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#1 |
Ultimate Diesel Dude
Join Date: Oct 2002
Location: Southwest Missouri
Posts: 328
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Well, yesterday I had the transmission flushed and serviced, and while recording the information in my maintenance logs, I looked back over the years to see when I started keeping records. I was shocked! I have put over 80,000 miles on my truck since 1998. I installed the 6.2L sometime in 1996.
Here's the story: in 1995, I was driving a '77 Blazer that I had converted to a 5.7L diesel, strictly for fuel economy (I was going to college at the time). That engine blew in early 1996. I then went to a salvage yard, and picked up a used, '82 model C code 6.2L for $400. It was locked up due to rust in the cylinders. I rebuilt it, though the lower half looked like new. It was in good enough shape, that I retained the original pistons, crank, lifters, etc. I installed new rings, bearings, timing chain, injectors, and had the pump rebuilt. I installed that engine into the '77 Blazer. At the time, my '81 3/4 ton had a 305 and a TH350 tranny. Later that year (1996), I decided I didn't need two vehicles any more, so I swapped the 6.2L into my '81, along with a used 700R4 tranny. I put the rebuilt 305 into the Blazer and sold it. I don't have any real good records between 1996 and 1998, but that truck was my primary vehicle. So I know I have at least 100,000 miles on that 6.2L since I rebuilt it to stock standards in 1996! Again, it has the original pistons, didn't bore it out. A simple honing took care of the rust. I polished the crank, didn't grind it. So the bearings are stock size. The engine has never given me a moment's trouble. Also, I don't know how many miles were on the 700 when I got it, maybe 50K or so. So my tranny might have 150K on it! I sure wish I knew how many miles were on the engine to start with. Here's looking at the next 100K!
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Project truck: '81 C/20 converted to 6.2L TURBO DIESEL bored .040", gear drive, 6.5L injectors/pump, custom pistons, custom 4" exhaust, 700R4, 4.10's Daily Driver: '95 K1500 Tahoe, 6.5L TURBO DIESEL, NP241, 4L80E, 3.42's |
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#2 |
BeWarE tHe eViL CrAnkTOe!
Join Date: Oct 2002
Location: Yukon, OK
Posts: 3,605
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whoo hooo!! congratulations!!
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~Dave~ You can call me Mike, Mike Oxlong - 1986 Chevy SWB - Stock for now - 1986 Chevy Custom SWB *Stolen 6/26/05* - 1985 Chevy SWB SOLD - 1999 T/A Some mods ![]() www.cardomain.com/id/ramairdave AIM Screenname - Jester84 |
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#3 |
I'm back with 2nd truck!
Join Date: Feb 2002
Location: Texas
Posts: 3,775
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I hope my engine will last like a Diesel
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1979 Chevrolet Bonanza Big10 "Tootsie Roll" 1985 Chevrolet Silverado (wife's) Member of the Southern Bowties Club "Don't underestimate how sexy a fat man who drinks to excess can be." Homer Simpson |
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#4 |
~THE SILVER BULLET~
Join Date: Oct 2002
Location: WYOMING
Posts: 285
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im sure you've got another 100,000+ ahead of ya too! diesels last forever...just look at the big rigs, 1,000,000 miles while pulling 80,000 lbs behind em!
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~1980 c10 chevy scottsdale~ ~2.5/4 drop 305/th350c~ |
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#5 |
driving is in my blood
Join Date: Dec 1999
Location: Mesa AZ
Posts: 5,720
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I just dont understand it. Deisels have enormus cylender pressures, and create tons of torque. This should mean they wear out quicker, and they should eat up trannys like the 700r4. At least thats what I thought it would mean?
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-78 c10 short/step: 388cid, M20, 5/5 drop, lots more. Playtoy and first vehicle. -98 c1500 x-cab: 5.7L, 17" rims, 5/6 drop, flowmaster, helper bags,NBS rear disk brakes. -02 Suburban 4x4: leveled front -CBR600F4i, CBR600RR, CBR1000RR, and standup skis DISCLAIMER: I cant spell for the life of me. |
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#6 |
Ultimate Diesel Dude
Join Date: Oct 2002
Location: Southwest Missouri
Posts: 328
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Tom, tear apart a 6.2L and you'll see how beefy these things are. They have 4-bolt mains, roller lifters, and tons of steel. They are way overbuilt. True, they do run at 21:1 compression, but they are almost over-built, as far as the structural block is concerned.
