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That doesn't seem so simple.

May I ask what exactly are the differences between the injectors for the normally aspirated and the turbocharged models of the 6.5?

While reading our FAQ post on injector part numbers, there are two entries in the Bosch table for 6.5L NA engines. How do I know which to use?

I'm not seeing an abundance of injectors available for the normally aspirated 6.5 engines. What are the effects of using the model of injectors for the turbocharged 6.5 in my normally aspirated 6.5?

Regarding the Bosch preference, the other two manufacturers (Stanadyne and Delphi) are names known to me. Can you comment on your preference? I had a look on OReilly's web site, and they have AC Delco injectors. This decision may come down to what is available, but I'm curious about the differences.

Lots of questions, new things to learn. Everyone wants to make good decisions. Thanks for your help.
The difference between the injectors are the N/A injectors are set at a lower pop rate for the economy precups in the heads
The turbo 6.5 has different precups and higher pop rate injectors
 

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Since I made the nozzle chart > Just make sure you have the right nozzle and you;ll be OK, The pressure difference will not be noticable... I like Bosch or Delphi best quality
 

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1997 Grumman Olson 12 ft step van, NA 6.5 diesel (RPO L57), 4L80E transmission
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Discussion Starter · #23 ·
Thanks, but I wouldn't know the right nozzle if it was in front of me.

I sure would like to know what Bosch part number to get for the L57 engine. There are two listed, and have different part numbers.
 

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New > 0432217229 # on injector body> .0430211054. Tip # 0SD304 pressure> 126 bar Application > .6.5L N.A.

Do not buy aftermarket.... New Bosch or Delphi Ebay junk has china made tips as well as most rebuilds. Lots of counterfeit Bosch as well
 

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1997 Grumman Olson 12 ft step van, NA 6.5 diesel (RPO L57), 4L80E transmission
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31 Posts
Discussion Starter · #25 ·
Scheduled it for service in a week to replace the injectors and glow plugs. The smoking is getting worse. Starts aren't as smooth as they were, but still as quick. On some cold starts, there's a brief puff of that grey smoke and a stumble in the cadence of the running engine that quickly smooths.

I don't think there are any failed glow plugs, but they seem to be another wear item that we may as well replace while we're working there.

I expect I'll have a happy engine next week. I'll be back with the results.
 

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1997 Grumman Olson 12 ft step van, NA 6.5 diesel (RPO L57), 4L80E transmission
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31 Posts
Discussion Starter · #26 ·
Hoo, boy! My engine is complaining some mornings now that it's a little colder. I've had a few very rough (though quick) starts, with rough running for a few moments, accompanied by that white/grey smoke. This indicates a glow plug or two not functioning also, I think.

Replacing those too, while they're in there working on my van.

My mechanic indexes the components when he removes them, so I'll be able to do some failure analysis when it's done. I'm pretty confident this work will solve the problem, and am very curious to see what failed and maybe learn why.
 

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This may be one of those, "If it ain't broke, don't fix it" moments. Might try to mess around with injectors and strip something or break something and end up wishing that you'd left it alone. Teenage trucks and ppl are similar, they tend to smoke sometimes.
 

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1997 Grumman Olson 12 ft step van, NA 6.5 diesel (RPO L57), 4L80E transmission
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Discussion Starter · #28 ·
This may be one of those, "If it ain't broke, don't fix it" moments. Might try to mess around with injectors and strip something or break something and end up wishing that you'd left it alone. Teenage trucks and ppl are similar, they tend to smoke sometimes.
This is my business' service van. It makes no sense to wait for an ill timed failure. Better to schedule preventive work on my off days.

A certainty is these symptoms won't fix themselves, and the symptoms are rapidly becoming more severe. it's cool, though. My clients in the last week just paid to do this work. My shop's van is a machine that pays to get itself fixed!
 

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After running Seafoam thru it with no better results. I think new Injectors and Glow plugs should fix your problem. Glow plugs wear out over time. as do injectors. As i said in previous post USLD is hard on injectors. After replacing yours. Be sure to run an additive to keep injectors and the injection pump lubed properly.
6.5s when running good, are a clean running engine. A little puff of grey smoke when first starting in the morning is normal. It should clear right up.
It should not smoke the way you describe. If my truck smoked like that. I would be on it fixing the problem.
With your business name on the side. A good clean running service van leaves a good impression with folks.
 

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1997 Grumman Olson 12 ft step van, NA 6.5 diesel (RPO L57), 4L80E transmission
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Discussion Starter · #30 ·
After running Seafoam thru it with no better results. I think new Injectors and Glow plugs should fix your problem. Glow plugs wear out over time. as do injectors. As i said in previous post USLD is hard on injectors. After replacing yours. Be sure to run an additive to keep injectors and the injection pump lubed properly.
6.5s when running good, are a clean running engine. A little puff of grey smoke when first starting in the morning is normal. It should clear right up.
It should not smoke the way you describe. If my truck smoked like that. I would be on it fixing the problem.
With your business name on the side. A good clean running service van leaves a good impression with folks.
They have all of the glow plugs replaced, and half of the injectors (passenger side). Before quitting time, they got the return lines installed on that side, and we started it to check the work. No leaks on the new side!

It stumbled after starting, until the new injectors started delivering fuel to the starboard side of the engine. Then, it smoothed right out, and no smoke. We'll get the port side injectors done tomorrow! I'll have a little less cash reserves, but my van's engine will be tip top!

Lighting wasn't great for photography. There are visible carbon deposits on the faces of the injectors. Much more carbon than I would have expected to see. I expected to see blackening, but not depositing. But, what the hell do I know what I'm seeing? I'll get the rest of them tomorrow, and get some detailed photos posted as soon as I can.

I'm confident this is the solution. The proof will be tomorrow.
 

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1997 Grumman Olson 12 ft step van, NA 6.5 diesel (RPO L57), 4L80E transmission
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Discussion Starter · #31 ·
No joy.

Although, I do have the original injectors and glow plugs indexed to their installed positions, and I'll get those pictures up as soon as I can take them. I assume a 1-3-5-7 (left bank) and 2-4-6-8 (right bank) cylinder numbering scheme with cylinder 1 at front left of the engine.

Cylinders 7 and 8 injectors show the least carbon deposition, while cylinders 3 through 6 injectors have the heaviest carbon buildup.

The fantastic simplicity of a mechanically injected diesel engine seems to lead to one component, since the injectors and glow plugs are no longer suspect. All glow plugs have under one ohm resistance, so none were burned open.

It seems I need a new DB2 injection pump. Sloppy timing chain may be a problem, I suppose. I don't even know if this engine has timing chains or gears.

How on earth do you test this stuff? How do you sense the fuel pulses to the cylinders to measure timing?

Wow! If I bring the rpms up to 1500 or so (estimated), I can blow that blue white smoke like crazy. Whatever is failing, isn't the fuel injectors

My next call is already in to a diesel specialist to consult on the problem.
 
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