I've had a thread going on the 6.5 side, but I figured I'd get a few more Q's answered over here.

First off,

96 6.5 4x4 2500 w/4L80e overheated/blown motor

I have a stash of military 6.2's that I'm just itching to use...

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I'm just to the point of building up the 6.2 with all of the accessories from the 6.5 (going with the DS4 and system to keep the PC and 4L80e happy) I was just wondering where others had tapped into the oil press to feed the turbo? I was thinking that I would run a T fitting off of the oil press sending unit hole and run it from there.

thats where mine is.....off a port for the oil pressure gauge....but drivers side under the glow plug

on a 6.2 the oil sender is behind the driverhead. i run my turbo line over to the turbo then put a T on the turbo and extended the oil presure sender wire and put the sender on the turbo so i didnt have a huge cluster of fittings behind the engine where there alot harder to tighten and prevent leaks.

I've had a thread going on the 6.5 side, but I figured I'd get a few more Q's answered over here.......



Just wanted to let you know your DS4 will likely put out (slightly) too much fuel for a 6.2 turbo. The displacement difference is small, but enough. I believe the fuel delivery can be slightly changed with the resistor in the PMD? If so, use the resistor with the smallest amount of fuel delivered and I imagine you'll be okay.

You're probably going to need a crankshaft position sensor to use a DS4. I'm not sure if that can be put onto a 6.2, but if it can, I think it will require a different balancer. The 6.2 balancer seems to have a longer "ring" around the middle hole than the balancer for the 6.5. If you look up about fluiddamprs, they seem to make the same dampener for both 6.2 and 6.5 and use an adapter with it for the 6.2.

If you have the chance, go for a manual transmission and a mechanically controlled pump, that would make things a lot easier. Use a mechanical wastegate control, that'll work way better than the vacuum control through the PCM and saves you from needing a vacuum pump. You'll need a boost pressure gauge and an EGT gauge.

If you do use a DS4, make sure you don't have the PMD mounted on the IP ...

You're probably going to need a crankshaft position sensor to use a DS4. I'm not sure if that can be put onto a 6.2, but if it can, I think it will require a different balancer. The 6.2 balancer seems to have a longer "ring" around the middle hole than the balancer for the 6.5. If you look up about fluiddamprs, they seem to make the same dampener for both 6.2 and 6.5 and use an adapter with it for the 6.2

Luckily I have a lot of spare parts :) I've been able to make a lot of this project work with what I have.

The Timing Chain is a bit different. I put a 6.2 one in, but, like previously stated, I need a CPS. I used the timing chain cover from the 6.5 (has the CPS already installed) and bolted it to the 6.2. Then I re-used the old crank gear from my previous repbuild project (longer w/metal tabs to activate CPS)

Since the 6.2's I have are military, the oil pan for a hummer doens't fit a standard GM. I tried to put a 6.5 oil pan on, but the fwd most main bearing cap was smaller on the 6.2. I had an extra 6.2 with a good oil pan that I used for this project.

Of course, the miltary Hummer headers will not fit a GM (without modification) so I re-used the turbo manifolds.

If this had been a truck I was going to drive, I would have went with the mech DB2 pump and all guages, but since this is going to be a "ranch" vehilce I am going to stick with the DS4. I'll put the lowest resitor in it and keep the boost low (with homemade TM, setting it with the guage from my other truck, already put the plumbing in in case I ever want to put a guage in it.)

The biggest problem is that its an overdive auto. To many computers to mess with so I'm trying to stick with as many stock 96 systems as I can.

I'm going to put 6.5 injectors in it when I do the DS pump. That should keep the fuel delivery problems to a min. The only diff to the computer will be the 4mm per cyl volume difference.

The Prechambers in the miltary 6.2 heads are as close to the 6.5 as you can get without actually going to a set of 6.5 heads. They are larger than MOST 6.2's you will find, wich is perfect for turbocharging. Not the same as sticking a turbo onto a regular 80's 6.2.

Just an update for those who were folling this thread some time back and wanted to know what happened...

One word, "winter"

My shop in town was to small for the many projects I had piling up, so I've moved them all out to the ranch with me. Also cuts down on the 34 mile drive to work on things, now its just down the road.

Threw in the pic of the t fitting I put on the oil press passage. Thats where I'm running the turbo oil feed from...

Good to see you back.... springs coming.... shop door open....

...all them ''boxes'' still full of motors?;)

The trick was moving enough snow to even find the darn thing!! Best part was that I had left the Power steering cooler hanging and it had frozen to the ground under about 3in of ice... Took a 5 gal bucket of hot salt water to get it free...

Should make some progress now though. I decided to use the machine shed for the new ranch shop instead of using the small shop in town. I just installed a large car lift and I've got the 94 up on it today pulling a blown transfer case... Beats the heck out of crawling through the mud under it!

I'll have to post a few pics of my new shop setup just because I'm so darned proud of it! :) I'll finally be able to work on these projects that have been piling up...

And as far as I know I've still got the motors! As you can see in the pic I posted previously, They're kinda out in the middle of nowhere... not sure why... but there has been a pretty good snow drift covering that spot all winter, and now there is 3 miles of mud to even get there!