How to turbo a 6.2 using 6.5 parts

[kapnklug]

Timber --
I just installed a '93 6.5 Turbo manifold on my 85 M1009, and yes the clearance between the manifold and the #4 and #6 injectors is VERY tight, even with 2 exh. gaskets I had to make sure the flare nuts on the injectors were horizontal, then even carefully grind a flat onto the flarenut, to clear. You can get the shorter injectors, but thats another $250 plus lost core charge, and you really need the shorter OEM injector lines for those shorter injectors -- heard about people just bending the stock lines to change injector lengths but the lines have a coating inside which can flake off (esp. if 25yrs old) and takeout the injector. Plus those lines are tough, it would be a real PITA to bend them. So add on another $100 for used replacement injector lines.
All that being said, it would've made my turbo installation alot easier to change to the short injectors; I had alot of parts for the '93 that wouldn't fit the long injectors and had to be remade (oil return, heat shield, glowplug shields). Course those short injectors have a higher fuel delivery rate which you can't even take advantage of without the 6.5 injector pump, and there's more $$$.

 

[patracy]

I used three exhaust manifold gaskets on mine, it's still close. A spacer would be better.

"Marine" injectors will only do one thing fast, spend money.

Thomastinsley- Banks won't care at all what you do with his expensive setups once you pay him... Just don't expect any warranty support.

kapnklug, lot's of incorrect statements.

The injector body only affects the packaging. These injectors are ALL pintle style injectors. The only difference between the 6.2 and 6.5 turbo injectors (beside the housing) is the pressure they're set to pop off. The 6.2 injector is set to 1852.2psi. The 6.5 is set to 2087.4psi. Your stock 6.2 injectors can be reset on a bench to 2087.4psi. (Although getting it dialed in that much is a bit much) This is done by changing injector shims.

Now what does all this pop off pressure mean? Simply put, it's the pressure needed at the input of the injector to cause it to open and inject fuel. On the flip side, it also affects the injection duration. (How long the inject event happens)

For the average goals out there, 6.2 injectors are fine. Just increase the fuel metering at the pump. (Which a stock 6.2 pump can push more fuel than needed) There's no need to replace parts when the current parts work out of the box or if the user wishes, can easily be "tuned" to 6.5 specifications.

BTW, I paid $40 for the last four injectors I had adjusted.

 

[Timber]

I kind of figured there wasn't any difference power-wise but have budgeted for the 6.5 injectors for clearance issues. I appreciate all the info, I'm learning as I plan and purchase the parts.

 

[nattieleather]

I have the turbo manifold on my 6.2 right now and it's bumping the injectors. I'm just in the mock up stage of my project so right now it's not a big deal and I will be pulling the motor down and going through it in the not to distant future. When I go to rebuild I plan on putting new injectors in it seems from what I've read here that I need to go with 6.5 injectors and double gaskets or a spacer on the manifold. Am I thinking right here?

 

[patracy]

I used the stock 6.2 injectors, didn't touch the lines at all. And used 3 gaskets. It's tight, but it works. I did have to pull the return hoses up and redo the glow plug wiring though. (Not a big deal)

 

[bearboley]

Change the head gaskets on the 6.2 or you will blow one, might not be tomorrow but it will happen.

 

[patracy]

While it's a good idea to change them due to their inherent weakness. Keeping boost pressure under 10psi is a better plan than rushing out to swap parts once more.

IF the head gasket fails, THEN have the heads surfaced and check the block. Also I'd go with the .010" thicker gaskets to help lower the CR down a tad.

 

[kapnklug]

Patracy: "kapnklug, lot's of incorrect statements."

Just curious what you find incorrect in my post #60 (BTW there's no apostrophe in "lots"). I'm not trying to engage in a peeing contest; just don't see anything incorrect.
I mention that short 6.5 injectors (in stock form) can deliver more fuel than long 6.2 injectors (in stock form). You reply that the stock shorties inject fuel at a higher pressure for a longer duration. Are we not saying the same thing?
Furthermore, the 6.5 injection pump has larger plunger diameter than the 6.2 pump. This will allow it to meter more fuel at higher pressure than the 6.2 pump. Although you might not really NEED that much more fuel in this application, I doubt the pump internals would have been changed at the factory if simply turning up the fuel screw on the 6.2 pump would accomplish the same thing.
I decided to pre-emptively replace my 27yr old head gaskets with head gaskets for a 6.5 TD +.010". Changing them (and getting the heads rebuilt) while the intake and exhaust are off anyway sounds alot better than doing everything again down the road.
I'm concerned about the lifespan of stacked exhaust gaskets (I'm using 2, Patracy using 3). Getting that manifold installed was not easy, even with the hood and fenders off in my case. I'm not looking forward to replacing those gaskets if they blow out, after the body is back together.
I seem to remember someone on this site making an aluminum manifold spacer (which looked like a ton of work), but then saying they ended up not using it. I'm guessing because of clearance issues with the pass. frame rail, which just barely cleared the bolt heads on my truck (even with bolts already in the manifold on installation).
Anyone here experience a stacked-exhaust-gasket blowout?

