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Detroit Diesel V8 engine

January 01, 1970

The General Motors–Detroit Diesel V8 engine is a series of diesel V8 engines first introduced by General Motors for their C/K pickup trucks in 1982. Developed in collaboration with GM subsidiary Detroit Diesel, the engine family was produced by GM through 2002, when it was replaced by the new Duramax line. AM General's subsidiary General Engine Products (GEP) still produces a military variant of this engine for the HMMWV.[1]

General Motors–Detroit Diesel V8
Overview
ManufacturerGeneral Motors
Production1981 (limited)
1982–2002
Layout
Configuration90° V8
Displacement
  • 6.2 L (379 cu in)
  • 6.5 L (395 cu in)
Cylinder bore
  • 6.2 L: 3.98 in (101.1 mm)
  • 6.5 L: 4.06 in (103.1 mm)
Piston stroke
  • 6.2 L: 3.8 in (96.5 mm)
  • 6.5 L: 3.82 in (97 mm)
Cylinder block materialCast iron
Cylinder head materialCast iron
ValvetrainOHV 2 valves × cyl.
Compression ratio21.5:1, Marine 18.0:1
RPM range
Idle speed550 ± 25
Max. engine speed3,600
Combustion
TurbochargerBorgWarner GM-X series (optional on 6.5L only)
Fuel system1993 and older: Mechanical rotary pump
1994 and newer: Electronic rotary pump
Fuel typeDiesel
Cooling systemWater-cooled
Output
Power output130–215 hp (97–160 kW)
Torque output240–440 lb⋅ft (325–597 N⋅m)
Emissions
Emissions control systemsEGR and catalytic converter
Chronology
PredecessorOldsmobile Diesel LF9 350 cu in (5.7 L)
SuccessorDuramax V8 engine

The General Motors light-truck 6.2L and 6.5L diesel engines were optional in many 1982 through 2002 full-size GM pickups, SUVs, and vans. They were also available in motor homes. The engine was standard on AM General's military HMMWV, civilian Hummer H1, and the 1980s GM military Commercial Utility Cargo Vehicle.

6.2L edit

 
6.2L fitted to a 1987 HMMWV

The original 6.2 L (379 cu in) diesel V8 was introduced in 1982 for the Chevrolet C/K and was produced until 1993. The 6.2L diesel emerged as a high-fuel-economy alternative to the V8 gasoline engine lineup, and achieved better mileage than Chevrolet's 4.3L V6 gasoline engine of the 1980s, at a time when the market was focused on power rather than efficiency. However, it was designed to easily install in place of the gasoline V8, using the same mounting and attachments for transmissions as all GM truck engines. Overall weight for the complete engine is slightly heavier than the 7.4L/454 V8 big-block gasoline engine. There were about 300 6.2L diesel engines which were placed into 2-door cars in 1981, prior to official production. These were then given to the United States government and issued to various federal agencies and military branches. These were used as testbeds regarding long term fuel economy and reliability in cars.

Applications edit

Specifications edit

  • Engine RPO codes: LH6 ('C' series, with EGR / EPR) and LL4 ('J' series)
  • Displacement: 6.2 L (379 cu in)
  • Bore × stroke: 3.98 in × 3.8 in (101.1 mm × 96.5 mm)
  • Aspiration: Natural
  • Compression: 21.5:1
  • Injection: Indirect
  • Horsepower and torque (at launch): 130 hp (97 kW) at 3,600 rpm / 240 lb⋅ft (325 N⋅m) at 2,000 rpm
  • Horsepower and torque (final): 160 hp (119 kW) at 3,600 rpm / 285 lb⋅ft (386 N⋅m) at 2,000 rpm
  • Horsepower and torque (US Army HMMWV model): 185 hp (138 kW) at 3,600 rpm / 330 lb⋅ft (447 N⋅m) at 2,100 rpm
  • Redline: 3,600 rpm
  • Idle RPMs: 550 ± 25

6.5L edit

 
22nd MEU marines extract a 6.5L V8 from a HMMWV (2014)

The 6.5 L (395 cu in) version was introduced in 1992 to replace the 6.2. Most 6.5s were equipped with a turbocharger. This engine was never meant to be a power and torque competitor with Ford/International and Dodge/Cummins, but rather a simply designed workhorse engine that made credible power, achieved decent fuel economy, and met emission standards in half-ton trucks. The Duramax 6600 replaced the 6.5 in light trucks beginning in 2001 and the C3500HD medium duty cab and chassis (replaced by the C4500 Kodiak/TopKick) and vans beginning in 2003, but the 6.5 (6500 Optimizer) is still produced by AM General for the HMMWV.

