From: Glenn Shaw (milspectruck@verizon.net)
Date: Fri Mar 17 2006 - 05:34:34 PST
Hi Jim
To diagnose your problem it seems that one or more of your cylinders on that
smoking bank have low compression. If this engine was a take out from the
reman program it probably sat outside for a while in the rain etc. You may
have a valve that is sticking in its guide or a collapsed lifter. The
easiest test is to take off that valve cover and run the engine at idle
while watching the valves for proper movement. You may see the problem
right off. You can also do a compression test on the cyls of that bank if
you have a diesel comp tester. This is the best test for you to do since it
will show up stuck rings also. Rings and valves are the main suspects where
you had a good injection pump and injectors before the swap. If the engine
got ANY water in it from rain OR coolant and it sat the symptom is what you
have. Pulling a head off or a piston can be done in the truck if needed but
it is easier to fix this on the stand. Let us know what your compression
test turns up.
Regards
Glenn
MVPA
MTANJ
-----Original Message-----
From: Military Vehicles Mailing List [mailto:mil-veh@mil-veh.org] On Behalf
Of Jim Zehr
Sent: Friday, March 17, 2006 7:40 AM
To: Military Vehicles Mailing List
Subject: [MV] 6.2 diesel help needed
Hello fellow MVers,
I have a problem with a newly transplanted 6.2 in my
M1009.
The formerly installed (now removed) engine had
nozzles and fuel pump that were overhauled by a
reputable company about five years ago (40,000 miltes)
(with military injection pressure too) but the engine
had a cracked block. The old engine did not have any
smoke out either tail pipe with the fuel system now in
use.
I'm setting the stage for the following information to
be given. As I said, I transplanted an engine removed
from an M998 for the 6.5 upgrade. I installed the
engine and swapped over the pulleys, sensors, ect. to
make it usable in my truck. I also transplanted my
injection pump and fuel pump. I did not originally
swap my fuel nozzles to the newer engine. When I
first fired it up I had white smoke from the left
exhaust pipe (true dual exhaust). I figured that I
had a stuck or squirting nozzle so I added some fuel conditioner/nozzle
cleaner for diesel that I have used before in other diesel applications. No
joy, and still white smoke after about a total of one hour of running and a
5 mile trip to town for more fuel. I next changed the nozzles on the left
side to the nozzles that I was using in the old engine since they did not
smoke and "just knowing" that this would fix the problem. Not only no joy
but a few tears now too. The same odorless white smoke that appears to be
fuel. The smoke is not oil or it would be blue-gray and is not black from
overly-rich fuel and it is not steam since I know what that looks like from
the other engine.
I pulled off the water pump last night because I
thought that perhaps the injection pump drive gear
could be one tooth off but it was as it should be and
the pin in the injection pump drive flange is in the
slot and not the round hole per the TM and the civy
Chevy manual. Perhaps it is coincidence that the
injection pump is starting to have problems too but I
don't think so.
Tonight I plan to transplant the injection pump that
was originally installed on the engine when I
purchased it about three weeks ago. I know about
having to swap the cover and a bracket over for the
CUCV usage.
Since I have no leaks at the nozzles and I have
installed "known good" nozzles on the left side I am
starting to fly into unknown skies under IFR
conditions.
I'm appealing to the former and current mechanics for
6.2 diesels for the vast library of knowledge in your
years of experience. I'm a stupid helicopter mechanic
and I'm starting to flounder. If the pump is not the
problem then could it be a pre-chamber or two in the
left head? I only pulled the valve covers the first
time to install new top-quality gaskets. I have not
pulled the heads to date. I do have some freshly
overhauled heads and new gaskets for this operation if
needed but I will have to locate new bolts if the
patient does require further surgery. The head bolts
are torque-to-yield so they can only be used once.
Thanks in advance for any and all help.
Jim in Louisiana <jimm1009@yahoo.com>
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