 

[southdave]

FYI the 6.2 head changed somewhere in the early 90's and where same as the 6.5 and do not require shiming the exhaust manifold and uses the short van injectors. Also about injector if you don't swap the the pre-cups it all for not, you will just be over fueling, cracking piston and burning glow plugs up ect... the pre cups orifices are bigger on the 6.5 to accomodate the fuel mist air thingy that gose on there.

 

[patracy]

My apologies for the typo.

The injector internals are the same, the only difference is the shim thickness. I guess if you count shim thickness as a totally differentiating factor, then yes they are different. However I can have the pop off pressure adjust to 6.5 specs. What I'm getting at is that for about $10 a injector, 6.2 injectors can be configured as a 6.5 setting.

The "magic screw" that everyone is adjusting is actually changing the tension on the leaf spring in the rotor and plunger assembly. Causing an increase in the plunger travel. That's what allows for more fuel given the volume. The metering is a process called inlet metering. Basically the rotor spins with a port alignment allowing only a certain amount of fuel to pass until the rotor closes the fuel inlet path again.

The best performing roostamaster/stanadyne pump is the 4911 pump. It has .310" plungers. Later 6.5's got the .310" plungers. Everything else has .290" plungers. When it comes to the end goal of realistically adding 40-50hp. The 6.2's .290 plungers are able to push enough fuel. You could certainly see more power with a larger pump. But in my view, it's not worth the money (unless you've got an old/dying IP).

The 6.5 turbo series also got the optical timing setup and the PMD controller. This was to interface with the ODBII standards of the time. (Dodge did something similar with the Bosch VE series of pumps making the VP44 [Which also is the red headed step child of the family])

I share your concerns with the exhaust manifold gasket stacking. However I'd advise against aluminum spacers. EGT's can get up to 1300F safely. About 100F higher than aluminum's melting point. And in a bad situation, EGTs can soar. (I know I've seen 1600F on the dodge before)

I cursed at the truck installing that manifold and gaskets. The guy I bought the engine setup from, must have installed it on the engine before installing the entire thing into the truck. He had studs that simply wouldn't clear during the install. I ended up inserting all the bolts and taping them in place so I could slide everything into place. Then screwed in the studs and worked the gaskets into place. I don't look forward to any future work on that...

I hope you didn't take my comments as being argumentative. There just seems to be a lot of diesel myths out there. I've managed to play with a number of diesel engines over the past decade. And have learned a lot by trial and error. (FWIW, I've played with 6.2/6.5 NA/Turbo'ed, the duramax 6.6, VW 1.6 NA's and turbos, VW 1.9's, Ford 6.9 and 7.3 NA's, 7.3 powerstrokes, 6.0 powerstrokes, Cummins 12V and 24V 5.9's, MB 300D's, VM 2.8's, LDT's, LDS's, and now CAT engines ) I don't profess to be an ASE certified diesel mechanic. But then again, I know a few certified "mechanics" that I wouldn't trust to change my oil...

Again, sorry if you felt as though I was picking on you. My intent was to point out how easily the 6.2 parts can be adjusted to perform at a 6.5 level, and reduce cost.

Here's a nice document that lays out all the pumps found on the 6.2/6.5's.

