Outer Limits 4x4 Board

Ok fellas.

Now we're not talkin about engine conversions... (thou im considering it... but its not the topic). This topic is about the reliance of the 6.5 turbo diesel v8 engine.

Ive been told something about the engines itselfs cracking along the block somewhere which im not so sure about.

Id like to ask all forum members who have heard about the engines and have driven or owned them for their opinions and comments about those engines and whether its a worthwhile conversion?

My opinions so far in this.

None of the tuff truck entrants use a 6.5 turbo diesel v8.
Its not a common conversion.
Its an expensive engine to buy.

What gearboxes should be used - auto or manual?

Just chasing as much info as possible as thers not much info on the net about them.

Cheers all

Tom

dude give Matt(v8diesel) a call at kowari 47747577

he'll tell u everything about the 6.5V8 diesels

been wheelin in his GU with one in .... got stuck kinda on a hill ...
sheer power and torque pulled the vehical out
when he gave it a big boot full
im impressed by it just being a passanger

Yeah i've heard they can blow pinholes in the sides of the block causing loss of compression.

Anyone recommend this motor ?

The 6.2L had problems with cracks in the webs where the main bearing caps bolt. The castings were beefed up for the 6.5L (and 6.2L that same year).

Heads crack at rear cylinders - was fixed when they fitted high output water pump (can't recall what year that was). The HO pump does not fit the earlier years - rotates opp direction, has serpentine belt drive. The cracks can be repaired by fitting a sleeve in the water jacket.

I don't remember what year they changed from the DB2 to DS4 injection pump, but the DS4 would be a more complicated swap due to electronics.

There are so called light duty and heavy duty versions of the 6.2L and 6.5L. Nothing to do with strength or durability - light duty makes less power, has smaller valves and EGR for different emission requirements in some US states.

Tom, I am an agent for Brunswick Diesels in Townsville, see if I can help you out.

GQ wrote:My opinions so far in this.

None of the tuff truck entrants use a 6.5 turbo diesel v8.
Its not a common conversion.
Its an expensive engine to buy.

I believe "Tools Of Mass Destruction" ran a 6.5 Diesel at Tuff Truck in his BJ73.
It is not a common conversion because it is not cheap. Trust me if it was cheap, everybody would have one in their rig. 2nd hand engines are not easy to get unless you know an importer and it's a gamble weather or not the engine will run and you will have to make everything fit yourself like A/C comp, alt, vac pump etc. = $$$

Very early model blocks did have a few problems with cracks in the crank journal webbing. Brunswick only sell late model engines so that is something you will need to check if you do not use a Brunswick Conversion.

Like any big diesel engine, the motors do run hot. Some model vehicles have radiators efficient enough to keep them cool. Some models don't, although they can be upgraded. Installing one of these engines into a vehicle that has insufficient cooling capacity for the big diesel = cracked heads!! I have not heard of pinholes in the blocks.

Bush 65 is right. Engines came out with electronic controlled, and non electronic injector pumps. Stay away from electronically controlled injector pumps. They are known to be unreliable. Non electronic injector pumps are reliable, less complicated and easier to tune/adjust.

We do not have any customers come back saying they are not happy with the conversion. Providing they are installed correctly and professionally and are serviced regularly, the engine will be good for 200,000km, you will have mega engine torque, fat exhaust note and probably better fuel economy than your 6 cylinder engine. They are the reasons that people pay the $$$ for this conversion.

V8Diesel wrote:I believe "Tools Of Mass Destruction" ran a 6.5 Diesel at Tuff Truck in his BJ73.
.

Actually a 6.2 chev diesel n/a. That very trucks for sale on the for sale section here and he listed his specs.

What is th emost expensive part of the conversion for that kind of engine and should it be behind an auto or a manual box?

Regards
Tom

I had a 6.2 in a sixty series was excellent heaps of torque and good on fuel so long as you dont cain it all the time my conversion was done by Brunswick Diesals

Good points
heaps of low down torque
fuel efficent
fixicaly lighter than a toyota 2h motor

Bad points
not al parts are the same
avaiability of patrs
price to convert
back up service

When the job was done on my vehicle the original engine mounts were just cut of with a oxy the remaining slag was left and painted for the money i paid i expected better
I had fuel problems driving up very steep hills with 1/2 a tank or less of fuel Brunswick Diesals didnt want to no
When i dropped in for my free 1500 km service i ask why the thermostat housing on another vehicle was different to the one i had and was told they just use what they can get on asking what thermostat was used they told me a 80 series one with the bottom cut of which was fine it worked what wasnt fine was that if i hadnt of asked i would have tried to get hold of a chevy one if it ever failed they should supply a parts list

A mate has had a 6.5 turbo motor fitted to a GQ great motor no problems but he drives it hard and is averaging 400kms to the tank and 70 kms to the cv joint when 4x4 driving he keeps screwing axles of just behind the cv joint you can see the splines are twisted just to much torque he is running 35 centapeeds and a arb locked front end

GQ wrote:

V8Diesel wrote:I believe "Tools Of Mass Destruction" ran a 6.5 Diesel at Tuff Truck in his BJ73.
.

