WiCK3D_SiX
Full Access Member
Ok Ive been tossing the idea around for an engine swap for a while now. Still unsure of what to do here. First I will list my end goals so you guys have an idea of what Im looking for.
Horsepower isnt as important to me as torque as Im looking for a rough terrain/rock climber
HP: 300-350hp
Tq: 400-500ft lbs
Lift: 6-9" with 6" suspension, possible 3" body
Tires: 33x10.5x16 - 25x12.5x16
Gears: 4:10 - 4:56 Id prefer 4:10
Id like to retain reasonable MPG (I avg 22 with my Tahoe as I have my other GMT-400 vehicles) but I want the torque for all the hill climbs and rocky terrain we have around here. Once the truck is complete it would probably be a 70/30 to 60/40 split for on-road vs off road driving (obviously on-road being dominant) depending on my income at the time. Ive been thinking about swapping in the beefier drive-train of the 2500 or equivalent with the 6.5L TDI. My major concern is the known issues of the 6.5L Diesel, and weather the higher torque diesel with a mild mod to reach 400ft lbs would be more reliable/practical than the 350TBI worked to the same 400ft lbs. Any and all input is greatly appreciated. Blow is a list of the known issues according to Wiki for the 6.5L TDI Detroit Engine.
I should also note that I plan on using this vehicle to pull people out of ditches/snow/mud in the winter months, which we can see upwards of 2' here sometimes.
Main Bearing Web Crack: In both 6.2L and 6.5L engines this is reportedly fixed with a combination of improved higher nickel cast iron alloy and lower block re-design including, but not limited to, a main bearing girdle. These features are in the new for 2007 AM General GEP P400 6500 Optimizer enhanced 6.5L diesel presently being sold to the US Government for the 6 ton armored HMMWV.[1]
Crank Failure: Related to age failures of the harmonic balancer, the vibration damped accessory drive pulley, or the dual mass flywheel.
Pump Mounted Driver: Relates to thermal failures. The PMD is screwed to the DS-4 injection pump on the 1994-2001 GM 6.5 diesel utilizing fuel flow to dissipate heat. The injection pump is mounted in the intake valley (a high heat area). The PMD contains two power transistors that should be cooled by proper contact with the injection pump body. If the pump is not precisely machined to make complete contact with the transistors via the silicone thermal gasket and paste, the PMD is improperly installed without the gasket or paste, the PMD is installed off center with the pump body, or corrosion develops on the mounting surface the PMD will overheat. Several companies manufacture an extension harness and heat-sink kits. These allow an owner or their mechanic to relocate the PMD away from the injection pump to a lower heat environment and/or a place that can get more air flow.
Cylinder Head Cracking: higher mileage 6.5 engines exhibit stress related fractures in the cylinder head bowl. Stronger cylinder heads remedy this problem.
Horsepower isnt as important to me as torque as Im looking for a rough terrain/rock climber
HP: 300-350hp
Tq: 400-500ft lbs
Lift: 6-9" with 6" suspension, possible 3" body
Tires: 33x10.5x16 - 25x12.5x16
Gears: 4:10 - 4:56 Id prefer 4:10
Id like to retain reasonable MPG (I avg 22 with my Tahoe as I have my other GMT-400 vehicles) but I want the torque for all the hill climbs and rocky terrain we have around here. Once the truck is complete it would probably be a 70/30 to 60/40 split for on-road vs off road driving (obviously on-road being dominant) depending on my income at the time. Ive been thinking about swapping in the beefier drive-train of the 2500 or equivalent with the 6.5L TDI. My major concern is the known issues of the 6.5L Diesel, and weather the higher torque diesel with a mild mod to reach 400ft lbs would be more reliable/practical than the 350TBI worked to the same 400ft lbs. Any and all input is greatly appreciated. Blow is a list of the known issues according to Wiki for the 6.5L TDI Detroit Engine.
I should also note that I plan on using this vehicle to pull people out of ditches/snow/mud in the winter months, which we can see upwards of 2' here sometimes.
Main Bearing Web Crack: In both 6.2L and 6.5L engines this is reportedly fixed with a combination of improved higher nickel cast iron alloy and lower block re-design including, but not limited to, a main bearing girdle. These features are in the new for 2007 AM General GEP P400 6500 Optimizer enhanced 6.5L diesel presently being sold to the US Government for the 6 ton armored HMMWV.[1]
Crank Failure: Related to age failures of the harmonic balancer, the vibration damped accessory drive pulley, or the dual mass flywheel.
Pump Mounted Driver: Relates to thermal failures. The PMD is screwed to the DS-4 injection pump on the 1994-2001 GM 6.5 diesel utilizing fuel flow to dissipate heat. The injection pump is mounted in the intake valley (a high heat area). The PMD contains two power transistors that should be cooled by proper contact with the injection pump body. If the pump is not precisely machined to make complete contact with the transistors via the silicone thermal gasket and paste, the PMD is improperly installed without the gasket or paste, the PMD is installed off center with the pump body, or corrosion develops on the mounting surface the PMD will overheat. Several companies manufacture an extension harness and heat-sink kits. These allow an owner or their mechanic to relocate the PMD away from the injection pump to a lower heat environment and/or a place that can get more air flow.
Cylinder Head Cracking: higher mileage 6.5 engines exhibit stress related fractures in the cylinder head bowl. Stronger cylinder heads remedy this problem.
