. As long as it is a real upgrade. (Yup, that thar 12" fan pointed at the oil pan helps! :lmao: )

Fuel. With the fuel system these things have, we can only dump so much into the engine. We don't have near the same fueling parameters that the newer trucks have. Until someone figures out a way to change that, and for not to much $$$, we will have that stop there.

As for hi-flow heads and such. I would like to experiment with them, and see if they make a noticeable difference. Peninsular has them, but last I checked they were over $1000 a head. Considering I got a running parts truck for $500, I will be content with stock for now.

Not all these trucks have these incredibly weak blocks that are just waiting for you to try and pull more out of them.

My '93 has been through some insane abuse. Including, (and please don't bash me to hard, I was young and dumb, well, still am, just not as dumb as I used to be :rolleyes5: )
-Cold start and goes in minus 25C weather while the engine was already low on oil.
-Blown oil cooler lines while running on the highway
-Running the oil so low that at stop signs, the oil gauge would stop reading and drop to zero
-Countless redline clutch dumps
-Long periods between oil changes (10-15,000 miles)
-Dropped push rods when I drived to put it into 4th at around 85MPH
-And just other hard stuff that I did to the engine.
I can honestly say that the engine has never let me down, anything that happened was a direct result of my stupidity. The truck will be rolling over 400,000 kms shortly, and I am pretty sure that it is the original block.

It has won my respect over the years by it's simplicity and power, while doing things like lugging 6,500 pounds of shingles in the box. :mad2:

Just be glad that most people take more time to complain about their engine than invest time learning about it. Otherwise I think we would be paying more. :thumbsup:
 
Non Typical, I enjoyed reading your post.

Reminds me of this one time I saw a 6.5 truck on the side of the road. As I drove past, I could see a HUGE plume of black smoke coming out of the pipe, -and the guy literally had the thing up on the limiter (rev-teching it no doubt!).

My first and last thought as I drove by was "poor bastard is having PMD problems!"

I can only imagine the number of these things that have been revved to the moon when having injection problems, -overheated when even pulling modest loads (high EGT with stock tune) -etc.

Makes one wonder don't it? ):h
 
Ratman said:
Non Typical, I enjoyed reading your post.

Reminds me of this one time I saw a 6.5 truck on the side of the road. As I drove past, I could see a HUGE plume of black smoke coming out of the pipe, -and the guy literally had the thing up on the limiter (rev-teching it no doubt!).

My first and last thought as I drove by was "poor bastard is having PMD problems!"

I can only imagine the number of these things that have been revved to the moon when having injection problems, -overheated when even pulling modest loads (high EGT with stock tune) -etc.

Makes one wonder don't it? ):h
Click to expand...

I've had mine pegged in PMD woes/frustration many times... not caring at the time if she would blow or not.... Good thing they keep the limiters fairly low :)

All the poople over the years, its not too hot, its only 250, 260 is red zone... Keep on pushin!
 
I know of a guy who did a few things and turned his 6.5 up to 4,000. Course, he had done studs and such.

Then there is the guy with the tractor 6.5 that turns at over 5,000 @ WOT.

Heard mention of 6.5's making serious power when they have the ability to turn at 5K. I am guessing a very different breed of turbo then we would typically find on a 6.5?

I would like to be able to take mine to 4,000 and keep decent power the whole way. As was recorded on my dyno sheets, power drops off fast once you push past 2,200 rpm. Most of this I am going to attribute to the fact that the turbo loses boost rapidly at higher psi due to the engine burning more efficiently.

Any thoughts on that?
 
Non Typical said:
I know of a guy who did a few things and turned his 6.5 up to 4,000. Course, he had done studs and such.

Then there is the guy with the tractor 6.5 that turns at over 5,000 @ WOT.

Heard mention of 6.5's making serious power when they have the ability to turn at 5K. I am guessing a very different breed of turbo then we would typically find on a 6.5?