There are several GM 6.5-liter diesel engine production options. The turbocharged L56 (VIN "S") was used in 1/2-ton and light-duty 3/4-ton. Heavy-duty 3/4-ton and 1-ton trucks used the turbocharged L65 (VIN "F") engine. The L56 is emissions controlled with EGR and catalytic converters. The L65 engine has neither an EGR system nor a catalytic converter, but there is a soot trap on L65 engines that is often mistaken for a catalytic converter. GM was the first manufacturer to introduce an electronically-controlled fuel injection system into a diesel pickup truck.[2] The L49 (VIN "P") and L57 (VIN "Y") are both naturally aspirated engines. L57 is listed as HO or Heavy Duty. Additional RPO codes are LQM 175 hp (130 kW) and LQN 190 hp (142 kW).

Changes were made by GM to the 6.5 in their light trucks for emissions or reliability improvement. The 1992–1993 model years used a 6.5-specific Stanadyne DB-2 mechanical injection pump. GM replaced the DB-2 with the electronic throttle DS-4 in 1994–2000 vehicles. In mid-1996, GM implemented a redesigned engine cooling system incorporating twin non bypass-blocking thermostats and a 130-US-gallon-per-minute (490-liter-per-minute) water pump. This improved the flow through the block by 70–75% and flow to the radiator 7%.

Applications edit

Turbocharged:

Naturally aspirated:

  • 1994–2004 AM General Hummer H1 (also used the turbocharged version)
  • 1994–present AM General HMMWV (also used the turbocharged version)
  • 1994–1996 Chevrolet and GMC G20 and G30 vans (naturally aspirated)
  • 1999–2005 Workhorse Custom Chassis (light- and medium-duty forward-control chassis): P42 Commercial, P32 Motorhome (also turbocharged on some versions)[3]

Specifications edit

  • Engine RPO codes: L49, L56, L57, L65, LQM, and LQN.
  • Displacement: 395 cu in (6.5 L)
  • Bore × stroke: 4.06 in × 3.82 in (103.1 mm × 97.0 mm)
  • Aspiration: Turbocharged (BorgWarner GM-X series). Also available naturally aspirated.
  • Compression: GM early 21.3:1, GM late 20.3:1, AMG/GEP marine 18.0:1
  • Injection: Indirect
  • Horsepower/torque (lowest): 160 hp (119 kW) at 3,600 rpm / 290 lb⋅ft (393 N⋅m) at 1,700 rpm (naturally aspirated)
  • Horsepower/torque (highest): 215 hp (160 kW) at 3,200 rpm / 440 lb⋅ft (597 N⋅m) at 1,800 rpm (turbocharged)
  • Redline: 3,600 rpm

Fuel system edit

 
Diesel 6.2L Exhaust
Problems playing this file? See media help.

The fuel system is a very simple design. A mechanical or electric fuel lift pump feeds a Stanadyne rotary distributor injection pump at low pressure. The distributor injection pump controls both metering, via an internal centrifugal governor, and high pressure fuel delivery to the fuel injectors via internal precision hydraulic pumps. Near the top of the compression stroke, fuel is atomized at high pressure into a hemispherical Inconel prechamber in the cylinder heads using Bosch pintle and seat mechanical fuel injectors. This is called indirect injection. GM used fully mechanical DB2 series injection pumps on all military HMMWVs and 1982–1993 6.2s and 6.5s. From 1994 until end of production, GM used the electronically controlled Stanadyne DS4 series of injection pumps in its light trucks. A mechanical DB4 series injection pump can be found on some 6.5L marine engines.