GM 6.2L & 6.5L APPLICATIONS AND SUPERSESSION
INFORMATION
DATE: April 27, 2001 SUPERSEDES: P.B. 119R5 dated 5/21/97
PARTS BULLETIN
NO: 119R6
GM Injection Pump Application and Supersession Guide
6.2 Liter Applications
Model GM P/N Year Application
Engine
System Superseded by Changes††
DB2829-4090 14050587 1982 LD C/K Truck C/K DB2829-4126 Note 1
DB2829-4091 14050588 1982 HD C/K Truck C/K DB2829-4153 Note 1
DB2829-4126 14050587 1982-83 LD C/K Truck C/K — —
DB2829-4127 14050526 1982 LD Truck - ALT. C/K — —
DB2829-4151 14061645 1983 P Truck (Motor Home) C/K — —
DB2829-4153 14050588 1982-83 HD C/K & P Truck C/K — —
DB2829-4187 14066280 1983 LD & HD C/K Truck - ALT. C/K — —
DB2829-4188 14066277 1983 LD G Van G — —
DB2829-4189 14066278 1983 HD G Van G — —
DB2829-4190 14066279 1983 LD & HD G Van - ALT. G — —
DB2829-4266 14077133 1984 P Truck (Motor Home) C/K — —
DB2829-4267 14077179 1984-85 CUCV (Military), HD C/K, D Truck C/K DB2829-4520 Note 2 except (d)
DB2829-4268 14077135 1984 HD G Van G — —
DB2829-4269 14077136 1984 HD C/K Truck - ALT. C/K — —
DB2829-4270 14077137 1984 HD G Van - ALT. G — —
DB2829-4274 14077168 1984 LD C/K Truck C/K DB2829-4425 Note 3
DB2829-4275 14077171 1984 LD C/K Truck - ALT. C/K DB2829-4426 Note 3
DB2829-4276 14077169 1984 LD G Van G DB2829-4427 Note 3
DB2829-4277 14077170 1984 LD G Van - ALT. G DB2829-4428 Note 3
DB2829-4305 14077134 1984 CUCV (Military), HD C/K, D Truck C/K DB2829-4267 Note 4
DB2829-4309 14077185 1984 LD C/K Truck - CAL. C/K — —
DB2829-4310 14077186 1984 LD G Van - CAL. (Man. Trans.) G — —
DB2829-4355 23500014 1984 HMMWV (Military) C/K DB2829-4471 Note 5
DB2829-4366 23500077 1984 LD G Van - CAL. (Auto. Trans.) G DB2829-4439 Note 5
DB2829-4386 23500256 1984-85 CUCV (Military), HD C/K, D Truck - 1.2 cSt C/K DB2829-4521 Note 2
DB2829-4410 23500251 1985 HD C/K & P Truck C/K DB2829-4544 Note 2
DB2829-4411 23500252 1985 HD G Van G DB2829-4509 Note 2
DB2829-4412 23500253 1985 HD C/K Truck - ALT. C/K DB2829-4510 Note 2
DB2829-4413 23500254 1985 HD G Van - ALT. G DB2829-4511 Note 2
DB2829-4425 14077168 1985 LD C/K Truck C/K DB2829-4502 Note 2 except (d)
DB2829-4426 14077171 1985 LD C/K Truck - ALT. C/K DB2829-4506 Note 2 except (d)
DB2829-4427 14077169 1985 LD G Van G DB2829-4503 Note 2 except (d)
DB2829-4428 14077170 1985 LD G Van - ALT. G DB2829-4507 Note 2 except (d)
DB2829-4437 23500273 1985 LD C/K Truck - CAL. C/K — —
DB2829-4439 23500275 1985 LD G Van - CAL. (Auto. & Man. Trans.) G — —
DB2829-4440 23500276 1985 HMMWV (Military) - 1.2 cSt C/K DB2829-4523 Note 2
DB2829-4441 23500277 1985 HD C/K & P Truck - 1.2 cSt C/K DB2829-4512 Note 2
DB2829-4471 23500398 1985 HMMWV (Military) C/K DB2829-4524 Note 2
DB2829-4502 23500400 1986-87 LD C/K Truck C/K — —
DB2829-4503 23500401 1986-87 LD G Van G — —
- 2 - P.B. 119R6
†† At the time of supersession parts and/or calibration changed as noted. Other changes may have occurred since.
Engine Systems
C/K — Injector - 84 mm length, 6 mm dia. nozzle valve; Lines - 2.50 mm I.D.; Delivery Valve Retraction - 30mm3
G — Injector - 74 mm length, 5 mm dia. nozzle valve; Lines - 2.00 mm I.D.; Delivery Valve Retraction - 22.5mm3
* — Injector - 74 mm length, 5 mm dia. nozzle valve; Lines - 2.36 mm I.D.; Delivery Valve Retraction - 22.5mm3
Notes
1 — Timing (Ref. S.B. 375)
2 — (a) Transfer Pump Filter; (b) Advance Piston (S.B. 393R3);
(c) Delivery Valve Stop & Spring (S.L. 250R2); (d) Governor Spring
3 — (a) Min-Max Governor Pushrod; (b) Non-grooved Metering Valve (S.B. 336R4)
4 — Housing; Drive Shaft Retention (S.B. 419)
5 — Min-Max Governor Pushrod
Model GM P/N Year Application
Engine
System Superseded by Changes††
DB2829-4506 23500404 1986-87 LD C/K Truck - ALT. C/K — —
DB2829-4507 23500405 1986-87 LD G Van - ALT. G — —
DB2829-4509 23500407 1986-87 HD G Van G DB2829-4646 Note 6
DB2829-4510 23500408 1986-87 HD C/K & P Truck - ALT. C/K — —
DB2829-4511 23500409 1986-87 HD G Van - ALT. G DB2829-4648 Note 6 exc. (b)
DB2829-4512 23500410 1986-87 HD C/K & P Truck - ALT. C/K — —
DB2829-4520 23500413 1986-87 CUCV (Military), HD D Truck C/K — —
DB2829-4521 23500414 1986-87 CUCV (Military), HD D Truck - 1.2 cSt C/K — —
DB2829-4523 23500415 1986-89 HMMWV (Military) - 1.2 cSt C/K — —
DB2829-4524 23500416 1986-89 HMMWV (Military) C/K — —
DB2829-4544 23500346 1986-88 HD C/K & P Truck C/K — —
DB2829-4548 23500587 1986-88 Industrial - 12V (Clark) C/K — —
DB2829-4554 23500931 1988-89 LD C/K Truck (Auto. Trans.) C/K — —
DB2829-4555 23500933 1988-89 LD C/K, R/V Truck - ALT. (Auto. Trans.) C/K — —
DB2829-4574 23501280 1987-88 Generator - 24V (Clark), 1800 RPM C/K Made from
DB2829-4548
—
DB2829-4581 23500932 1988-89 LD C/K Truck (Man. Trans.) C/K — —
DB2829-4582 23500934 1988-89 LD C/K Truck - ALT. (Man. Trans.) C/K — —
