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That is a very common problem for 80s trucks with 6.2s. GM sent out many service bullletins for the fix - to civilian dealers and the military. Fuel bleed back is the stated problem. The fix it to upgrade the two "check valves" in your fuel system. One is in the mechanical fuel pump, and...

Yes, it IS a very common problem. Some K5 Blazers can barely get 8K miles out of that rear joint. Sometimes, it can let loose and cause the transfercase to blow to pieces, with NO prior warning or vibration. I lost one that way. Going down the highway at 70 MPH. Driveshaft came...

I've have owned many over the years, probably well over 30. I have not had a single major failure except one. That in the 87 Suburban. The former and original owner had it "condemned"by the local Chevy dealer at 200K. It had a bad engine knock, and none of the heating-cooling controls in...

Yeah, I've heard over the years many theories and claims as to what was the better block. I don't believe, nor do I disblieve any of them. The reality is, there IS no hard evidience to prove any of it - one way or the other. The first year 6.2s with different color blocks, coarse-theaded...

If you run a GM built 6.2 with high boost and fuel delivery, at the same power levels as a 7.3 IH/Ford Powerstroke of Cummins 5.9 there is no way it's going to hold up anywhere near as well. There is no getting around the 6.2's cast-iron crankshaft, and lightweight block around the main...

In my opinion, anybody telling you to install twin turbos for better fuel mileage has a screw loose in his head. A turbocharger, better put - and exhaust-driven supercharger . . . was originally introduced to reclaim power lost at high altitudes. Now, it's more often used to make a small...

700R4 rarely uses a computer for anything in diesels. Some of the last 700R4s, called "4L60s" by GM, did use a few computer signals for torque-converter lockup in 3rd gear. 4th lockup was still done with a mechancial pressure switch. A 6.2 diesel that uses any computer signals for the 4L60...

Clearances Non-turbo and turbo GM diesels (6.2s and 6.5s) use exactly the same clearances. Same ring-end gaps, same piston skirt clearances, same piston ring side clearances. For all, they vary slightly for cylinders 1 to 6, and for 7 and 8. When checking over any 6.2 block, checking...

8 plugs drawing 8 amps each equals a total of 64 amps draw. A 40 amp fuse is adequate for only one bank of four cylinders, not all eight.

AC60Gs (Beru in Delco boxes) work like this, and should be hooked to a 12 volt source capable of at least 70 amps. No resistor. Each plug as thus: In 5 seconds, each should be 10 volts drawing 8 amps and 1200 degrees F. In 9 seconds, each should be 10 volts drawing 7 amps and 1560 degrees F...

The Cummins turbo 3.9 liter engine makes a great swap. It has more power and torque then the 6.2 and much better fuel mileage. It's a easier fit since it's only four cylinders, and . . . you can buy the parts so it's a bolt in swap. Cummins made special repower kits with adapter housings to...

It gets complicated, so it's hard to give a simple answer. Many changes have taken place with civilian rigs and glow plugs. With the military - not so much. I assume because the military doesn't want to deal with constant changes in part #s. In my experience, nobody makes a better or more...

The best way to be sure of the plugs is to check amp draw at each plug. Put an amp-meter inbetween the power lead and the plug and try one at a time. An ohm-meter can give you false readings, and a voltage reading will not tell you if the plug itself is actually working. Any plug that is...

If anything, maybe a "former expert." I haven't worked at an injection pump or diesel shop since 1991. But, as far as Standyne DB2 pumps go, not much has changed since then. - except parts have gotten cheaper. In civilian use, the DB2s ceased to exist after 1993 in GMs and 1994 in Fords. I...

Yes, I've got three M1009s along with 20 other (civilian) 6.2 trucks and Blazers and one mini 4WD motorhome. The injection pumps are basically the same on all. Delivery rates vary a little along with the timing advance curves, shut-off solenoid voltage, etc. And, a few military spec pumps...

The age of the glow plugs means nothing. They could be four hours old and still be burnt out. All depends on what type plugs and how you've got them hooked up. What is this thing about holding the pedal to the floor? I've worked in several Stanadyne pump shops and that is a new one to me...

Have a working glow-plug system and use your block heater. In regard to ether, when used wrong, which is usually the case, it can break top piston rings, fracture pistons, and crack precombustion chambers. A general rule of thumb is - you never use ether on a indirect-injected diesel. On...

I understand your sentiments about not wanting to hear the "gutless" argument. It IS an issue though. Because of the severe lack of power, it's very easy to overheat and crack the heads if you're not willing to back off the throttle when the truck won't reach the speed you want it to. That...

I'm still don't understand exactly what temp switch you are referring to? The two-prong switch used in many 6.2 diesel glow plug systems is the "inhibit switch." It has two prongs on top and there is full continuity between them until the switch reaches a temp of 125 degree F. Then it opens...

If they are truly "junk" as you claim, please provide some details. If parts fail, there is always a specific reason. Weak or inproperly hardened metal, bad seals that loose lube, bad fastening system, inadequate size for the load, etc. If your joints failed - OK. What failed? Did they...