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6.5L Diesel Engine Discuss the 6.5 GM diesel engine & associated components. Automatic transmission questions & problems belong in the 4L80/85 - 4L60E - 6L90 Transmission Forum

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Old 05-17-2015, 12:44 AM   #11 (permalink)
Freddyack
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Quote:
Originally Posted by Hardrock2 View Post
A couple things make me want to go completely through the fuel system, starting at the tank, and go forward just to be thorough.

1. The previous owners were big on using biodiesel blended fuel.

Better run some heavy doses of Diesel Kleen in the fuel. Gotta keep the Optic Sensor clean.

2. With only approx. 2500 mi./yr. use, that's a lot of years of old biofuel sitting in the tank year 'round.
Better run some heavy doses of Diesel Kleen in the fuel for awhile. Gotta make the Optic Sensor happy

New fuel filter, too.

Quote:
Originally Posted by Hardrock2 View Post
Another thing I noticed was, they recently changed the tool bed out for the aluminum flatbed.
(New, I think this was a John Deere Dealer's Field Service truck)

The flatbed was off a gas truck.
Yep, you guessed it. They brought the filler neck over with the bed swap.
GAS cap, and all! I caught that on the first test drive.
Yeah....diesel cap for sure. There is a list of them in the FAQ Parts List. I use the Stant non locking one. AutoZone or Advanced Auto stocks them.

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Old 05-17-2015, 10:40 AM   #12 (permalink)
Hardrock2
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I'll have to admit, when it comes to the DS4 trucks I know just
about enough to be dangerous.

I've heard the Optic Sensor mentioned, but never quite understood what it does exactly.
I assume it lets the PCM "see" fuel??
If so, I can maybe understand how intermittent fuel, air, fuel, air, fuel, air
would give the truck symptoms like "fishbite".

I thought I remembered reading, if the OS "saw" air in large enough quantity, or for a long enough time,
the PCM would just throw up it's hands, and shut the IP down, disabling the truck.
Any truth to that?


Mike

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1993 GMC SLE K2500 Ext.Cab LWB 6.5TD/NV4500/241C/3:73's/245-70-17's, Flo-Pro 4" exhaust, AMH 2 1/2" crossover, K47 airbox, OPS relay mod, "stay-put" rocker retainer mod, solid flywheel conversion, R-134a conversion. HX40W-ll
"Under construction".

1988 Chevrolet Scottsdale K3500 std.cab 6.2/5-1 trans./3:73's/265-75-16 Goodyears, plenty of rust.
affectionately know as "Carhartt", the winter beater. "still running"
1994 GMC SLE C1500 SWB CrewCab 6.5TD/4L80e weekend toy currently scattered in pieces awaiting it's turn....
1994 GMC SLE K3500 SRW CrewCab 6.5TD/NV4500/BW4401/3:73's, 265-75-16 Cooper ST's, dump insert.
Future farm/work truck. "coming together"
1993 GMC C1500 Ext.Cab SWB "599" 6.2TD/4L60/3:42's/235-75-15's. DPS 3" exhaust, cast rocker arms, 4544 pump, shift kit, 134a conversion. "wife's project"
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Old 05-17-2015, 11:45 AM   #13 (permalink)
Freddyack
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Quote:
Originally Posted by Hardrock2 View Post
I'll have to admit, when it comes to the DS4 trucks I know just about enough to be dangerous.


That is why the Forum is here

Quote:
Originally Posted by Hardrock2 View Post
I've heard the Optic Sensor mentioned, but never quite understood what it does exactly. I assume it lets the PCM "see" fuel?? If so, I can maybe understand how intermittent fuel, air, fuel, air, fuel, air would give the truck symptoms like "fishbite".I thought I remembered reading, if the OS "saw" air in large enough quantity, or for a long enough time, the PCM would just throw up it's hands, and shut the IP down, disabling the truck. Any truth to that?
My understanding is the same as yours.

Clean/air free fuel within the correct temperature range flows over/through the optic sensor and the optic sensor sends an electrical signal to the PCM that the PCM translates "all is good". When the fuel clarity is disrupted, the electrical value of the signal to the PCM changes. When the value is outside set parameters, the PCM reacts accordingly.
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Old 05-18-2015, 10:11 AM   #14 (permalink)
quadstar87
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The optical sensor doesn't see fuel, but it does see 'through' fuel.

It's an 'eye' that watches notches on a spinning disk. Said disc is called the encoder wheel and it has 512 notches on it IIRC. The PCM reads these notches in relation to the crank position sensor so it knows when to fire fuel and the effect the combustion event had in relations to the crankshaft's movement.