DB2829-4612 23501993 1987-88 Industrial - 24V (Clark), 3600 RPM C/K Made from
DB2829-4548
—
DB2829-4636 23500941 1988-89 LD G Van (Auto. Trans.) G — —
DB2829-4637 23500942 1988-89 LD G Van (Man. Trans.) G — —
DB2829-4638 23500943 1988-89 LD G Van - ALT. (Auto. Trans.) G — —
DB2829-4639 23500944 1988-89 LD G Van - ALT. (Man. Trans.) G — —
DB2829-4646 23502177 1988 HD C/K, R/V, P Truck & G Van G DB2829-4723 Note 7
DB2829-4647 23502178 1988 HD C/K, R/V, P Truck & G Van - 1.2 cSt G DB2829-4724 Note 7
DB2829-4648 23502179 1988 HD C/K, R/V, P Truck & G Van - ALT. G DB2829-4725 Note 7
DB2829-4655 23502229 1988-89 Industrial - 12V (Clark), 3600 RPM, 1.2 cSt C/K Made from
DB2829-4548
—
DB2829-4701 23503123 1988-89 LD R/V (Auto. Trans.) C/K — —
DB2829-4723 23503998 1989 HD C/K, R/V, P Truck & G Van G — —
DB2829-4724 23503999 1989 HD C/K, R/V, P Truck & G Van - 1.2 cSt G — —
DB2829-4725 23504000 1989 HD C/K, R/V, P Truck & G Van - ALT. G — —
DB2829-4779 10149610 1990 HD C/K, R/V, P Truck & G Van G — —
DB2829-4780 10149619 1990 HD C/K, R/V, P Truck & G Van - 1.2 cSt G — —
DB2829-4781 10149620 1990 HD C/K, R/V, P Truck & G Van - ALT. G DB2829-4877 Note 8
DB2829-4790 10149609 1990 LD C/K, R/V & G Van (Auto. Trans.) G — —
DB2829-4791 10149621 1990 LD R/V Truck & G Van (Auto. Trans.) - ALT. G — —
DB2829-4792 10149611 1990 LD C/K Truck (Man. Trans.) G — —
DB2829-4793 10149618 1990 LD C/K Truck (Man. Trans.) - ALT. G — —
DB2829-4801 10149623 1990 Industrial - 12V, 3600 RPM G — —
DB2829-4802 10149646 1990 Generator - 24V, 1800 RPM G Made from
DB2829-4801
—
- 3 - P.B. 119R6
GM Injection Pump Application and Supersession Guide
6.2 Liter Applications
†† At the time of supersession parts and/or calibration changed as noted. Other changes may have occurred since.
Engine Systems
C/K — Injector - 84 mm length, 6 mm dia. nozzle valve; Lines - 2.50 mm I.D.; Delivery Valve Retraction - 30mm3
G — Injector - 74 mm length, 5 mm dia. nozzle valve; Lines - 2.00 mm I.D.; Delivery Valve Retraction - 22.5mm3
* — Injector - 74 mm length, 5 mm dia. nozzle valve; Lines - 2.36 mm I.D.; Delivery Valve Retraction - 22.5mm3
Notes
6 — (a) Calibration; (b) Air Timing; Drive shaft Retention (Ref. S.B. 419)
7 — (a) Min-Max Governor Spring; (b) Transfer Pump Regulator Spring; (c) Advance Spring; (d) Calibration
8 — (a) Advance Piston; (b) Spring Side Advance Plug; (c) Advance Spring; (d) Calibration; (e) T.P. Regulator
(f) Housing Pressure Regulator/Return Connector
Model GM P/N Year Application
Engine
System Superseded by Changes††
DB2829-4803 10149647 1990 Industrial - 24V, 3600 RPM G Made from
DB2829-4801
—
DB2829-4804 10149648 1990 Industrial - 12V, 1.2 cSt G Made From
DB2829-4801
—
DB2829-4833 10149622 1990 Marine (Peninsular Diesel) G — —
DB2829-4840 10149679 1990 LD C/K Truck (Auto. Trans.) - ALT. C/K — —
DB2829-4847 10149679 1990 HMMWV (Military) G DB2829-4878 Note 8 exc. (e) & (f)
DB2829-4848 10149634 1990 HMMWV (Military) - 1.2 cSt G DB2829-4879 Note 8 exc. (e) & (f)
DB2829-4875 10149610 1991 HD C/K, R/V, P Truck & G Van * — —
DB2829-4876 10149619 1991 HD C/K, R/V, P Truck & G Van - 1.2 cSt * — —
DB2829-4877 10149620 1991-92 HD C/K, R/V, P Truck & G Van - ALT. * — —
DB2829-4878 10149633 1990½ HMMWV (Military) G — —
DB2829-4879 10149634 1990½ HMMWV (Military) - 1.2 cSt G — —
DB2829-4894 10183929 1991 LD C/K, R/V & G Van * — Notes 9 & 11
DB2829-4895 10183930 1991 LD C/K, R/V & G Van - ALT. * — —
DB2829-4959 10191495 1990 Marine - 3600RPM * — —
DB2829-4974 14098680 1991 Marine (Peninsular Diesel) - Turbo (250 hp) * — —
DB2829-4977 10154613 1992 LD C/K, R/V & G Van * DB2829-4894 Note 10
DB2829-4978 10154614 1992 LD C/K, R/V & G Van - ALT. * DB2829-4895 Note 10
DB2829-4979 10154615 1992 HD C/K, R/V, P & G Van * DB2829-4875 Note 10
DB2829-4980 10154616 1992 HD C/K, R/V, P & G Van - 1.2 cSt * DB2829-4876 Note 10
DB2829-4981 10154617 1992 HD C/K, R/V, P & G Van - ALT. * DB2829-4877 Note 10
DB2829-5048 10154678 1992 P Truck - 2500 RPM (120 hp) * — Note 10
DB2829-5050 10154699 1992 P Truck - 2600 RPM (135 hp) * — Note 10
DB2829-5055 10154685 1993 LD C/K, R/V, & G Van - ALT. * — Notes 10 & 11
DB2829-5056 10154684 1993 LD C/K, R/V, & G Van * — Notes 10 & 11
- 4 - P.B. 119R6
GM Injection Pump Application and Supersession Guide
6.2 Liter Applications
†† At the time of supersession parts and/or calibration changed as noted. Other changes may have occurred since.
Engine Systems
C/K — Injector - 84 mm length, 6 mm dia. nozzle valve; Lines - 2.50 mm I.D.; Delivery Valve Retraction - 30mm3
G — Injector - 74 mm length, 5 mm dia. nozzle valve; Lines - 2.00 mm I.D.; Delivery Valve Retraction - 22.5mm3
* — Injector - 74 mm length, 5 mm dia. nozzle valve; Lines - 2.36 mm I.D.; Delivery Valve Retraction - 22.5mm3
Notes
8 — (a) Advance Piston; (B) Spring Side Advance Plug; (c ) Advance Spring; (d) Calibration; (e) T.P. Regulator
