I don't have any great fondness for GM diesels. None for GM as a company anymore either. I'm rooting for Ford - the only car company that has gone it alone with no tax-payer buy-out or bail-out. GM is partly owned by the US and Canadian governments and Chrysler is owned by Fiat of Italy. The only Chevy diesels I ever really trusted were the Chevys sold with Isuzu diesels. And those little 1.8 and 2.2 diesels were built from gas engine platforms and yet- lasted almost forever. I still have a diesel Chevette and a diesel LUV truck. But the Chevette was actually based on an Opel and the LUV on an Isuzu.
5.7s were awful until the very end when the new DX replacement engines came out. 6.2 was designed by Detroit Diesel - not GM. 6.2 was designed to be a power replacement for the 305 gas engine - and for that it was fine. When more demands were put on it, not so good. Put a turbo on a 6.2 with 10 PSI of boost, turn up the fuel, hit the pedal and watch your engine self-desruct in somewhat short order. Drive a 6.2 like a 305 gasser and you might get 300K miles or more out of it.
I like 6.2s because they have been plentiful and cheap. The only full-size truck diesel I'm really in love with is my 5.9 Cummins in my 92 Dodge. Next to that, I like the IH "Navistar" 7.3s. My 94 7.3 turbo IDI has been bullet-proof.
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Today's Featured Article - Hydraulics - Cylinder Anatomy - by Curtis von Fange. Let’s make one more addition to our series on hydraulics. I’ve noticed a few questions in the comment section that could pertain to hydraulic cylinders so I thought we could take a short look at this real workhorse of the circuit. Cylinders are the reason for the hydraulic circuit. They take the fluid power delivered from the pump and magically change it into mechanical power. There are many types of cylinders that one might run across on a farm scenario. Each one could take a chapter in
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