Have had an on going problem --as long as the EGR is connected the acceleration is great however there is time lapse when pushing the Accelerator Pedal down. At about 58-64 MPH (regardless if tranny is in 3 or 4) a bucking starts and the SES lite comes on. If Accel. is continued it smooths out. When I unplug the EGR Line to the EGR Valve and put a 1/4" bolt in it (disables the EGR Valve) it runs fine- lacking the acceleration when the line is attached. I ran it about 1,000 miles with hose plugged as the problem has been there ever since I bought it (used). Having posted this problem numerous times at other Forums what I heard is GET A NEW PMD AND REMOTE COOLER ! I did no difference at all. Been the route of changing the Waste Gate Sol. -no difference-checked all grounds -Lift Pump etc. Then I found this Forum and some "folks" that got their acts together. I still get the Code 36 and dumping in a copius quantity of Rotella Additive "the code slowed down" filled the tank tonight and drove for 20 miles (having re-attached the EGR line) it went back to the same old stuff! 1995 6.5 TD 140,000 miles (4 IPs) Thanks Artie in Ct.http://www.dieselplace.com/forum/smileys/Cry.gif

I'm under the impression that totally disabling the EGR system makes it run better.

I'm under the impression that totally disabling the EGR system makes it run better.
I assume that was a statement and not a question? If so what procedure is followed on disabling? Being the EGR is a closed captive device and vents thru a Solenoid, plugging the line eliminates the possible hang up of the EGR. would plugging line to EGR Sol from Vac Pump be a possible benifit? Why is the Throttle response so much quicker with the EGR Sys intact?


Thanks- any and all input appreciated! Artie

I have non EGR engines, But kennedydiesel.com has 6.5 tech tips that show you how to do it.

THANKS WENT THERE but cannot find what I searched for? Is there an Archive? Maybe you can point me in the proper direction? Sounds that it is what I need- Artie (yur up early!)

I'm positive there is a link that says 6.2/6.5 tech tips.
perhaps under 6.5 performance. I got out my cut off tool and die grinder after reading it.

Would you believe I'm up early to work on my truck?

Possibility the EGR valve itself is bypassing as exhaust backpressure builds during acceleration.


Take it off and clean it with diesel fuel.


Might also pull the upper intake plenum to clean out the caked exhaust crud . Requires upper intake gasket and internal EGR tower gasket, a round aluminum piece


Check vacuum at the pump for ~25" at idle - possibility vac is leaking past threads on your bolt 'plug', reducing vac to wastegate, which should be ~15" at idle.


Check the ip wire harness connectors for oxididation\corrosion.


Somewhere, right along in that era, Stanadyne discovered quantity of ip harness assy's with poor crimp connections.


New replacement cost is ~35 bucks.


As you indicate 4rth inj pump, problem would seem to be in truck, most likely in the wiring harness - could even be ignition switch, noted for failure.


The four major PCM-to-engine connectors, are on bracket right behind fuel filter. Transmission connector, un-bracketed, is back there, also.


Two engine-to-inj pump connectors are under intake manifold, behind inj pump.


Instances also reported of abrasion where PCM harness passes thru lower passenger-side firewall, under a\c assy.


Lastly, but sometimes firstly, really bad fuel can cause the 36 DTC (and accelerated ip deterioration) - best to get fuel from a hi-volume station, where trucks congregate. Fuel from that station will not be in the ground long enough to 'sour' - water, rust, bacteria, etc.


Or, maybe the food is just good - but, chances are the fuel is good, also.


Criteria? Many trucks around the eatery, few around the pumps - find another station.


Many trucks around the pumps, few around the eatery - don't eat there!http://www.dieselplace.com/forum/smileys/Cool.gif