The General Motors light-truck 6.2 and 6.5 L Diesel engines were optional in all 1982 through 2000 full-size GM pickups, SUVs, and vans: Chevrolet C/K pickup trucks, Chevrolet Suburban, Chevrolet K5 Blazer and its replacement Chevrolet Tahoe, full-size Chevrolet Van and its successor Chevrolet Express, as well as motor homes. The 1995 6.5 diesel engine was called a 6.5 because it was 6.5-liter engine. The displacement of the engine was 395 cubic inches. The fuel injection was an IDI system or indirectly injected. The engine was built for fuel efficiency and sacrificed power to achieve it. I'm looking for the head torque spec for 6.5 turbo diesel with studs and nuts. Is there a certain way to torque these and do I add washers? Your help is appreciated.
- 6.5 Chevy Turbo Diesel Complete Engine
- 6.5 Turbo Diesel Engine Torque Specs Reviews
- 6.5l Turbo Diesel Specs
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
Engine: | Detroit 6.2L V-8 diesel | |
Years Produced: | 1982 to 1993 model years | |
Displacement: | 6.2 liters, 379 cubic inches | |
Firing Order: | 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 3d chess game full version free. | |
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.
![Specs Specs](https://i.ytimg.com/vi/xAi7vzK1KRU/maxresdefault.jpg)
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.
Engines
Used Military Hummer Engines - HMMWV – HUMVEE – MRAP Diesel Engines $3500 With Warranty
These Are Complete, General Motors, Diesel Engines Out of Humvee Military Demilitarized Vehicles $3500
- Low Mileage Engines Under 30,000 most 12.000 and under. These engines will go 300,000 miles.
- Working, like new
- The motor has been the same for the last 20 years.
- Save Money by Going Deisel, These engines get much better gas mileage.
- Video Clips of each engine coming soon
- Good for all General Motors Diesels pre Duramax Engine
- Engines Can Be Retro Fitted
- We will ship anywhere.
- World’s largest demilitarization of Humvee
- These engines are configured for the military HMMWVs. The 6.5L detuned engines are a direct replacement for the 6.2L engines.
- They pay shipping
- Sensors, wiring harness may differ through varies makes.
General Motors 6.2 Liter Diesel Non Turbo late Model with rear EIG seal. |
General Motors 6.5 Non Turbo, Late Model with rear EIG Seal |
General Motors 6.5 Late Model Mid Mounted Turbo with Manual fuel Pump |
Navistar Engines Up To 399 Horse Power. |
Caterpillar C7 Motor and Navistar up to 399 HP!!! |
Humvee Engine And History
The High Mobility Multipurpose Wheeled Vehicle (HMMWV), commonly known as the Humvee, is a four-wheel drive military automobile produced by AM General.[7] It has largely supplanted the roles originally performed by the original jeep, and newer Military light utility vehicles such as the Vietnam-era M151 1⁄4-short-ton (230 kg) MUTT, the M561 “Gama Goat”, their M718A1 and M792 ambulance versions, the CUCV, and other light trucks. Primarily used by the United States military, it is also used by numerous other countries and organizations and even in civilian adaptations. The Humvees widespread use in the Persian Gulf War helped inspire the civilian Hummer automotive marque.
The Humvee replacement process, now being undertaken by the U.S. Military is an effort to replace the current AM General Humvee. The Humvee has evolved several times since its introduction, and is now used in tactical roles for which it was not originally intended. The U.S. Military is currently pursuing several initiatives to replace it, both in the short and long term. The short-term replacement efforts utilize COTS vehicles, while the long-term efforts currently focus on building requirements for the Humvee replacement and technology research and evaluation in the form of various prototype vehicles.
General Motors introduced a line of Diesel V8 engine 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 full-size GM pickups, SUVs, and vans: Chevrolet C/K pickup trucks, Chevrolet Suburban, Chevrolet K5 Blazer and its replacement Chevrolet Tahoe, full-size Chevrolet Van and its successor Chevrolet Express, as well as motor homes. The engine was standard on AM General HMMWV, Hummer H1 and the 1980s GM Commercial Utility Cargo Vehicle vehicles.
The original 6.2 L (379 cu in) Diesel V8 was introduced in 1982 for the Chevrolet/GMC C/K trucks and was produced until 1993. The 6.2L diesel emerged as a high-MPG alternative to the V8 gasoline engine lineup, and achieved better mileage than the General Motors 4.3L V6 gasoline engines of the 80s, at a time when the market was focused on mileage more than power.
