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6.5/6.2 High Performance Engine Modifications High Performance Turbocharger and Engine Related Modifications Discussion Forum - Specific To The GM 6.2 & 6.5 Diesel Engine.

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Old 08-18-2016, 11:13 AM   #21 (permalink)
oil pan 4
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I am still using my emissions compliant injector pump.
Idle, I can see that being wasteful. But on the highway the turbo chargers make between 3 and 6 pounds of boost. Adding the single turbo charger increased highway drivability all around and increased fuel mileage by 10%.
Problem with turning up the injector rate screw and not running boost on the highway is you will be smoking and running high exhaust gas temperature. But if you add more air the smoke wont be smoke it will get burned up, EGTs will be a lot lower, at least that's what happened for me with a turbo.

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1986 GMC Suburban C2500
Compound Turbocharged with HE351VE and T76, Intercooled, P&P GM#162 heads, 506 block, C-code injector pump, J-code intake manifold, Pennsular diesel upper plenum.
Banksturbo and HMMWV manifolds, custom cross over, 3'' stainless down pipe and 4'' straight pipe exhaust. TH700x, 10.5FF, w/disc brake, 3.21 gears, ARB air locker.
Aluminum 2 core radiator, Electric radiator fans (16''+16''), Meziere electric water pump (55gpm), HD '92+ 6.5L water crossover, grill shutters, Air2oil cooler, 16 core trans cooler, 2 block heaters, two G183 intake heaters, 60G plugs, 3500w coolant heater. ISSPRO tach.
On top of 32'' Load range E mich highway tires.

Last edited by oil pan 4; 08-18-2016 at 11:17 AM.
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Old 08-19-2016, 04:31 AM   #22 (permalink)
DieselPro
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May be a dumb question, but how is the blower bearings lubricated?

The IP fuel setting can be turned up at most 1/2 a turn and then the IP starts to get "out of it's zone". It was not really designed to go that far. It will work turned up more but will less than perfect in general performance.

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Old 08-19-2016, 05:07 AM   #23 (permalink)
DieselPro
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With the blower mounted side ways, most of the oil is going to go into the blower drive "snout". Lubrication may become an issue. Adding additional oil might flood the front snout seal as well as the lower blower seal. Not adding addition oil may starve the upper bearing since the oil will be in the "snout".
Just an observation by me. Not trying to condemn your project in anyway. Hopefully you can get this thing going. Quite sure people on the site are watching your progress.

Last edited by DieselPro; 08-19-2016 at 05:08 AM.
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Old 08-19-2016, 05:22 AM   #24 (permalink)
DieselPro
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Quote:
Originally Posted by Catrik View Post

Being a machinist I'd say that is a 30min job if you dont need to waste time looking for material and tools.
.
Not being a machinist but a un-certified home machinist I'd say 30 minutes would be awfully quick for a job from scratch.

Looking at the photos I'd say quite a bit of machine work could have been eliminated by not cutting the mount bolt recesses out and eliminating the outer 90 degree cutout on the outer edge. But hey I'm not there and there must be a good reason for it right? Looks good by any standard though.
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Old 08-19-2016, 05:48 AM   #26 (permalink)
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Make sure the tensioner is on the non belt pulling side of blower. (left side viewed from the front.) Saw some setups on the net with the tensioner mounted wrong.
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Old 08-22-2016, 04:51 PM   #27 (permalink)
pocale
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thanks for all the tips and hints for the project.

-
The charger intake manifold attached. nipples for breathing and by-pass



-
lining up the pressure box, flange and tube assy


-

pressure assembly ready. the by-pass has a direct line to the inlet nipple. brass nipple is for pressure gauge, soldered to steel with silver



-
blocked the upper breather outlet under the tuna can and routed 19mm hose to the charger. blocked the intake manifold breather connectors.


-

saved the tensioner money, since i got a suitable left over tensioner from a friend who works at a parts shop. it is from a Renault or some other French compact. he also helped to find the belt, there was only one option to pick (1400mm) near the measured length (1385mm). close enough to continue the project.






-

... and got it all together today.

-

-

.

my lower back was already hurting for leaning down to the engine, so i did a lazy decision and welded the tensioner brackets solid. the tool to disassemble it is an angle grinder i reasoned it to myself, if i ever need to do major repairs i will for sure pull the engine and do bearings&rings too, then it will be easier to do the tensioner brackets right.

.

so... i got it running a few hours ago.
the boost pressure is lower than i expected and hoped for. at idle 2psi. idles and runs fine. no weird noises or rattles.

went to a test drive. noticeably better power down low. rev happy for a diesel. feels like a gasoline engine below approx 2500rpm. The biggest boost number i got, before 2-3 upshift, was 6psi -- which is a bit disappointment.

When designing, i was looking for a bigger crank pulley, but this 6.7" was the largest stocked i could find. Maybe later i'll change the Eaton pulley from 2.8" down to 2.4".

As said, down low it has much more power, it will spin back tires (w/ tru-track posi) flooring it from stand still on dry asphalt
when revs keeps climbing up it kind of falls short... however, i am not sure whether the belt slips, since the tensioner is about to reach out of scale. i will get a 5mm shorter belt tomorrow. high revving you can hear blower whining

the tensioner alignment needs a minor adjustment too. and air filter setup is needed. i will block the by-pass, it won't be needed for 2psi idle boost.

i had just a short test drive after working on it all day.
i'll update again, when new belt and be sure the belt is not slipping.

sorry for disorganized post, i'm exhausted, but wanted to share the news.

cheers
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Last edited by pocale; 08-22-2016 at 05:17 PM.
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Old 08-22-2016, 05:20 PM   #28 (permalink)
donny01tj
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That's awesome!

The hardest part of a project like this is getting it to a point where its running again, so congratulations! The hardest part is over.

Hopefully the smaller pulley will get you 1-2 psi more.
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Old 08-22-2016, 07:41 PM   #29 (permalink)
oil pan 4
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2psi at idle?
Beast mode has been achieved.

What super charger is that again and how much did it cost?

I say try to find a larger crank pulley, when you go down to 2.5'' on the blower pulley some times they slip.

I am very happy with my T76 over HE351VE but its hard to argue with 2psi at idle.
__________________
1986 GMC Suburban C2500
Compound Turbocharged with HE351VE and T76, Intercooled, P&P GM#162 heads, 506 block, C-code injector pump, J-code intake manifold, Pennsular diesel upper plenum.
Banksturbo and HMMWV manifolds, custom cross over, 3'' stainless down pipe and 4'' straight pipe exhaust. TH700x, 10.5FF, w/disc brake, 3.21 gears, ARB air locker.
Aluminum 2 core radiator, Electric radiator fans (16''+16''), Meziere electric water pump (55gpm), HD '92+ 6.5L water crossover, grill shutters, Air2oil cooler, 16 core trans cooler, 2 block heaters, two G183 intake heaters, 60G plugs, 3500w coolant heater. ISSPRO tach.
On top of 32'' Load range E mich highway tires.
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Old 08-25-2016, 02:52 PM   #30 (permalink)
Catrik
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Waiting for some driving/sound check videos

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