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Yes it should. A way over full gauge indicates an open circuit.

Thanx for the confirmation.

I have read that Auto Trac II is just synthetic ATF-if that is true I will leave it in there?

So you guys are overfilling the T case? Spec is 1.9L or 2 quarts.

Did mine yesterday a bit too late to save the rear case-1/8" hole! Got case 1/2 from Kennedy and pump cover kit from merchant auto,had the Kennedy plate as well but didn't install it in time,gonna use it on neighbors truck who is not yet leaking. Was a reasonably simple job and I was lucky...

The rear transfer pump and main lift pump are identical. The best stock option is AC Delco from a 93 6.5TD equipped truck.

I would also just unplug the rear pump and see if the fuse still blows,maybe unplug the balance module as well-work through it in stages trying to isolate the problem.

It's pretty clear in the above diagram-Ign-e feeds the fuel balance pump(rear pump),fuel balance module(for gauge sending units) and AC compressor relay.

http://en.wikipedia.org/wiki/Detroit_Diesel_V8_engine

My 96 had the integral slave/release bearing,when bleeding I clamp the slave closed to create maximum pressure/resistance and make sure that the air is pressurized enough to be forced out with bleeder held in the highest possible position.

Had a napa master fail in a week same as OP. Ordered a delco master and slave and dorman line from Rock Auto and installed them with no problems-master was identical in appearance and box it came in as the napa. Seems it was best to replace everything as a unit.

Have you checked the bore diameter? The difference between the 6.2 and 6.5 TD is only in the bore and the fact that 6.5 TD's have ceramic coated pistons-there were also some minor compression differences over trhe years.

Should be identical. It's possible that some bolt holes could be imperial vs metric-not sure? The only difference is the strength of the block and thickness of the deck ASFAIK. Peninsular Diesel offers a forged steel crank and is the only off the shelf supplier that I know of.

The stock injectors can flow more fuel than the IP can provide with or without a tune,the injection pump is the true bottleneck in the system as far as gaining power through fueling is concerned. There is no benefit to marine injectors unless they are paired with the mechanical marine DB4 IP.

If you remove the rear tank you would be better off without the balance module. You will need to identify the LP circuit and sending unit circuit and connect each as required-better off with OEM sending unit or meterum rod. The diagram looks as though you just unplug the balance module but...

Depends on how the grinder profiles the stone. Most grinders have more than 1 stone with different profiles. The common grind stone is set with very shallow fillets,but a race profile on the stone has larger fillet relief and is why I said repeatedly to have a race grind done-costs more because...

Nitriding is also a form of case hardeneing that extends into the surface of the crank-it tends to stain the crank everywhere though so it all looks kind of black. It can be shallow depending on the process used. http://www.treatallmetals.com/nitrid.htmt...

Not really if the crank or bores are out of line niether 1 should be used without it first being corrected. Take the time to check clearances and have the big end of the rods resized to ensure trhe bores are round and on size.

There isn't a coating that gets removed when ground. The treatment done to the crankshafts is hardening-that hardening depending on the process,meloniting,tufftried ect. extends on average 0.20" to .030"-a crank ground undersize should remain in the hardened range...

Sure the crank can be ground-and if the machinist puts what they call a race grind on it-then they leave a generous radius where the journal meets the throw that actually makes the crank stronger. Really has more to do with the shape of the stone used than it does the machinist-just pay extra...