I would like to be able to take mine to 4,000 and keep decent power the whole way. As was recorded on my dyno sheets, power drops off fast once you push past 2,200 rpm. Most of this I am going to attribute to the fact that the turbo loses boost rapidly at higher psi due to the engine burning more efficiently.

Any thoughts on that?
Click to expand...

I have heard this before, and thats supposedly where teh ATT shines best.
 
The guy with the tractor runs 2 mechanical IP's and a big Holset turbo. He couldn't feed it enough fuel so he end up running twin IP's.

Heath runs his salt flat truck to 5K not sure what IP he is using but it must have some huge plungers in it.

The more fuel, the more rpm's, and that allows more boost.
 
Would you believe a regular off the shelf DS4 IP, GL4 IIRC reflash with rev limiter moved up some.

The twin turbos/exhaust manifold for them, non Heath big lift pump, & FTB IP fitting supplied by me for what was supposed to go on his next dyno test are only "special items" on LSR ( he knocked me off my seat when he told me my FTB went to Bonneville).
 
Non Typical said:
As was recorded on my dyno sheets, power drops off fast once you push past 2,200 rpm. Most of this I am going to attribute to the fact that the turbo loses boost rapidly at higher psi due to the engine burning more efficiently.

Any thoughts on that?
Click to expand...

Isn't this where the GM turbos are no longer efficient and the ATT would extend the 5hresehold til fuel runs out?
 
Non Typical said:
I know of a guy who did a few things and turned his 6.5 up to 4,000. Course, he had done studs and such.

Then there is the guy with the tractor 6.5 that turns at over 5,000 @ WOT.

Heard mention of 6.5's making serious power when they have the ability to turn at 5K. I am guessing a very different breed of turbo then we would typically find on a 6.5?

I would like to be able to take mine to 4,000 and keep decent power the whole way. As was recorded on my dyno sheets, power drops off fast once you push past 2,200 rpm. Most of this I am going to attribute to the fact that the turbo loses boost rapidly at higher psi due to the engine burning more efficiently.

Any thoughts on that?
Click to expand...
1300 rpm+ with ATT the "wall" the GM-X turbo hits at 2000+ rpm does not exist.
 
He told me the same but if a DS4 has only enough fuel to supply 250HP how is he sqeezing 450+ out of the engine? I doesn't jive......
 
That is advertised data, it will push more than published, plus opened up IP inlet fittings help, more air more fuel, less back pressure it lets you make more power has h/o injectors also stock h/o you can buy from their catalog
 
I don't know when that happens last time I was at 120mph with a GM-8, and was at limit, but that was before FTB/Walbro & ATT with street tires I had had enough.

Stuff happens at that speed real quick, and it ain't often good stuff is happening then,

Other day at 106mph and more room to go (see last data set in ATT thread post 451), I was done (truck wasn't), I don't know what my top end is now, it's scarry with basic sheet metal protection, maybe I'm getting too old for 100+ speed, or just wisening with age.
 
TD, you must just be getting old. :smilielol5:, lol
There must be a point though at which the DS4 cannot feed enough fuel.
I would like to read a little more on my DB2 setup. All I have ever heard is, don't turn that screw more than a quarter turn, or bad things will happen. I would like to know what bad things will happen. Also, how come JK advertises a DB2 that has been turned up to push 320HP worth of fuel.

I guess really smooth flowing exhaust will help and pushing in air to the turbo faster.
Hmm, while I am at this, do you know of anyone really good at turning up a DB2 to the limit?
 
I'd give the guys at Pensacola Injection a shout, Ratman swears by his DB2 also, chides me all time about my loyalty to my DS4.

I don't have the easiest of options with a OBD-2 4L80E, unless forking over more coins for a trans control also.

What is DS4 fuel limit, right now I guess it's 153 mph, I'll have to take Bill at his word, I'm not going to be putting that to the test and say he's wrong myself.

He was very emphatic though to me when I asked why not a mech IP, (he and I communicate a lot), that if something was better than DS4 it would have been there on the LSR, including Penninsulars h/o mech marine IP
 
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