Now, imagine being a tiny little sensor trying to see 512 notches through cloudy fuel or fuel with air in it But if you keep a good supply of clean fuel coming in, all is well.
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Quadstar Tuned '94 C1500 ECSB 6.5TD 4l80E. DS4-5068S. Billet 60mm Turbo with external gate, OBDII converted w/ Bluetooth VPW data stream & Edge EAS Competition Data Logging.
Quadstar Tuned '98 K3500 CCLB DRW 6.5TD 4L80E. DS4-5068S. Fully studded 506 with Optimizer heads.
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Old 05-19-2015, 12:54 AM   #15 (permalink)
Chevyworkhorse
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nice truck and welcome back!
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SOLD - 1992 (MFD is 03/92) Chevy 2500, 6.5L (F) Turbo, 188K, Black, Stanadyne manual IP DB2-4911, 3rd owner, Monroe Reflex shocks, Brand new Batteries (x2), Leroy Oil cooler lines, new OEM Power Steering Pump, new Gates K061010 Serpentine Belt, OEM belt tensioner, AC Delco Tstat, new heather inlet hose I-2F, oil filter adapter removal and install direct smaller WIX Oil filter #57099 and Block heater plug access via drivers front fender, FFM & IP Transfer Pump Cap 3/8'' 1/2''-20 Fuel MOD, relocated FFM to drivers side of intake, brand new OEM radiator, new radiator cap, lower and upper new hoses, new hose clamps, Glow-Shift Fuel Pressure and Turbo Boost Gauges, in custom made dashboard housing, 32" CREE LED Curved Work Light Bar. Fresh Oil change, transmission, break fluids flush and bleeding and rear axle check just completed last few months. This Chevy now runs perfectly, everything works and is reliable.
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Old 05-20-2015, 10:59 PM   #16 (permalink)
Hardrock2
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Ahh, now I see. Thanks, quadstar.

Hey there, Chevyworkhorse!


I'm eventually getting caught up on some of my other work, so I
should be jumping on this CrewCab shortly.
In the meantime, I'm trying to get a DS4 education asap!



Once this thing gets out of my hair.......

'95 K3500 6.5TD/4L80e a fella brought me. Had it to a supposed
"Diesel Expert" and they couldn't make it run.
Dropped it off with all the parts to convert the truck to a 5.7 gas Vortec.

Told me "You can have everything "diesel" off the truck. EVERYTHING."

The "experts" jumpered the GP's till they split the tips open, then ethered the crap out of it.
New CPS, new PMD, new AC Delco PCM, new cooler lines, etc.
Huge repair bill, and it still didn't run.

Out of curiosity, before I pulled it apart, I stuck a used set of GP's in it,
and spent about an hour getting it to run.
Bad ignition switch.
Key on, jiggle the switch, slap it with your palm, and you get dash lights and a glow light.
It ran pretty decent. 148,000 miles.

Owner said "Swap it anyway!"
OoooooKay!! Looks like I may have a salvageable spare 6.5TD.

A few finishing touches, and it goes bye bye.





Mike
Attached Images
File Type: jpg cat 042.jpg (226.6 KB, 253 views)
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1993 GMC SLE K2500 Ext.Cab LWB 6.5TD/NV4500/241C/3:73's/245-70-17's, Flo-Pro 4" exhaust, AMH 2 1/2" crossover, K47 airbox, OPS relay mod, "stay-put" rocker retainer mod, solid flywheel conversion, R-134a conversion. HX40W-ll
"Under construction".

1988 Chevrolet Scottsdale K3500 std.cab 6.2/5-1 trans./3:73's/265-75-16 Goodyears, plenty of rust.
affectionately know as "Carhartt", the winter beater. "still running"
1994 GMC SLE C1500 SWB CrewCab 6.5TD/4L80e weekend toy currently scattered in pieces awaiting it's turn....
1994 GMC SLE K3500 SRW CrewCab 6.5TD/NV4500/BW4401/3:73's, 265-75-16 Cooper ST's, dump insert.
Future farm/work truck. "coming together"
1993 GMC C1500 Ext.Cab SWB "599" 6.2TD/4L60/3:42's/235-75-15's. DPS 3" exhaust, cast rocker arms, 4544 pump, shift kit, 134a conversion. "wife's project"
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Old 10-18-2015, 10:19 AM   #17 (permalink)
chevy410
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And quadstar its 512 slots per 1 rotation of the injection pump. Thats 192,000 slots per minuet at idle of 750 rpm. At 3000 rpm thats 768,000 slots to count in one minuet. If a bubble disrupts the signal for 1 second that's 12,800 missed counts at 3000 rpm. Yup that would screw up the computer calculations alright.
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1994 K2500 suburban 136,000 miles dual thermostats, pmd relocate behind grill, high flow plastic fan, ops relay, h.o. water pump, 285 75 16 falkin rocky mountains, bought it and drove it 200 miles then blew motor. finally have a garage. just need to get time
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Old 10-24-2015, 02:45 AM   #18 (permalink)
Hardrock2
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Thought I'd drop in and update this project.

So far, I'm happy with the truck and it does what I need it to do.
Just not real sure I like the "feel" of a DS4 pumped truck.
I miss that quick "blip" of the throttle my mechanical trucks have.

This engine starts and runs OK, and some of the top end noise it had has just about disappeared.
Oil consumption is a little more than I would like.
About 1 qt. every 1200-1500 miles.
All in all, it's about the least healthy 6.2/6.5 I own, so an engine swap
is probably going to happen sooner or later.