(f) Housing Pressure Regulator/Return Connector
9 — 1991 LD C/K, R/V, and G Van do not require S.O. I. Sensor
10 — Start of injection (S.O.I.) Sensor, P/N 26605, beginning with 1992 MY (S.B. 469)
11 — (a) High Force HPCA Solenoid; (b) Housing Pressure Regulator/Return Connector; (c) Calibration
12 — (a) Unpotted Encoder Sensor; (b) Ceramic Rollers
Model GM P/N Year Application
Engine
System Superseded by Changes††
DB2831-4911 10183901 1992-93 HD C/K & P - Turbo (200 hp) * — Note 10
DB2831-4927 14098655 1992-93 HD C/K & P - Turbo, 1.2 cSt * — Note 10
DB2831-4970 10154607 1992-93 SD - Turbo (15,000 GVW) * — Note 10
DB2831-4971 10154608 1992-93 SD - Turbo (15,000 GVW), 1.2 cSt * — Note 10
DS4831-5067 10225930 1994-96 LD & HD C/K, G, and P3 Truck & Van * DS4831-5288 Note 12
DS4831-5068 10225929 1994 HD C/K, G, and P3 Truck & Van * — —
DB2831-5079 10224039 1993-97 2½ Ton Cab-over (Military) - Turbo (200 hp) * — Note 10
DB2831-5088 10229115 1994-97 HD P & G Van - N/A (170 hp) * — Note 10
DB2831-5089 10229119 1994-97 HD P & G Van - N/A, ALT. * — Note 10
DB2831-5119 10238967 1994-97 HD P Truck - N/A, 2600 RPM (120 hp) * — Note 10
6.5 Liter Applications
- 5 - P.B. 119R6
GM Injection Pump Application and Supersession Guide
6.5 Liter Applications
Model GM P/N Year Application
Engine
System Superseded by Changes††
DB2831-5129 12550269 1994 HD P & G Van - N/A, 1.2 cSt (170 hp) * — Note 10
DB2831-5149 12550433 1994-96 HMMWV (Military) - N/A, 1.2 cSt (170 hp) * — —
DB2831-5157 12551521 1994 HD O.E.M. - Turbo (200 hp) * — Note 10
DB2831-5164 12552397 1992-93 HD C/K & P - Turbo (Man. Trans.) Service * — Note 10
DB2831-5167 12552621 1992-93 SD - Turbo (15,000 GVW) Service * — Note 10
DB2831-5209 12555697 1995-97 HD (Military) - N/A, 1.2 cSt * — —
DS4831-5288 12558156 1997-98 LD & HD C/K, G, and P3 Truck & Van * DS4831-5459 Note 13
DB2831-5323 12559097 1997 HD 6.5 replacement for 6.2
(3 speed Auto. Trans.)
* — Note 10
DB2831-5436 12561383 1994 HD P& G - (170 hp) * — Note 10
DB2831-5437 12561384 1994 HD P& G - ALT. * — Note 10
DB2831-5438 12561385 1994 HD P - 1.2 cSt, 2600 RPM (120 hp) * — Note 10
DS4831-5459 12561405 1999 LD & HD C/K, G, and P3 Truck & Van * DS4831-5521 Note 14
DB2831-5485 12561514 1998-00 HD (Military) - Turbo, 1.2 cSt (200 hp) * — —
DS4831-5521 12561307 2000 LD & HD C/K, G, and P3 Truck & Van * — —
†† At the time of supersession parts and/or calibration changed as noted. Other changes may have occurred since.
Engine Systems
C/K — Injector - 84 mm length, 6 mm dia. nozzle valve; Lines - 2.50 mm I.D.; Delivery Valve Retraction - 30mm3
G — Injector - 74 mm length, 5 mm dia. nozzle valve; Lines - 2.00 mm I.D.; Delivery Valve Retraction - 22.5mm3
* — Injector - 74 mm length, 5 mm dia. nozzle valve; Lines - 2.36 mm I.D.; Delivery Valve Retraction - 22.5mm3
Notes
10 — Start of injection (S.O.I.) Sensor, P/N 26605, beginning with 1992 MY (S.B. 469)
11 — (a) High Force HPCA Solenoid; (b) Housing Pressure Regulator/Return Connector; (c) Calibration
12 — (a) Unpotted Encoder Sensor; (b) Ceramic Rollers
13 — (a) Inner Bearing Retainer/Thrust Washer; (b) Encoder Sensor; (c) T.P. Blade Spring; (d) Calibration
14 — (a) Stepper Motor and Stop; (b) Pump Mounted Driver
Arctic pumps:
DB2829-4386 23500256 1984-85 CUCV (Military), HD C/K, D Truck - 1.2 cSt C/K
DB2829-4440 23500276 1985 HMMWV (Military) - 1.2 cSt C/K DB2829-4523 Note 2
DB2829-4441 23500277 1985 HD C/K & P Truck - 1.2 cSt C/K DB2829-4512 Note 2
DB2829-4521 23500414 1986-87 CUCV (Military), HD D Truck - 1.2 cSt C/K — —
DB2829-4523 23500415 1986-89 HMMWV (Military) - 1.2 cSt C/K — —
DB2829-4647 23502178 1988 HD C/K, R/V, P Truck & G Van - 1.2 cSt G DB2829-4724 Note 7
DB2829-4655 23502229 1988-89 Industrial - 12V (Clark), 3600 RPM, 1.2 cSt C/K Made from DB2829-4548
DB2829-4724 23503999 1989 HD C/K, R/V, P Truck & G Van - 1.2 cSt G — —
DB2829-4780 10149619 1990 HD C/K, R/V, P Truck & G Van - 1.2 cSt G — —
DB2829-4804 10149648 1990 Industrial - 12V, 1.2 cSt G Made From DB2829-4801
DB2829-4848 10149634 1990 HMMWV (Military) - 1.2 cSt G DB2829-4879 Note 8 exc. (e) & (f)
DB2829-4876 10149619 1991 HD C/K, R/V, P Truck & G Van - 1.2 cSt * — —
DB2829-4879 10149634 1990½ HMMWV (Military) - 1.2 cSt G — —
DB2829-4980 10154616 1992 HD C/K, R/V, P & G Van - 1.2 cSt * DB2829-4876 Note
10
DB2831-4927 14098655 1992-93 HD C/K & P - Turbo, 1.2 cSt * — Note 10
DB2831-4971 10154608 1992-93 SD - Turbo (15,000 GVW), 1.2 cSt * — Note 10
DB2831-5129 12550269 1994 HD P & G Van - N/A, 1.2 cSt (170 hp) * — Note 10
DB2831-5209 12555697 1995-97 HD (Military) - N/A, 1.2 cSt * — —
DB2831-5438 12561385 1994 HD P - 1.2 cSt, 2600 RPM (120 hp) * — Note 10
DB2831-5485 12561514 1998-00 HD (Military) - Turbo, 1.2 cSt (200 hp) * — —