Actually a 6.2 chev diesel n/a. That very trucks for sale on the for sale section here and he listed his specs.

What is th emost expensive part of the conversion for that kind of engine and should it be behind an auto or a manual box?

Regards
Tom

Tom, the most expensive part of the conversion is the engine itself. The conversion goes well with either a manual or auto. I guess it is personel preference. Personally I like the auto for on and off road.

I have a 6.5L Side Mount Turbo in my 80, it is with the Toyota 4 SPeed Auto.

It is a great motor and I have had no problems with it. I bought the truck with the conversion already done by Linquip, It came with a full instruction manual for the motor andparts list all supplied in a folder with the Linquip sticker on it.

I went on a trip from Sydney to QLD recently and I got ave 11L / 100km fuel economy and when I called into Linquip to get a new acc cable, the serviced it free of charge.

One point if runing it behind an auto, make sure you get the kickdown adjusted otherwise it tends to kick down about 2000rpm, right when you want to use the massive torque.

Off road the thing is FANTASTIC!!!!

I have 37" MTR's / 38" Swampers and I'm still running 4.1's in the diffs, other than a little quick downhill, everywhere else I couldn't be happier with how it goes.

If you opt for a manual, be prepared for only having a 3sp gearbox, first and second are almost useless unless towing.

As far as parts are concerned, I service it myself and have had no probs with getting all the stuff from my local repco.

Hope this helps.

duncan wrote:I had a 6.2 in a sixty series was excellent heaps of torque and good on fuel so long as you dont cain it all the time my conversion was done by Brunswick Diesals

Good points
heaps of low down torque
fuel efficent
fixicaly lighter than a toyota 2h motor

Bad points
not al parts are the same
avaiability of patrs
price to convert
back up service

When the job was done on my vehicle the original engine mounts were just cut of with a oxy the remaining slag was left and painted for the money i paid i expected better
I had fuel problems driving up very steep hills with 1/2 a tank or less of fuel Brunswick Diesals didnt want to no
When i dropped in for my free 1500 km service i ask why the thermostat housing on another vehicle was different to the one i had and was told they just use what they can get on asking what thermostat was used they told me a 80 series one with the bottom cut of which was fine it worked what wasnt fine was that if i hadnt of asked i would have tried to get hold of a chevy one if it ever failed they should supply a parts list

A mate has had a 6.5 turbo motor fitted to a GQ great motor no problems but he drives it hard and is averaging 400kms to the tank and 70 kms to the cv joint when 4x4 driving he keeps screwing axles of just behind the cv joint you can see the splines are twisted just to much torque he is running 35 centapeeds and a arb locked front end

Duncan,

Speaking on my behalf I can appreciate how much money people spend on the conversion, and we always do a tidy job. Besides that the engineer we use here in Queensland is very strict and he expects a top shelf job from us all the time.

I keep files on customers listing all non Chev parts that are used on their vehicle. Because a lot of my customers are from out of town, I provide them a list of these parts also with part numbers to prevent problems when they need a new belt, filter etc.

I am happy to help out any one on this board who might have problems with their V8 Diesel. Either on this board or by phone call so do not hesitate to contact me if need be. I have to say I am surprised to hear your comments about Brunswick in WA because I have found them to be very supportive and proffecional, and that is why I do business with them.

Regarding your mate with the 6.5 turbo, you commented that he drives the thing hard! As you would know the torque curv is huge in these engines so if he is hammering it with centapeeds and a front locker he is bound to brake something. Terrafirma is breaking one CV a month at the moment and he runs a standard 4.2 with safari turbo in his GQ with a locker.

i dont drive hard

Thanks for your reply fellas. Very interesting indeed on the subject of turbo diesel v8's. How much are the engines if you dont mind me asking??

Im lookin at prices for the 6.2 chev diesel and the 6.5 turbo diesel engines. Just lookin at purchasing the engine and let it sit at the corner of my garage until i can save up funds for the bolt on bits. Apart from bellhousing and engine mounts I cant really think of anything major that i'd need for the conversion (apart from tailshaft mods)

Regards
Tom

GQ wrote:Thanks for your reply fellas. Very interesting indeed on the subject of turbo diesel v8's. How much are the engines if you dont mind me asking??