Common problems edit

  • Main Bearing Web Crack: In both 6.2L and 6.5L engines, this is reportedly fixed with a combination of improved higher nickel cast iron alloy and lower block re-design including, but not limited to, a main bearing girdle. These features are in the new-for-2007 AM General GEP P400 6500 Optimizer enhanced 6.5L diesel presently being sold to the U.S. government for the 6-ton armored HMMWV.[1]
  • Crank Failure: Related to age failures of the harmonic balancer, the vibration-dampened accessory drive pulley, or the dual-mass flywheel.
  • Pump Mounted Driver: Relates to thermal failures. The PMD is screwed to the DS-4 injection pump on the 1994–2002 6.5L diesel utilizing fuel flow to dissipate heat. The injection pump is mounted in the intake valley (a high heat area). The PMD contains two power transistors that should be cooled by proper contact with the injection pump body. If the pump is not precisely machined to make complete contact with the transistors via the silicone thermal gasket and paste, the PMD is improperly installed without the gasket or paste, the PMD is installed off center with the pump body, or corrosion develops on the mounting surface the PMD will overheat. Several companies manufacture an extension harness and heat-sink kits. These allow an owner or a mechanic to relocate the PMD away from the injection pump to a lower-heat environment or a place that can get more air flow.
  • Cylinder Head Cracking: Higher-mileage 6.5 engines can exhibit stress related fractures in the cylinder head bowl. Stronger cylinder heads remedy this problem.
  • Oil Cooler Line Failure: Stock 1990s GM oil cooler lines are held together by a C-clip at the engine block and since the engine has no low oil pressure shutoff switch, if one clip fails, the engine loses its oil and seizes. Aftermarket oil cooler lines that utilize compression fittings rectify this.

References edit

  1. ^ a b . AM General. Archived from the original on 2008-09-19. Retrieved 2010-12-02.
  2. ^ "6.5L V8 Turbo Diesel L65 Truck: Features". flashoffroad.com.
  3. ^ "Chassis Guide General Information" (PDF). Workhorse Custom Chassis.

External links edit

 
Wikimedia Commons has media related to Detroit Diesel V8 engine.
  • DB2 Injection Pump