Another thing to remember, is that diesel fuel is just one step up above crude oil. Diesel is very oily, very slick. It lubes the internal parts of the engine every time it's injected into the cylinders. It's extra lubrication that gassers don't have. Also, diesel fuel ignites much slower than gasoline, so the combustion isn't as harsh, even though it has much higher cylinder pressures. As diesel ignites, it continues to burn and push down on the piston while it's already moving down. This is one of the reasons that diesels don't rev up very fast. My 6.2L has a redline of 3600 rpm. Any fast than that, and it just won't burn right. That's why diesels have so much more torque than gassers. My 6.2L really doesn't have much more stroke than most small-blocks, but the diesel fuel continues to work after the initial explosion. That's why they're so effecient.
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Project truck: '81 C/20 converted to 6.2L TURBO DIESEL bored .040", gear drive, 6.5L injectors/pump, custom pistons, custom 4" exhaust, 700R4, 4.10's Daily Driver: '95 K1500 Tahoe, 6.5L TURBO DIESEL, NP241, 4L80E, 3.42's |
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#7 |
You get what you pay for
![]() Join Date: Dec 1999
Location: Cherryville, NC
Posts: 4,798
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I thought diesels had a lot more than 21:1 CR. I was thinking way over a 100:1? Are you sure on the CR?
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Mike 1985 Chevy C-10 |
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#8 |
driving is in my blood
Join Date: Dec 1999
Location: Mesa AZ
Posts: 5,720
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Thanks arveetek, that makes sence.
Yes mike hes right about the compression. Turbo deisels usally run around 17-19:1 and NA are usually between 20-23:1 ![]()
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-78 c10 short/step: 388cid, M20, 5/5 drop, lots more. Playtoy and first vehicle. -98 c1500 x-cab: 5.7L, 17" rims, 5/6 drop, flowmaster, helper bags,NBS rear disk brakes. -02 Suburban 4x4: leveled front -CBR600F4i, CBR600RR, CBR1000RR, and standup skis DISCLAIMER: I cant spell for the life of me. |
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#9 |
You get what you pay for
![]() Join Date: Dec 1999
Location: Cherryville, NC
Posts: 4,798
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OK
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Mike 1985 Chevy C-10 |
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#10 |
Ultimate Diesel Dude
Join Date: Oct 2002
Location: Southwest Missouri
Posts: 328
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Yes, Tom is correct.
In fact, the 6.2L is on the high-end of compression ratios. The Cummins and other diesels typically have 17 or 18:1. A popular performance mod for the 6.2L and 6.5L is to install lower compression, 18:1 pistons. This is good for a turbo. Lets you add more boost and fuel without blowing the heads off. I've got a turbocharger sitting in my shop just waiting to go on. I can't wait to get to that project. But I'm going to retain my stock 21:1 ratio for now.
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Project truck: '81 C/20 converted to 6.2L TURBO DIESEL bored .040", gear drive, 6.5L injectors/pump, custom pistons, custom 4" exhaust, 700R4, 4.10's Daily Driver: '95 K1500 Tahoe, 6.5L TURBO DIESEL, NP241, 4L80E, 3.42's |
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#11 |
Web Wheeler
Join Date: Jan 2000
Location: BC, Canada, eh?
Posts: 388
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I had to come over here and post
![]() After a metric-to-imperial conversion, it looks like I have 170,000 miles on my diesel Burb. Only had the thing 4 months, and I'll never go back to gas....
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'66 C10 longstep - Clifford equiped '84 C20 Suburban 6.2L - awaiting 4x4 conversion '91 V3500 Crewcab - awaiting diesel swap |
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#12 |
I'm back with 2nd truck!
Join Date: Feb 2002
Location: Texas
Posts: 3,775
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21:1
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1979 Chevrolet Bonanza Big10 "Tootsie Roll" 1985 Chevrolet Silverado (wife's) Member of the Southern Bowties Club "Don't underestimate how sexy a fat man who drinks to excess can be." Homer Simpson |
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#13 |
You get what you pay for
![]() Join Date: Dec 1999
Location: Cherryville, NC
Posts: 4,798
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Thanks for the explaination Casey. Goes to show you how much I know about diesels.
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Mike 1985 Chevy C-10 |
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