I’ve had no big issues with my 6.5 in the two years since I bought it. It’s a good engine if you’re conversant with the regular problems that come with it. Allow it to breathe and move the PMD, and you should be fine. You mentioned that you’re looking at a 1997, and it has two thermostats, which will help with any cooling difficulties.
How long does a 6.5 turbo diesel last?
Although I like them and would buy another pair, 6.5s aren’t recognized for their durability. Yes, some last more than 300k miles, but it’s not the norm. Many of them spit out between 2 and 300 thousand. If you have the funds, now is the time to go through it while it is still in fine working order.
Is the 6.5 a Duramax?
In 1992, the 6.5 L (395 cu in) model was introduced to replace the 6.2. A turbo is standard on most 6.5s. This engine was never intended to compete with Ford/International and Dodge/Cummins in terms of power and torque, but rather as a simple workhorse engine that produced credible power, got reasonable fuel economy, and fulfilled emission rules in half-ton trucks. The Duramax 6600 superseded the 6.5 in light trucks in 2001, and the C3500HD medium duty cab and chassis (replaced by C4500 Kodiak/Topkick) and vans in 2003, while AM General continues to produce the 6.5 (6500 Optimizer) for the HMMWV.
GM offers a variety of 6.5-liter diesel engine options. Most light duty 3/4 ton trucks used the turbocharged L56 (VIN “S”) engine (2500). The Turbocharged L65 (VIN “F”) engine was used in heavy duty 3/4 ton and 1 ton trucks. EGR and catalytic converters are used to manage emissions in the L56. The L65 engine does not have an EGR system or a catalytic converter. On L65 engines, there is a soot trap that is frequently mistaken for a catalytic converter. In a diesel pickup truck, GM was the first to introduce an electronically controlled fuel injection system. Both the L49 (VIN “P”) and L57 engines are naturally aspirated. The L57 is designated as HO (Heavy Duty). LQM 175 hp (130 kW) and LQN 190 hp are two more RPO codes (142 kW).
GM made changes to the 6.5 in its light trucks to increase emissions or dependability. A 6.5-specific Stanadyne DB-2 mechanical injection pump was utilized from 1992 to 1993. In 1994-2000 automobiles, GM replaced the DB-2 with the DS-4 electronic throttle. In mid-1996, GM introduced a revised engine cooling system that had twin non-bypass-blocking thermostats and a water pump that could pump 130 US gallons per minute (490 liters per minute). This increased flow through the block by 7075 percent and increased flow to the radiator by 7%.
L GM/Detroit Diesel Oil Selection, Requirements, & Recommendations
With a filter replacement, the 6.5L GM diesel has a relatively limited engine oil capacity of 7 quarts (8 quarts for 1999+). The 6.6L Duramax, by comparison, has a 10 quart system. Despite the fact that the 6.5L includes an oil cooler, due to the limited capacity, the oil in these engines may degrade more quickly and have a lower resistance to gasoline dilution and other forms of oil pollution. Heat contributes significantly to the breakdown of engine oil, which alters its qualities.
Synthetic oil is the finest choice for any engine, and we continue to suggest it for the 6.5L diesel engines, both naturally aspirated and turbocharged. Converting to synthetic engine oil requires no specific processes, and synthetic service fluids outperform conventional petroleum-based “dino” oils. Synthetic oils, while slightly more expensive, tend to give a higher level of protection for your engine.
L GM Diesel Viscosity Chart
In ambient temperatures greater than 32° F, a straight 30 weight oil is fine, although 15W-40 is usually favored and suggested in place of an SAE 30W. When the engine is used at temperatures below 0° F, 10W-30 must be used; when the ambient temperature is between 0 and 32° F, 15W-40 can be used instead. Under normal conditions, engine oil should be changed every 5,000 miles, and every 2,500 miles under “heavy” duty conditions, which include frequent towing, extended durations of idling, off-road driving, and so on.
What year did the 6.5 diesel come out?
In 1992, the first 6.5 GM diesel was introduced to the automotive industry. The 6.5 diesel was made available in various other GM applications in the years following this preliminary showing. The 1995 6.5 GM diesel was designed with fuel efficiency in mind. The 6.5 diesel, on the other hand, did not achieve much favor due to its lack of power in comparison to other diesel engines on the market at the time. In order to gather experience, GM offered a turbocharged version of the 6.5 diesel.
What is a 7.3 Powerstroke?