January 01, 1970
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The General Motors Detroit Diesel V8 engine is a series of diesel V8 engines first introduced by General Motors for their C K pickup trucks in 1982 Developed in collaboration with GM subsidiary Detroit Diesel the engine family was produced by GM through 2002 when it was replaced by the new Duramax line AM General s subsidiary General Engine Products GEP still produces a military variant of this engine for the HMMWV 1 General Motors Detroit Diesel V8OverviewManufacturerGeneral MotorsProduction1981 limited 1982 2002LayoutConfiguration90 V8Displacement6 2 L 379 cu in 6 5 L 395 cu in Cylinder bore6 2 L 3 98 in 101 1 mm 6 5 L 4 06 in 103 1 mm Piston stroke6 2 L 3 8 in 96 5 mm 6 5 L 3 82 in 97 mm Cylinder block materialCast ironCylinder head materialCast ironValvetrainOHV 2 valves cyl Compression ratio21 5 1 Marine 18 0 1RPM rangeIdle speed550 25Max engine speed3 600CombustionTurbochargerBorgWarner GM X series optional on 6 5L only Fuel system1993 and older Mechanical rotary pump1994 and newer Electronic rotary pumpFuel typeDieselCooling systemWater cooledOutputPower output130 215 hp 97 160 kW Torque output240 440 lb ft 325 597 N m EmissionsEmissions control systemsEGR and catalytic converterChronologyPredecessorOldsmobile Diesel LF9 350 cu in 5 7 L SuccessorDuramax V8 engine The General Motors light truck 6 2L and 6 5L diesel engines were optional in many 1982 through 2002 full size GM pickups SUVs and vans They were also available in motor homes The engine was standard on AM General s military HMMWV civilian Hummer H1 and the 1980s GM military Commercial Utility Cargo Vehicle Contents 1 6 2L 1 1 Applications 1 2 Specifications 2 6 5L 2 1 Applications 2 2 Specifications 3 Fuel system 4 Common problems 5 References 6 External links6 2L edit nbsp 6 2L fitted to a 1987 HMMWV The original 6 2 L 379 cu in diesel V8 was introduced in 1982 for the Chevrolet C K and was produced until 1993 The 6 2L diesel emerged as a high fuel economy alternative to the V8 gasoline engine lineup and achieved better mileage than Chevrolet s 4 3L V6 gasoline engine of the 1980s at a time when the market was focused on power rather than efficiency However it was designed to easily install in place of the gasoline V8 using the same mounting and attachments for transmissions as all GM truck engines Overall weight for the complete engine is slightly heavier than the 7 4L 454 V8 big block gasoline engine There were about 300 6 2L diesel engines which were placed into 2 door cars in 1981 prior to official production These were then given to the United States government and issued to various federal agencies and military branches These were used as testbeds regarding long term fuel economy and reliability in cars Applications edit 1981 Chevrolet Impala Sport Coupe only available with upgraded suspension 1982 1993 Chevrolet GMC C K 10 1500 20 2500 30 3500 1982 1991 Chevrolet Suburban GMC Suburban 1992 1993 AM General Hummer H1 1982 1993 AM General HMMWV GM version of the CUCV 1982 1993 Chevrolet GMC G series van 20 2500 30 3500 Specifications edit Engine RPO codes LH6 C series with EGR EPR and LL4 J series Displacement 6 2 L 379 cu in Bore stroke 3 98 in 3 8 in 101 1 mm 96 5 mm Aspiration Natural Compression 21 5 1 Injection Indirect Horsepower and torque at launch 130 hp 97 kW at 3 600 rpm 240 lb ft 325 N m at 2 000 rpm Horsepower and torque final 160 hp 119 kW at 3 600 rpm 285 lb ft 386 N m at 2 000 rpm Horsepower and torque US Army HMMWV model 185 hp 138 kW at 3 600 rpm 330 lb ft 447 N m at 2 100 rpm Redline 3 600 rpm Idle RPMs 550 256 5L edit nbsp 22nd MEU marines extract a 6 5L V8 from a HMMWV 2014 The 6 5 L 395 cu in version was introduced in 1992 to replace the 6 2 Most 6 5s were equipped with a turbocharger This engine was never meant to be a power and torque competitor with Ford International and Dodge Cummins but rather a simply designed workhorse engine that made credible power achieved decent fuel economy and met emission standards in half ton trucks The Duramax 6600 replaced the 6 5 in light trucks beginning in 2001 and the C3500HD medium duty cab and chassis replaced by the C4500 Kodiak TopKick and vans beginning in 2003 but the 6 5 6500 Optimizer is still produced by AM General for the HMMWV There are several GM 6 5 liter diesel engine production options The turbocharged L56 VIN S was used in 1 2 ton and light duty 3 4 ton Heavy duty 3 4 ton and 1 ton trucks used the turbocharged L65 VIN F engine The L56 is emissions controlled with EGR and catalytic converters The L65 engine has neither an EGR system nor a catalytic converter but there is a soot trap on L65 engines that is often mistaken for a catalytic converter GM was the first manufacturer to introduce an electronically controlled fuel injection system into a diesel pickup truck 2 The L49 VIN P and L57 VIN Y are both naturally aspirated engines L57 is listed as HO or Heavy Duty Additional RPO codes are LQM 175 hp 130 kW and LQN 190 hp 142 kW Changes were made by GM to the 6 5 in their light trucks