Stanadyne lists the following IPs as military without a civilian application: 4355, 4440, 4471, 4520, 4521, 4523, 4524, 4847, 4848, 4878, 4879 for 6.2s and some other 5XXX IPs for military 6.5s.
DB2829-4355 23500014 1984 HMMWV (Military) C/K DB2829-4471 Note 5
DB2829-4440 23500276 1985 HMMWV (Military) - 1.2 cSt C/K DB2829-4523 Note 2
DB2829-4471 23500398 1985 HMMWV (Military) C/K DB2829-4524 Note 2
DB2829-4520 23500413 1986-87 CUCV (Military), HD D Truck C/K
DB2829-4521 23500414 1986-87 CUCV (Military), HD D Truck - 1.2 cSt C/K
DB2829-4523 23500415 1986-89 HMMWV (Military) - 1.2 cSt C/K
DB2829-4524 23500416 1986-89 HMMWV (Military) C/K
DB2829-4847 10149679 1990 HMMWV (Military) G DB2829-4878 Note 8 exc. (e) & (f)
DB2829-4848 10149634 1990 HMMWV (Military) - 1.2 cSt G DB2829-4879 Note 8 exc. (e) & (f)
DB2829 - 4875 not listed as military but military suplus shows they were purchased for $1800 each.
DB2829-4878 10149633 1990½ HMMWV (Military) G
DB2829-4879 10149634 1990½ HMMWV (Military) - 1.2 cSt G
DB2829-4879 10149634 1990½ HMMWV (Military)
Known fuel delivery specs.

