tashlan
11.05.2021 2:42:10
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Common overhead valve (OHV), 2 valves per cylinder here
Displacement:
7 qts w/ filter for 1992 - 1998 model years, 8 qts w/ filter for 1999+ model years. Always check oil level after filling crankcase. here
1992 to current. Retired from the GMC/Chevrolet pickup line after the 2000 MY, used in Sierra/Silverado C3500HD chassis cab through 2002 MY.
Peak Horsepower: [links]
Curley invested less than $40,000 in his repowering quest, which included new props and shafts. He basically renewed the power, value, and desirability of a classic vessel. With the 170 Yanmars, his Bertram cruised at 23.5 knots. That speed increased to around 26 knots with the Yanmar 230s. To say he was thrilled with his diesel repowering decision would be an understatement. "I'd cruise to the Hudson Canyon, stay overnight, run a generator, then troll the next day," claims Curley. "I'd average around 190 nautical miles and burn only 115 gallons of fuel. The boat holds 215 gallons, so I'd almost have enough fuel in reserve to do it all over again. The boat performed smoothly, with absolutely no vibration at low speeds. I'm getting ready to refurbish another Bertram 31 and it will also have Yanmars. It's the ideal application for this boat."
As mentioned, those looking to replace V-8 gas engines with longer and often heavier in-line six-cylinder diesels aren't likely to have it as easy, or as cost-efficient. "For starters, you don't want to do this to a vessel that doesn't have a very big resale value," says the expert. "The amount of work really depends on the vessel and what it will take to accommodate the larger engines. For example, let's say we want to replace a 454 gas engine with a diesel engine that has five-inch or six-inch exhaust requirements. Well, the four-inch exhaust pattern of the 454 gas engine isn't going to cut it. Going with a larger diameter exhaust system often involves removing the deck, cutting, refitting, end even some glass work. The exhaust modifications alone will run thousands of dollars. Then it's likely that all running gear would have to be changed. And then we have the battery upgrade, since these bigger diesels require bigger batteries to turn them over. The job may even require the fabrication of brackets and modifications to stringers and frames. So, it's pretty easy to understand where the pitfalls lie with gas-to-diesel repowering.
Richard Mastry of Mastry Engine Center in St. Petersburg, Fla., confirms the compatibility of some of these engines. "We try to use all the underwater gear," says Mastry, "and are successful in about 80 percent of the vessels we repower. The other 20 percent require an upgrade. Provided the engines we're replacing are recent models, we try to use the same transmissions and even the same props after adding some pitch and cup. A twin 454 gas-engine application peaks at 4400 rpm, with a recommended cruising rpm of 3200 with 18” by 17” props. With a pair of four-cylinder Yanmar diesels, for example, we may upgrade to 18” by 19” props and add a little extra cup to prevent slippage. That's typical on boats like the Tiara 31, or the Blackfin 29. We can generally expect to gain between two and five miles per hour at cruising speed with the diesels at the same RPM the gas engines were turning. The gas engines would each burn and average of 15 gallons per hour, while the diesels each consume under 10 gallons per hours. Needless to say, there aren't usually any problems with prop clearance." [links]
"Our first goal is to find out what the customer wants to achieve,” he continued. “Economy, or increased performance and speed. If he's interested in economy, the diesels available today should provide a smooth and cost-effective transition. If He's seeking the increased power and speed of inline six-cylinder diesels, that will likely require a lot of costly modifications. Such a move could very well be cost-prohibitive." here
Equipped with Yanmar diesels, a Bertram 31 has the fuel capacity and range for canyon fishing – and then some.
Service experts says there are certain modifications required on all gas-to-diesel repowering jobs. Major items include the fuel tank, which must be pumped and flushed of gasoline and then re-plumbed with return lines; the addition of Racor fuel separators; a possible upgrade to larger batteries and related hardware; a new fuel-fill cap that reads "diesel" instead of "gas"; and new tachometers that are compatible with diesels as well as new hours meters to keep track of the new engines. In most cases, Cable Marine tries to use the existing gauges by adapting the gas engines' existing senders to the diesels. It'll also use the vessel's existing wiring harness, which leads to the gauges, instead of the modular harness that comes with new diesels. That's because using the new panel and harness requires a lot of cutting and mounting, which would definitely inflate expenses.
I also second the vote for the 6.5 diesel. They're not as fast a Duramax but still have plenty of power/torque. [links]
I have a 1999 3500HD with the 6.5 in it. The engine and fuel injection system will have warrantee to 120,000 miles or 11 years. In terms of flat out racing the 454 will be much quicker. It will also be a lot harder on fuel especially when towing. The diesel will out tow and out work that gas engine for sure. The lift pump is what usually goes and they are easy to change and are located on the frame rail. The 6.5 does not have tons of power but should be fine if you don't over load it. Regular oil and fuel filter changes and air filters are all you really need to do to look after it.
If you want good info on the 6.5 go to www.thedieselplace.com and read up on the 6.5.
Some people have had bad luck with the 6.5's The 6.5 is a picular engine though. It's the 1st generation completely electric diesel's so it been know to have a few eletronic gremlins but its been easy to work on. If you educate yourself about the common problems the engine has youll be very happy with it. [links]
[links]