6.2 GM Diesel

prowlersfish · Post by **prowlersfish** » Fri Feb 27, 2009 9:10 pm

A 94 should be a 6.5 I beleve. but being that year it should be fine in light duty marine use . are you talking turbo or nonturbo what are you planing on putting these in . If your talking about a single non turbo in your F26 that would be cool not fast but cheap to run ,real cheap .

landandtimber · Post by **landandtimber** » Fri Feb 27, 2009 10:43 pm

I like the idea of running off road diesel and putting around sipping it. I have rebuilt a merc. 350 mag motor and have yet to get it fully together. Me and a buddy are working on an old Century Ski boat together which the mag motor would be a great candidate for even though the motor already sits in the F26. I am getting the 6.2 cheap enough that if I cant make it work I can sell it for a profit and not really be out much.

rossjo · Post by **rossjo** » Sat Feb 28, 2009 8:46 am

Get an account on http://BOATDIESEL.com and read up ... I have not heard a lot of good about these in boats, but I don't know anyone that has one either. Penninsular makes a 6.5L/340bhp marinized diesel ...

http://www.peninsulardiesel.com/marine400tai.html

You don't want "road diesel" in your boat because its got the over-the-road taxes ($0.30-$0.75/gallon) applied to it. Here in South Carolina, I pay $0.42/gallon taxes for diesel in my Ford Excursion 7.3L International Navistar. Virgina pays $0.44/gal, Jersey $0.42/gal, New York $0.65/gal and California is highest at $0.72/gal!
http://www.southcarolinagasprices.com/tax_info.aspx

You want "OFF-road diesel" = farm or dock diesel (its got the red dye in it for identification), as its not taxed for over-the-road use ...

landandtimber · Post by **landandtimber** » Sat Feb 28, 2009 9:28 am

Off road is what I said I wanted to use, I understand the implications of using taxed fuel on water or on the farm. That Peninsular motor looks like a real marine diesel. I bet it is expensive!

All I know is it is 70 degrees here in Alabama this morning and I need to get a motor in and going so I can go out and play.

rossjo · Post by **rossjo** » Sat Feb 28, 2009 10:27 am

http://www.BOATDIESEL.com is the best source - and Tony (the resident Diesel expert on the site) does know his stuff!

We're getting the rain here in Charleston thats blowing out of Bama this morning - 70 degrees though - going cruising tomorrow ...

prowlersfish · Post by **prowlersfish** » Sat Feb 28, 2009 5:49 pm

I think Osco makes manafolds and such fo the 6.2/6.5 Boatdisel Is a great site

landandtimber · Post by **landandtimber** » Sat Feb 28, 2009 7:13 pm

Your right, Osco makes the exhaust manifolds they are $418 per bank. Wow, I thought the regular Merc. exhaust parts were expensive. Thats about 8 times the price I am paying for the engine just in exhaust manifolds. Maybe I can just use the engine to anchor a mooring buoy out at our favorite spot!

prowlersfish · Post by **prowlersfish** » Sat Feb 28, 2009 7:31 pm

When the don't may a lot of them the price came be high. and diesel parts can be high for that reson and and a lot of parts are heavier made . A raw water pump for my cummins is only about 700 .

Danny Bailey · Post by **Danny Bailey** » Sun Mar 01, 2009 4:43 am

There used to be a company that marinized the 6.2...Peninsular or something like that. I looked into them briefly while searching for the right diesel to put in a 28' ChrisCraft. There was also a marine version of the 7.3 International that was in Ford pickups at the time. Both engines are low torque high revvers that are no good for a boat. You just can't beat a Cummins 6BT in a small boat in my opinion.

RWS · Post by **RWS** » Sun Mar 01, 2009 7:17 am

With all the time, costs, time, fabrication, time, engineering, time, calculations and time that goes into a gas to diesel conversion, not to mention the time spent makes choosing a solid, proven, reliable powerplant an important choise in doing a repower.

Did I mention time?

This is not a weekend project and will require a considerable investment in money and time.

A poor choice of powerplant will end up costing more time, money and headache.

factor in the loss of use of the boat during the refit and the possible difference in value when you are done, especially if the poserplants are not well suited to the application which will taks away the satisfaction value once the job is completed.

RWS

rossjo · Post by **rossjo** » Sun Mar 01, 2009 9:52 am

Danny-

What props/speed do you get out of your 6BTA/250s in your F36?

I don;t know about marine version, but the 7.3L International Harvester (Navistar) in my 2002 Excurions i s a VERY torquey beast .... My frineds with Dodges and dual-turbos get more power (800-1000), but thats not realiistic fr a boat.

Danny Bailey · Post by **Danny Bailey** » Mon Mar 02, 2009 4:53 pm

Max is 24.9 @ 2600 rpm and cruise 17-18 @ 2000 rpm depending on load. The big issue is at what rpm do you get how much power. The 6.2 when I was considering it only put out 180HP and that was at 3800 rpm. The Cummins 210 I bought back then put out 180 HP at 2400 rpm and you could run it forever at that rpm. I doubt if you could run the 6.2 very long at wide open throttle. The big issue for me was durability. The 6.2 may run forever at 2800 - 3000 rpm, but what HP and speed will you get? The Cummins engines in Dodge trucks are no longer the same as the marine engine. It takes a lot of cast iron, cubic inches and stroke for an engine to last several thousand hours in a boat. Yanmars seem to be an exception to this rule, but they have not proven themselves with decades of service yet. Both my repowers cost an arm and a leg (the first one was a brand new 6BT 210/with ZF 220A transmission), and I tried to put in engines that would last. I still see my old ChrisCraft and that 210 is doing fine.