this is just a heads up, I am currently workin on two engine swaps. the first will be a hopefuly beefed 6.2 into an 85 suburban replacing a 305 gasser. my hopes are for upwards of 1400miles per tank with an increase in street performance. the second is more of a commercial repower by replacing a bad 7.3 in an IH 1600s with a 5.9 cummins from a med duty ford chassis. I will be photodocumenting as each progresses wish me luck and pls be ready with knowledge and good advice as I'm sure I'll need it thx

 

good luck and welcome to diesel bombers

 

The 6.2 will be the easiest. If there is a return line already plumbed, good to go. Just need to drop and drain the tanks. Also, there is the matter of the glow plugs, but all you need is a momentary switch to run them (max 10 sec). Might need to get an oil pressure gauge out of a wrecked truck that had the 6.2 in it, otherwise, need a separate gauge. Need a 2nd battery tray, and all the cables, the radiator, starter, wiring harness.

While you got the engine (6.2) out, replace the rear main and use black silicone on the pan. Also, clean the engine up real good, and check all the glow plugs out. If the water pump is questionable, easiest while the engine is out to replace it, as with the glow plugs (you'll use them, trust me). Also replace the front pump seal on the transmission, cause it's quicker when the road is clear.

 

cant wait to see it

 

Thanks for the heads up Wildbill I'm new to this site (and realy like it , great job here) but I'm not new to the 6.2. My plans for that swap include a complete teardown, hot tank, with cleanup cuts on the bore, head deck and align bore for the crank (these engines have a history of breakin cranks) heads will also be reworkd, new bearings, rings possibly pistons and custom intake and headers. I'm wantin to supercharge this engine but have concerns about the deck strength as the head bolts enter the water jacket and these engines also have headgasket issues with the factory 22:1 compression. If anybody can point me in the right direction to research the maximum cylinder pressure I would be greatly appreciative. Oh I'm also lookin to stud the entire engine if any one is wonderin. Again thanks.

 

Although not the same engine, the 7.3 IDI's also had around a 22:1 compression ratio. The Banks and ATS turbo kits were made for 5-7 psi, if I'm not mistaken. An IDI builder I used to follow ran his IDI at 18 psi on a stock bottom end (I think he may have had head studs) and stock pistons, and he put quite a few miles on it that way without much damage. I'm no expert though, but that's what I know...

I've also seen some 6.9/7.3 IDI's with 6-71 superchargers mounted on top of them. The intakes were works of art and the injection lines were a nightmare! Haven't seen an IDI with a centrifugal though...

 

if your redoing the whole engine, get some 18 to 1 pistons in it insted of stockers. that way you can run 15+ psi without any worries of blowing a head gasket

 

Thx for the advice, I thought I might need to backoff the compression, especially with a cleanup cut on the deck (hopin for no more than 0.010"). The early IH6.9 also had a head gasket issue and would not take much of any boost. I believe that they corrected the problem by adding material to the deck surface (not real sure) or fixin the head design. I'm also hopin to improve the head flow w/ some basic polishin w/o gettin too fancy or involved. Right now weather is the biggest holdup as I dont have an enclosure to work in. I'm in so. Texas and it's been abit cool and wet here lately ().