Hey all,

I am having some issues with my non-computer 1984 6.2 whereby it will not produce any fuel at the injectors. I cracked each fuel line at the injector head and cranked the engine over, hoping to purge some fuel but nothing comes out. Not even a leak.

I am considering cracking open the injection pump and cleaning it out. I ran a direct 12V line from my battery to the positive terminal on the pump, so I know its getting power. I also had a friend turn the ignition to "on" while I listened for the solenoid to engage. All sounds well.

My situation first started while driving on veg at 70 mph down the highway, and the engine just shut off. I believe my problem is electrical over mechanical, but it is impossible to tell at this point.

Anyone have a thought on it?

John:

Did the engine shut down like you turned the key off or did it slowly run down to a stop.

If it was the latter, it is probably filter/viscosity related. If it is the former, and the fuel shut-off solinoid is working (the terminal closest to the front) then I'm sorry to say you have sheared off the input shaft of your pump.

The only way to tell for sure is to remove the dome and check the operation of the fuel-shut off. While you are in there, try to move the govenor ring. If you can rotate it then get out your check book. New pump needed.

These pumps are known for this problem using any fuel even slightly thicker then #2.

Bill

bill,

i will take a look at it today. luckily, im getting a new truck next week so I can be without this one.

Are mechanically injected 6.5's equally finicky?I guess I will have to throw ALOT of heat into the system to run SVO.

John:

All the 6.2/6.5 engines produced used variants of the DB2 Stanadyne pump. The later electronic versions use the DS4 pump. Both designs are real finiky about the fuel you use. I have had no trouble whatsoever (actually quite the opposite) using bio-diesel but IMHO the jury is still way out as to the use of SVO/WVO.

Bill

Yeah, I have found the same.

I ran B100 for 2 years with no issues, then lost the truck within 5,000 miles on SVO. I was looking at a 1994 6.5 TD since I've seen that some have success with this style of DB2. Is this a good route or should I look elsewhere?

A year and 9k miles on heated solid-at-room-temperature lard. 6.2L engine. Common FPHE prior to IP with return-to-tank for diesel and loop on veg. High temperature thermostat, and switchover once post FPHE fuel temp hits 195F. I use 5% WMO in the diesel and 5% diesel in the lard. Runs fine even in <0F temps. Motor's got >365k miles on it.

quote:

Originally posted by John Mason:
Yeah, I have found the same.

I ran B100 for 2 years with no issues, then lost the truck within 5,000 miles on SVO. I was looking at a 1994 6.5 TD since I've seen that some have success with this style of DB2. Is this a good route or should I look elsewhere?

93 was the last year for the DB2. The 94 most likely has a DS4 electronic pump. If the truck was a commercial chassis or military issue, you might have the DB2 but that is the exception, not the rule.

If it is a DB2 with turbo, that is a real keeper. The 4911 pump used from the factory with the turbo can be cranked up to 38hp/cylinder (300hp). Engine can't take it without modifications but the pump can push that much fuel.

Bill

burbarian -

I was also running a FPHE right before the IP, looped return and a switchover point of 195 degrees. I'm not sure what ended up killing it, but I intend to pull apart the core and see what went on inside.

bill -

thanks for that information. I think I have another DB2 I can use until I really plan out my next build. I will definitely try and throw more heat into this current system when I install this next IP.

Thanks

John

bill -

would the pre-electric DB2 that came on the 1993 6.5L turbo motors be that 4911 pump you're referring to?

quote:

Originally posted by John Mason:
bill -

would the pre-electric DB2 that came on the 1993 6.5L turbo motors be that 4911 pump you're referring to?

If it came from the factory with a turbo and a mechanical pump then it would be the 4911 or commercial equivalent (5085???). You will see the number included in the ID tag on the side of the pump.

Bill

So i replaced the IP with a used, but working one and it runs great. What sort of timing should be used when running WVO?

oh yes and I examined the IP and the shaft was indeed sheared just as most people have experienced when their DB2's failed on WVO.

John