6.2L
The original 6.2 L (379 cu in) Diesel V8 was introduced in 1982 for the Chevrolet C/K and was produced until 1993. The 6.2L diesel emerged as a high-MPG alternative to the V8 gasoline engine lineup, and achieved better mileage than the General Motors 4.3L V6 gasoline engines of the 80s, at a time when the market was focused on mileage more than power. However, it was designed to easily install in place of the 7.4L gasoline V8, using the same mounting and attachments for transmissions, and similar radiator size requirements. Overall weight for the complete engine is slightly heavier than the 7.4L gasoline engine.
The original 6.2 L (379 cu in) Diesel V8 was introduced in 1982 for the Chevrolet C/K and was produced until 1993. The 6.2L diesel emerged as a high-MPG alternative to the V8 gasoline engine lineup, and achieved better mileage than the General Motors 4.3L V6 gasoline engines of the 80s, at a time when the market was focused on mileage more than power. However, it was designed to easily install in place of the 7.4L gasoline V8, using the same mounting and attachments for transmissions, and similar radiator size requirements. Overall weight for the complete engine is slightly heavier than the 7.4L gasoline engine.
6.2 Applications
- 1982–1993 Chevrolet/GMC C/K
- 1992 – 1993 AM General Hummer H1
- 198x – 1993 AM General HMMWV
- GM version of the CUCV
- 1982-93 Chevrolet Van
Specs
- Engine RPO Codes: LH6 (‘C’ series, with EGR) and LL4 (‘J’ series)
- Displacement: 6.2L / 379 cu in
- Bore x Stroke: 3.98 in × 3.80 in (101 mm × 97 mm)
- Block / Head: Cast iron / Cast iron
- Aspiration: Natural
- Valvetrain: OHV 2-V
- Compression: 21.5:1
- Injection: Indirect
- Horsepower / 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
- Horsepower / Torque (US Army HMMWV model): 165 hp (123 kW) @ 3,600 rpm / 330 lb·ft (447 N·m) @ 2,100 rpm
- Max RPMs: 3,600 rpms
- Idle RPMs: 550 + or – 25
6.5L Applications
- 1994 – 1999 Chevy Blazer/ 2-door Tahoe / GMC Yukon/Chevy K-2500,K-3500
- 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
- 1994 – 2004 AM General Hummer H1
- 1994–present AM General HMMWV
6.5 Chevy Turbo Diesel Complete Engine
Specs
- Displacement: 6.5L / 397 cu in
- Bore x Stroke: 4.06 x 3.82 (in.)
- 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): 155 hp (116 kW) @ 3,600 rpm / 340 lb·ft (461 N·m) @ 1,700 rpm (naturally aspirated)
- Power / Torque (highest): 195 hp (145 kW) @ 3,400 rpm / 525 lb·ft (712 N·m) @ 1,800 rpm (turbocharged)
Fuel system
The fuel system is a very simple design. A mechanical or electric fuel lift pump feeds a Stanadyne Rotary Distributor Injection pump at low pressure. The distributor injection pump controls both timing, via an internal centrifugal governor, and high pressure fuel delivery to the fuel injectors via internal precision hydraulic pumps. Near the top of the compression stroke fuel is atomized at high pressure into a hemispherical Inconel prechamber in the cylinder heads using Bosch pintle and seat mechanical fuel injectors. This is called Indirect injection. GM used fully mechanical DB2 series injection pumps on all military HMMWVs and 1982-1993 6.2′s and 6.5′s. From 1994 till end of production GM used the electronically controlled Stanadyne DS4 series of injection pumps in their light trucks. A mechanical DB4 series injection pump can be found on some 6.5L marine engines.
About MRAPS
The Oshkosh MRAP (mine-resistant ambush-protected) all-terrain vehicle (M-ATV) is an armoured vehicle with improved mobility. In June 2009, Oshkosh Corporation received an initial order to deliver 2,900 M-ATVs to the US Armed Forces for deployment in Afghanistan. The M-ATV is based on the Oshkosh medium tactical vehicle replacement (MTVR) platform and is fitted with patented TAK-4 independent suspension system for utmost mobility and survivability.
6.5 Turbo Diesel Engine Torque Specs Reviews
As of September 2013, the U.S. Marine Corps had 3,700-3,800 MRAP vehicles. The service plans to reduce the numbers in their inventory to 1,200-1,300 due to sequestration budget cuts. 8,700 Oshkosh M-ATV vehicles were purchased by the U.S. Army, U.S. Marine Corps, and U.S. Special Operations Command beginning in 2009 for use in Afghanistan. As part of the overall divesture of the wartime MRAP fleet, the U.S. government will keep about 5,600 M-ATVs, with some 250 vehicles for SOCOM.About 9,000 Navistar MaxxPro vehicles were bought by the Army from 2007 to 2011, and they plan to keep only about 3,000 of them. Following the drawdown from Afghanistan by the end of 2014, the U.S. Army will reduce its MRAP fleet to 8,000 vehicles.
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