jmodge
Senior Member
Greetings from the other side! I am curious if anyone on the site travels using a 6.2 diesel. If so, what kind of fuel mileage do you get with the camper on? Thanks
Is your K5 a diesel? I've had a couple crazy thoughts about a 6.2 due to the fuel mileage but I can't get over the problems the 6.2 is well known for. In my case with the lift/tires/gearing and the added weight/drag of the FWC I can only imagine how it would chug along. Sure a Banks sidewinder can perk it up, but not enough. Throw in the terrain I'm used to traveling in (the Rockies) and I'd be getting passed by loaded VW microbuses.jmodge said:Greetings from the other side! I am curious if anyone on the site travels using a 6.2 diesel. If so, what kind of fuel mileage do you get with the camper on? Thanks
The 6.2 I have is in a rusted untitled k5 that is on a friends hunting property. Runs great and has everything needed for a swap outside of upgrades. Just curious about others experience carrying a FWC with one. So far no real life feedback. If I don't hear something by spring, I guess that tells me not many dinosaurs running those dinosaurs.ntsqd said:If you can live with the NA 6.2 I'd drive it as-is.
I couldn't.
I've been semi-sort of on the look-out for a 6.5tD donor for a project vehicle of mine. I think they're a little in over their heads when put in a 3/4t or 1t, but in what essentially is a SuperCab short-bed Early Bronco I think it would work very well. And weigh a lot less than a 6.9L or 7.3 IDI.
So I did something fairly unique for the harnes and ecm. I used a harness and mefi4 Eco from Howell. The mefi4 controller is the exact same unit used in the two gm ramjet crate engines. It works quite well, but support for it is nearly non existent. My buddy originally used it on his 8.1 swap to his K10. He ended up going back to Howell for another harness using a factory controller. I'm not sure it could even be bought anymore. So for the upcoming big block swap I'm going to Howell for the harness and controller. The money spent is well worth it.jmodge said:When did the LS go to DBW? Friend of mine has one along with an ecu, don't know what year. I think aerodynamics play the biggest role in mpg on our trucks though, not a whole lot to be done there. I did not pay attention to your engine swap, did you make your own control harness?
I made a couple hotfoot runs home from the U.P. where I had sustained speeds of 73 to 76mph and points where I buried the 85 mph speedo. I was surprised to matched my peak mpg, I attributed it to small sample error. But your theory on operating under the power curve has some merit.
My rear diff could use a rebuild, howls on decel, and they make an 8.5" 3.90 gear. I am going to contemplate that one because I plan to do that anyway.
5.3's and 6.0's actually look identical on he outside. Heads have the same setup.jmodge said:as a side note on GM 6liters, we had some in service trucks. Had the opportunity to see one with heads off. They have a long stroke and very tall runners in the heads, must be what gives them the wide power band. Is the 5.3 head constructed the same way?