Im lookin at prices for the 6.2 chev diesel and the 6.5 turbo diesel engines. Just lookin at purchasing the engine and let it sit at the corner of my garage until i can save up funds for the bolt on bits. Apart from bellhousing and engine mounts I cant really think of anything major that i'd need for the conversion (apart from tailshaft mods)

Regards
Tom

I have a mate with 2 6.2L motors for sale, 1 is complete with all ancilieries to suit rebuild, the other is a rebuilt long motor. I think he wants $2500 - $3000 each. If your ready to buy I will ask him the exact price.

it would be indeed good if you can please get us some exact prices.

Ok, I just spoke to the guy, he wants $1800 for the suit rebuild long motor or $2400 with the ancileries. He dosen't want to sell the already rebuilt one.

If your interested PM me as he is deaf so you can't call him

what are the ancileries?

GQ wrote:Thanks for your reply fellas. Very interesting indeed on the subject of turbo diesel v8's. How much are the engines if you dont mind me asking??

Im lookin at prices for the 6.2 chev diesel and the 6.5 turbo diesel engines. Just lookin at purchasing the engine and let it sit at the corner of my garage until i can save up funds for the bolt on bits. Apart from bellhousing and engine mounts I cant really think of anything major that i'd need for the conversion (apart from tailshaft mods)

Regards
Tom

Tom, pm me or call me and tell me what you want. I will give you prices.

Terrafirma wrote:i dont drive hard

Yes you do!!!!!!!!
Well...........sometimes you do.
I was trying to make a point at your expence!

Just my opinion but a 6.2 is more motor than you will ever need the turbo and larger motor are just a waste of funds great motor for of road heaps of low down torque just amble up everything and you cant beet the sound of a 3 inch exhaust on one

ozy1 wrote:what are the ancileries?

Power steer, Alt, A/c and exhaust manifolds

duncan wrote:Just my opinion but a 6.2 is more motor than you will ever need the turbo and larger motor are just a waste of funds great motor for of road heaps of low down torque just amble up everything and you cant beet the sound of a 3 inch exhaust on one

Not if you drive a loaded 2.5 tonne vehicle and you are towing a 2 tonne caravan around the countryside.

what cost is involved in rebuilding a 6.2L?

ozy1 wrote:what cost is involved in rebuilding a 6.2L?

Depends on the state of the engine ozy1.
PM or call me if you want to discuss. If I pegged all possibility's on this board it would take you half an hour to read, and would take me 2 hours to type!!!!!!!!!!!

you in your prime in this thred arent ya matt

So,,, typically owning a v8 chev turbo diesel breaking CV's once a week when u go 4x4ing... wouldnt it be more expensive at the end.

Isnt it better to go a 4.2 turbo diesel engine and have it tuned properly or a replacement turbo or even go twinturbos??

Regards
Tom

i've got a 4.2 turbo safari turbo and intercooler .... i found out that i can mash CV's no worries with the torque that i have now

simple fix if u can spend the money to buy chev v8 diesel then i'm sure u can afford to buy a set of CV's off cheezy .... but expect a 3-4 week wait on them .... still waiting for mine to show up

Terrafirma - given the choice .. seein u own a 4.2 turbo diesel... would u ever go the v8 route (hypothetically speakin) or are you too happy with the 4.2s power?

Regards
Tom

mmm very happy with the power .... concidering i cruised in a 5.8L V8 XY for about 6 months before i got the patrol .... if the 4.2 ever gives in i'll prolly go to the V8 with turbo and intercooler ... i will just have to take it easy on the go pedal when off road

I've been wheeling with V8diesel(matt from kowari motors) in his GU with
a 6.5V8 ..... amazing how much torque they have plenty of power
would be great for towing ... and turning the bigger rubber
im only running 32's at the moment so i'll see how the 4.2 goes with 36's on for off road


once i've finshed doing all my suspension mods tray and bullbar
and a paint job, crawler tcase gears .... i'll concider a V8

Terrafirma wrote:
once i've finshed doing all my suspension mods tray and bullbar
and a paint job, crawler tcase gears .... i'll concider a V8

If you go the V8 you wont need the crawler gears, the torque will be plenty without them.

And if you go auto you will be less likely to break cv's as there is less drive line shock loading.

I haven't broken a cv yet in the 80 with 37's or 38's. It is unlocked though.

lol... i'll put in crawler gears dont want to be launching over the rocks ... or frying my clutch riding it to go slow