for emissions or reliability improvement The 1992 1993 model years used a 6 5 specific Stanadyne DB 2 mechanical injection pump GM replaced the DB 2 with the electronic throttle DS 4 in 1994 2000 vehicles In mid 1996 GM implemented a redesigned engine cooling system incorporating twin non bypass blocking thermostats and a 130 US gallon per minute 490 liter per minute water pump This improved the flow through the block by 70 75 and flow to the radiator 7 Applications edit Turbocharged 1994 1999 Chevrolet Blazer Tahoe GMC Yukon 2 door 4 4 models only light duty 1994 1998 Chevrolet C K 1500 and 2500 light duty 1994 1999 Chevrolet GMC Holden Suburban heavy duty 1992 2000 Chevrolet GMC C K 2500 and 3500 heavy duty 2001 2002 Chevrolet GMC C3500HD heavy duty 1996 2002 Chevrolet Express GMC Savana 2500 and 3500 heavy duty Naturally aspirated 1994 2004 AM General Hummer H1 also used the turbocharged version 1994 present AM General HMMWV also used the turbocharged version 1994 1996 Chevrolet and GMC G20 and G30 vans naturally aspirated 1999 2005 Workhorse Custom Chassis light and medium duty forward control chassis P42 Commercial P32 Motorhome also turbocharged on some versions 3 Specifications edit Engine RPO codes L49 L56 L57 L65 LQM and LQN Displacement 395 cu in 6 5 L Bore stroke 4 06 in 3 82 in 103 1 mm 97 0 mm Aspiration Turbocharged BorgWarner GM X series Also available naturally aspirated Compression GM early 21 3 1 GM late 20 3 1 AMG GEP marine 18 0 1 Injection Indirect Horsepower torque lowest 160 hp 119 kW at 3 600 rpm 290 lb ft 393 N m at 1 700 rpm naturally aspirated Horsepower torque highest 215 hp 160 kW at 3 200 rpm 440 lb ft 597 N m at 1 800 rpm turbocharged Redline 3 600 rpmFuel system edit nbsp Diesel 6 2L Exhaust source source Problems playing this file See media help The fuel system is a very simple design A mechanical or electric fuel lift pump feeds a Stanadyne rotary distributor injection pump at low pressure The distributor injection pump controls both metering via an internal centrifugal governor and high pressure fuel delivery to the fuel injectors via internal precision hydraulic pumps Near the top of the compression stroke fuel is atomized at high pressure into a hemispherical Inconel prechamber in the cylinder heads using Bosch pintle and seat mechanical fuel injectors This is called indirect injection GM used fully mechanical DB2 series injection pumps on all military HMMWVs and 1982 1993 6 2s and 6 5s From 1994 until end of production GM used the electronically controlled Stanadyne DS4 series of injection pumps in its light trucks A mechanical DB4 series injection pump can be found on some 6 5L marine engines Common problems editMain Bearing Web Crack In both 6 2L and 6 5L engines this is reportedly fixed with a combination of improved higher nickel cast iron alloy and lower block re design including but not limited to a main bearing girdle These features are in the new for 2007 AM General GEP P400 6500 Optimizer enhanced 6 5L diesel presently being sold to the U S government for the 6 ton armored HMMWV 1 Crank Failure Related to age failures of the harmonic balancer the vibration dampened accessory drive pulley or the dual mass flywheel Pump Mounted Driver Relates to thermal failures The PMD is screwed to the DS 4 injection pump on the 1994 2002 6 5L diesel utilizing fuel flow to dissipate heat The injection pump is mounted in the intake valley a high heat area The PMD contains two power transistors that should be cooled by proper contact with the injection pump body If the pump is not precisely machined to make complete contact with the transistors via the silicone thermal gasket and paste the PMD is improperly installed without the gasket or paste the PMD is installed off center with the pump body or corrosion develops on the mounting surface the PMD will overheat Several companies manufacture an extension harness and heat sink kits These allow an owner or a mechanic to relocate the PMD away from the injection pump to a lower heat environment or a place that can get more air flow Cylinder Head Cracking Higher mileage 6 5 engines can exhibit stress related fractures in the cylinder head bowl Stronger cylinder heads remedy this problem Oil Cooler Line Failure Stock 1990s GM oil cooler lines are held together by a C clip at the engine block and since the engine has no low oil pressure shutoff switch if one clip fails the engine loses its oil and seizes Aftermarket oil cooler lines that utilize compression fittings rectify this References edit a b General Engine Products Product Information AM General Archived from the original on 2008 09 19 Retrieved 2010 12 02 6 5L V8 Turbo Diesel L65 Truck Features flashoffroad com Chassis Guide General Information PDF Workhorse Custom Chassis External links edit nbsp Wikimedia Commons has media related to Detroit Diesel V8 engine DB2 Injection Pump Retrieved from https en wikipedia org w index php title Detroit Diesel V8 engine amp oldid 1210464334, wikipedia, wiki, book, books, library,

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