Outer Limits 4x4 Board

cloughy wrote: Needs a bit of work though, outriggers are trashed, and I'w waiting on prices for transport, might even road tri it home if I get it

ISUZUROVER wrote: I think the head problems are exaggerated

KiwiBacon wrote:

ISUZUROVER wrote: I think the head problems are exaggerated

They probably are. But toyotas are still famous for it. Sasquatch has more yearly sightings than a cracked 4BD1T head.

Bush65 wrote:For a long time I was keen to put a 6.5 litre Chevy diesel in my bushie (re Bush65 name) and found out as much as I could about them. I deleted most of the info recently during a clean-up.

As far as diesels go they are light duty and for their displacement they do not produce a lot of power or torque.

Some claim they are based on the petrol v8 but that is BS. Designed from scratch by Detroit Diesel for GM. They are very similar in size, but heavier than BB Chevy and only share minor external bolt on components.

They have a bad reputation for being unreliable, but a lot of that is based on the inferior and unrelated 5.7 litre motor, which the 6.2l replaced.

6.2l blocks before 1992 develop cracks in the webs (from the main bearing bolts). The block was beefed up in 1992 to fix that and to suit 6.5l - block casting no 10149599. 1993 was last year for 6.2l. Oil spray to cool pistons was introduced in 1966 and the holes that are machined in the main webs lead to cracking in the webs.

The heads tend to crack between valve seats at rear cylinders. This is repaired by fitting a sleeve in the water passage - the crack remains but the leak is sealed. The problem was not solved until later 6.5l turbos with the high volume water pump - not practical to retrofit to earlier motors. The generally accepted explanation is that steam develops in the water passages of the head affecting cooling (the flow from the larger pump is able to get rid of the steam).

The unusual firing order and being diesel, creates impulses that cause problems with the harmonic balancer. Flogged keyways in the crank are not unusual. The rubber in the balancer deteriorates, which quickly lead to a broken crankshaft.

There are problems with glow plugs. Carbon build-up makes them hard to remove and they can easily break inside the head (tricky to remove).

The life of alternator belts is notorious.

The mechanical DB2 injector pumps have a poor reputation for longevity. The DB4 pumps in later 6.5 turbos have some ceramic internal parts to improve the life with low Sulphur diesel, but these have computer controls which introduced new problems. Of the non-computer controlled pumps the last of these (DB2-911) is best for performance - higher capacity and used with high pop pressure injectors.

The starter motor life can be short if the gear is not aligned accurately and the support bracket at the front of the starter is not fitted.

Turbo was never a factory option for 6.2l and I can't recall which year the turbo came out on 6.5l. The compression ratio is high, even for a diesel (22:1 from memory, to make starting easier in North American winters), so high turbo boost pressures can't be used.

It is essential to watch the exhaust gas temperature if you increase the fuel.

As far as engine conversions go, engine mounts for a petrol chevy v8 also suit the diesel. The bolt pattern for the gearbox is also the same. As most diesels were fitted with auto's so you need an adaptor for Chevy flywheel (Marks have these) to fit a manual box.

If you want a strong and reliable diesel, and good parts availability have a good look at Isuzu truck motors. These trucks are everywhere in Australia. Some sources are National Truck Spares at Arncliffe (02) 9599 2700 or search for Isuzu at http://www.truckhub.com.au

andrew e wrote:if you bought that 120 i have some x members laying aroung.