The biggest problem I've had with the truck is getting it insured.
Evidently when John Deere orders their fleet vehicles, they leave the factory as "incomplete vehicles"
before being sent to the outfitters to have service beds installed.
Same way conversion vans and cab/chassis trucks do.
It shows up in the V.I.N.#.

My insurance company lists that V.I.N. designation as "customized".
I explained how "fleet ordered" vehicles work, and they got all hinky and wanted to see the truck,
and why did it have a flatbed instead of the tool bed it was sold with, etc.
Why do I need a flatbed truck? What do I do with it?
Why is the sky blue, and do cow farts contribute to global warming?

Anybody that's ever dealt with insurance agencies knows the drill.
They insisted I needed a commercial policy, and refused to insure it under my personal auto policy.
I told them that wasn't happening.

Finally, I went straight to the insurer and got a guaranteed commitment in writing to insure it
under a personal auto policy if I took the flatbed out of the equation.

Luckily, I was parting out a white longbed truck at the time........

I didn't tell them that I had originally planned on turning this truck into a SRW pickup down the road, anyway.
Attached Images
File Type: jpg cat 191.jpg (108.0 KB, 7 views)
File Type: jpg cat 199.jpg (63.4 KB, 5 views)
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1993 GMC SLE K2500 Ext.Cab LWB 6.5TD/NV4500/241C/3:73's/245-70-17's, Flo-Pro 4" exhaust, AMH 2 1/2" crossover, K47 airbox, OPS relay mod, "stay-put" rocker retainer mod, solid flywheel conversion, R-134a conversion. HX40W-ll
"Under construction".

1988 Chevrolet Scottsdale K3500 std.cab 6.2/5-1 trans./3:73's/265-75-16 Goodyears, plenty of rust.
affectionately know as "Carhartt", the winter beater. "still running"
1994 GMC SLE C1500 SWB CrewCab 6.5TD/4L80e weekend toy currently scattered in pieces awaiting it's turn....
1994 GMC SLE K3500 SRW CrewCab 6.5TD/NV4500/BW4401/3:73's, 265-75-16 Cooper ST's, dump insert.
Future farm/work truck. "coming together"
1993 GMC C1500 Ext.Cab SWB "599" 6.2TD/4L60/3:42's/235-75-15's. DPS 3" exhaust, cast rocker arms, 4544 pump, shift kit, 134a conversion. "wife's project"
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Old 10-24-2015, 07:42 AM   #19 (permalink)
vstech
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Quote:
Originally Posted by Hardrock2 View Post
Thought I'd drop in and update this project.

So far, I'm happy with the truck and it does what I need it to do.
Just not real sure I like the "feel" of a DS4 pumped truck.
I miss that quick "blip" of the throttle my mechanical trucks have.

This engine starts and runs OK, and some of the top end noise it had has just about disappeared.
Oil consumption is a little more than I would like.
About 1 qt. every 1200-1500 miles.
All in all, it's about the least healthy 6.2/6.5 I own, so an engine swap
is probably going to happen sooner or later.

The biggest problem I've had with the truck is getting it insured.
Evidently when John Deere orders their fleet vehicles, they leave the factory as "incomplete vehicles"
before being sent to the outfitters to have service beds installed.
Same way conversion vans and cab/chassis trucks do.
It shows up in the V.I.N.#.

My insurance company lists that V.I.N. designation as "customized".
I explained how "fleet ordered" vehicles work, and they got all hinky and wanted to see the truck,
and why did it have a flatbed instead of the tool bed it was sold with, etc.
Why do I need a flatbed truck? What do I do with it?
Why is the sky blue, and do cow farts contribute to global warming?

Anybody that's ever dealt with insurance agencies knows the drill.
They insisted I needed a commercial policy, and refused to insure it under my personal auto policy.
I told them that wasn't happening.

Finally, I went straight to the insurer and got a guaranteed commitment in writing to insure it
under a personal auto policy if I took the flatbed out of the equation.

Luckily, I was parting out a white longbed truck at the time........

I didn't tell them that I had originally planned on turning this truck into a SRW pickup down the road, anyway.
USAA... Best insurance company on the planet!
ANY military service qualifies you for it.
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95 6.5 block, most of the IP, flywheel, and pressure plate.
95 Chevy Suburban 1500 "blue bomber"
2000 Chevrolet extended cab long bed 2500 6.5L HO
94 GMC extended cab long bed 6 lug truck 6.5L
Z71 ext cab standard bed S vin with a blown headgasket.
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Old 10-24-2015, 08:43 AM   #20 (permalink)
Diaric
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That's a nice truck.

You should find one like that for Freddy

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Originally Posted by 4320diesel View Post
well to make your pump retarded, you could let it hang out with me for a day
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Originally Posted by Hawkstrong View Post
Diaric wins thread derailment......
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Originally Posted by High Sierra 2500 View Post
Yeah Diaric, I gotta say, I'm afraid I'm going to have to give you an official warning on that.
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