All speeds are in engine rpm unless otherwise noted.
1. Injection pump operating speed is half of engine speed.
2. Injection pump rotation is counterclockwise.
3. Injection pump is timed to the outlet port in the 10 o’clock position when viewed from the transfer pump end.

The oem 6.2 pumps are 0.290 dia plungers - the oem 6.5 pumps are 0.310 plungers, marine-service pumps are available with larger plungers
PRE-1990 (6.2L) FUEL INJECTION PUMP (DB2829-4523) CALIBRATION Military

 

[chevyCUCV]

My apologies for the typo.


The best performing roostamaster/stanadyne pump is the 4911 pump. It has .310" plungers. Later 6.5's got the .310" plungers. Everything else has .290" plungers. When it comes to the end goal of realistically adding 40-50hp. The 6.2's .290 plungers are able to push enough fuel. You could certainly see more power with a larger pump. But in my view, it's not worth the money (unless you've got an old/dying IP).

Isnt the myth of the 4911 is far over rated. IF you want more fuel than the 29 pump, any db2831 pump will flow more, The 4911 was just turned up to a higher setting at the factory. Once you start messing with adjustments, they all even out power wise.

Just another thing i've picked up online, but i follow the logic , any comment on that patracy?

 

[kapnklug]

Patracy:
"I cursed at the truck installing that manifold and gaskets. The guy I bought the engine setup from, must have installed it on the engine before installing the entire thing into the truck. He had studs that simply wouldn't clear during the install. I ended up inserting all the bolts and taping them in place so I could slide everything into place. Then screwed in the studs and worked the gaskets into place. I don't look forward to any future work on that..."

