6.5 turbo diesel engine head torque specs

The L49 and L57 engines were naturally aspirated and RPO codes LQM and LQN were also offered. The most common 6.5L’s are the L56 and the L65, the turbocharged versions found in half-ton, ¾-ton and 1-ton pickups (note that due to their GVWR, engines in half-ton pickups were equipped with EGR and a catalytic converter). The 6.5L (’92-‘00)īy increasing the cylinder bore to 4.06-inches from 3.98-inches and leaving the stroke the same (3.82-inches), the 6.5L was born and several versions of the new, 395ci V8 were offered, including both turbocharged and naturally aspirated mills. A properly installed turbo kit on a 6.2L could edge out a factory 6.5L in the performance department, but keeping boost in check is vital to ensuring the head gaskets live. Adding a turbo, along with performing the corresponding tweaks required on the Stanadyne DB2 injection pump to increase fueling, could pump up horsepower to a little over 200 at the flywheel (and 375 lb-ft of torque). Naturally aspirated throughout its production run, the cast-iron block, 2-valve cast-iron head 6.2L could be woken up via the addition of a turbocharger ( Gale Banks Engineering even supplied factory turbocharger systems starting in 1989). The 6.2L’s Only Path to 200 HP: Add A Turbo For fuel economy and light tow duty, the simple, mechanically injected 6.2L performed as intended and it’s not unheard of for half-ton pickups to see 25-mpg with one between the frame rails. For raw power and performance, the 454 gas job was the power plant to have. But then, they weren’t intended to be powerhouses either. Though you’re bound to hear this gripe about the old GM’s in the year 2019, the age of 1,000 lb-ft factory diesels, they were still noticeably slouchy when they debuted in ’82, rated for just 130 hp at 3,600 rpm and 240 lb-ft at 2,000 rpm at the time. The primary performance complaint about the 6.2L (and the 6.5L for that matter) is its general gutlessness. Last but not least, thanks to their lengthy production run replacement parts (new and used) are easy to come by. Better yet, GM built loads of these engines from ’82 to ‘00, and General Engine Products (a subsidiary of AM General) continues to produce them today, so if you’re on the hunt for one they can be found in either brand-new form or dirt cheap in the junk yard. Their packaging is similar to that of a Chevy small block and they utilized the common 90-degree V8 GM bellhousing pattern. And unlike the offerings from Ford and Dodge of that era, the 6.2L and then 6.5L turbo diesels could be had in a half-ton truck. When working these engines, they definitely take their time getting up to speed and are in no way comparable to the 454ci gas engines available back in the 80s, but they returned much better fuel economy than the big-block. The Good Fuel Efficient, Readily Available and Easy to Swap Be it in marine applications, the H1 Hummer, half-ton, ¾-ton or 1-ton pickups, old Suburbans, Blazers, vans or even school buses from yesteryear, they’re still hanging around. While that list is short, it helps explain why these engines can still be found in use today (and are even still being manufactured, though not by GM). But first we’ll start with the positives. Pattern problems, injection system woes and a severe lack of power are all on the menu. But exactly why are these engines so hated? Is it because newer, modern power plants put them to shame, the fact that they rattled, shook and smoked or the fact that they did in fact have a lot of problems? Sadly, all of the above is true, but that doesn’t mean these sloth-like, prehistoric diesels don’t have a few high marks worth mentioning.īelow, we’ll explore why the often-hated 6.2L and 6.5L engines get such a bad wrap. We’re talking about the 6.2L and 6.5L oil-burners, the indirect injection V8’s that were produced by Detroit Diesel under the GM umbrella for nearly two decades. They’ve been laughed at by diesel enthusiasts, avoided like the plague by diesel mechanics and put out to pasture by hundreds, if not thousands, of owners.

6.5 turbo diesel engine head torque specs