The 7.3 L Power Stroke V8 is the Ford version of the Navistar T444E turbo-diesel V8 and is the first engine to receive the Power Stroke brand. The Power Stroke/T444E was introduced in 1994 as a replacement for the 7.3 L IDI V8, and it is an entirely new design with just its bore and stroke dimensions in common with its predecessor (resulting in a displacement of 444 cu in (7.3 L)). The Power Stroke was available in three-quarter-ton and bigger variants of the Ford F-Series and Econoline product ranges, just like the IDI diesel.
The 444 cu in. Power Stroke is an electronically controlled, direct injection engine with a bore and stroke of 4.11 in. x 4.18 in. (104.4 mm x 106.2 mm) with a displacement of 444 cu in (7.3 L). It has a compression ratio of 17.5:1 and a dry weight of 920 lb (417 kg). In automatic transmission trucks from the latter years of production, this engine produces up to 250 horsepower (186 kW) and 505 lbft (685 Nm) of torque, and 275 hp (205 kW) and 525 lbft (712 Nm) of torque in manual transmission trucks. The oil pan holds 15 US qt (14 L; 12 imp qt), plus an additional 3 US qt (2.8 L; 2.5 imp qt) in the top end (owing to the HPOP), for a total of 18 US qt (17 L; 15 imp qt) of oil in the engine.
The “single shot” HEUI (hydraulically actuated electronic unit injection) fuel injectors on the 1994.5 to 1996/97 DI Power Stroke were AA code injectors unless they were from California, in which case they were AB code injectors. It used a high-pressure oil pump (HPOP) to generate the required oil pressure for the fuel injectors to fire. The HPOP on this iteration of Power Stroke has a 15° swash plate angle. A two-stage cam-driven fuel pump is used in the 1995-1997 trucks, whereas an electric fuel pump is installed on the frame rail in the 1999-2003 trucks. Due to decreased fuel pressures with the deadhead design, the 1999-2003 trucks also have a deadhead fuel system with a “long lead” injector in cyl. 8. (AE code injector). Split-shot fuel injectors of 120 cc (7.3 cu in) were installed in California vehicles in 1996 and 1997; split-shot injectors were not installed in other trucks until 1999. Single-shot injectors only inject one charge of fuel per cycle, but split-shot injectors release a modest load before the main charge to provide for a more damped start to combustion. By providing a more complete burn, this “pre-injection” helps to lessen the sharp combustion “knock” as well as reducing NOx emissions.
The 94.5-97 engine has a single non-wastegated turbocharger with a turbine housing size of 1.15 A/R. An air-to-air intercooler was added in 1999 to cool the turbocharged air and enhance air density. The new cooler, denser air would boost the engine’s horsepower capability while simultaneously lowering exhaust gas temperatures (EGT). Halfway through the 1999 model year, the turbine housing was altered to a.84 A/R and a wastegate was added. Injectors were increased to 140 cc (8.5 cu in) in the 1999 engine, up from 120 cc (7.3 cu in) in the earlier generation. The HPOP capabilities was boosted with the larger injectors by using a 17° swash plate angle to satisfy the requirements of the new, higher flowing injectors.
The engine used forged connecting rods until early 2002 versions, when powdered metal rods were introduced.
Bore scopes can be used to confirm the changeover between the 01-02 year models and serial numbers. These new connecting rods were adequate in an unaltered engine, but they would become a potentially catastrophic failure point if the engine was tuned beyond 450 horsepower (336 kW). Early models did not employ any type of exhaust aftertreatment, such as a catalytic converter, because pollution regulations for diesel engines were not in place. However, by mid-2002, Ford had begun installing catalytic converters as part of the OEM exhaust as part of the Tier 1-3 criteria.
What is the difference between a 6.2 and 6.5 diesel?
The difference is in the bore, and the block isn’t as ‘hogged out’ around the big web places as it once was. There’s also more flesh between the cylinders. Although the heads are slightly different, they are compatible with all 6.5 peripherals. The valves on 6.2 heads are larger, and they have the capacity to flow a lot of air with a little effort.
Is 6.2 or 6.5 diesel better?
The cylinder wall is heavier and more robust in the 6.2 variant due to the smaller piston bore. So, it all depends on how you look at it. The 6.2 model is more robust, while the 6.5 model is more powerful. The same thing happened with Ford’s IH 6.9s and 7.3s.