Complete agreement. Installing that turbo manifold was a BIZZZOTCH. For anyone doing this job, I highly recommend removing the front clip, or at least the pass. side inner/outer fender and hood, to gain access. This will certainly make building the downpipe easier as well. If I had to do it again, I would also remove the 2 motor mount bolts, loosen the transfer case mount bolts, and lift the engine an inch or so before installing the manifold.
I ended up putting the bolts thru the manifold while still on the bench, hanging the 2 gaskets on the bolts, then winding a piece of thread just under the bolt heads, from one bolt to the next, to keep them from sliding out while positioning the manifold. Once all the bolts were in a couple turns, I unwound the thread, then finished tightening. Also, my manifold came with studs that hold the glowplug heat shields. The studs would not clear the frame, had to replace them with bolts. I then covered the glowplug wires with heatshield loom from NAPA in place of the stock heatshields.

 

[Timber]

I was thinking of pulling the front quarters for this job, sounds like you'll be throwing more wrenches if you don't.

 

[patracy]

I'm not sure I'd pull the entire front clip to do it. I certainly would pull the passenger wheel and inner fender though.

 

[Timber]

Timber --
I just installed a '93 6.5 Turbo manifold on my 85 M1009, and yes the clearance between the manifold and the #4 and #6 injectors is VERY tight, even with 2 exh. gaskets I had to make sure the flare nuts on the injectors were horizontal, then even carefully grind a flat onto the flarenut, to clear. You can get the shorter injectors, but thats another $250 plus lost core charge, and you really need the shorter OEM injector lines for those shorter injectors -- heard about people just bending the stock lines to change injector lengths but the lines have a coating inside which can flake off (esp. if 25yrs old) and takeout the injector. Plus those lines are tough, it would be a real PITA to bend them. So add on another $100 for used replacement injector lines.
All that being said, it would've made my turbo installation alot easier to change to the short injectors; I had alot of parts for the '93 that wouldn't fit the long injectors and had to be remade (oil return, heat shield, glowplug shields). Course those short injectors have a higher fuel delivery rate which you can't even take advantage of without the 6.5 injector pump, and there's more $$$.

Thanks for the tip, I got a set of used 6.5 injector lines for pretty cheap. Now I'm shopping new or rebuilt shorty 6.5 injectors.

Tons of good info here and I appreciate it. When the install begins I'll start my own thread and document everything for future reference.

 

[cshaw07]

I picked up a complete 1994 6.5L TD with 3" stainless exhaust, 6 month old electric lift pump, brand new 12v starter, etc etc for $750. Its got a blown head gasket, i plan to use the turbo set up and sell what I'm not going to use.. (starter, 6.5L IP, block and heads if good) to recoup some of my monies. I know about all I need to know about throwing the turbo and associated parts on my 09' but i do have a few questions. Can i use the injectors and lines from the 94 on my 85 6.2? I remember reading somewhere about fine and coarse thread injectors but i cant even remember if that was in regards to these engines or something totally different haha oh, and on the 94, is the turbo electronic controlled or does it work off of pressure? Thanks for the help guys, ive been reading so much about turbo'ing this thing im having dreams at night!

 

[Cleptomaniac]

Ok guys I did this to my truck and their is one thing that is not covered on hare or anywhere I could find on line.
The CDR. For anyone doing this you have to disconnect the cdr lines from both sides of the intake manifold. And plug the inlets. Then rout the hose that is next to the oil fill tube to the cdr. The other end needs to be plumbed in pre turbo.
Sorry I'm terrible at write ups hope this helps.

 

[twomorestrokes]

Great thread! I would like to know if a custom bent crossover pipe is mandatory or will the factory crossover from a later model 6.5TD work if both matching manifolds are used? I assume a muffler shop will need to custom bend one for the earlier truck setup, but just wanted to know what to look for when searching parts.

 

[kapnklug]

On my install, using parts from a '93 6.5TD, the driver-side manifold would not clear the oil cooler lines, so I ended up re-using the 6.2NA driver-side manifold. The crossover pipe is 1/4" larger dia. than the stock exhaust, but was still able to mate with the stock manifold after I elongated the bolt-holes in the flange. The angle was all wrong, of course, so I cut about a foot out of the middle of the crossover and bolted both ends loosely to their manifolds, so that each end could be rotated inside the flange. Then I welded up a center section (with a slip joint) from mufflershop parts welded to both ends. Now I can remove one side or the other. The main concern is clearance above the front driveshaft; my driveshaft still managed to put a small dent in the new crossover during a particularly ambitious maneuver, so it still needs some work. For a real quick installation, you could just use 8" long flanged end-pieces and a 24"X2.25" flexpipe.

 

[Dawookie]

Can anyone tell me what length and size oil lines they used for this swap. I have been working on my 09 for the past few months and got my hands on a 6.5 turbo setup. Thanks for the help.