Have been helping the neighbor with his '83 6.2 Burb - it's still a 23mpg 2500hd tow monster, but needed gp's and injectors and timing chainset at 289kmi - disassembly sorta seems like it may have been a '93 Mr Goodwrench crate engine, with the '93 DB2
The CDR system from '83 is clunky and Goldbergian, CDR input directly from the oil-fill tube neck, CDR mounted on the alternator, two tubes run to the divided-plenum intake manifold, so I upgraded it to the simpler '89-up system.
Which brings me to the subject of this post: the beauty of that '83 system is that the new AMG 6.5TD engine uses that identical CDR system: CDR input directly from the oil-fill tube, thru the CDR cannister, thence to the compressor inlet plenum
Now, why would the engineers revert to that earlier, superseded, obsolete design for the newest upgraded version of the 6.5TD?
Well might you ask, gentle readers, so gather 'round for a tale of intrigue and far-reaching consequence.
To wit, the new 6.5TD engines are designed to be used with a charge-air cooler, but the most recent CDR system results in much oily vapors in the intake system, being drawn out of the passenger-side valve cover, with all that valve-train action thrashing the oil into excessively rich vapor(s) - even takes a bunch of 3M Brillo pads in the valve-cover to attempt some coalescing of the heavier component, but still not good enuff for a t\c c\a cooled system.
Thus, the move back to the oil-filler tube crankcase depression regulation system, with an internal splash-shield over the timing chain-set, reducing the oily mist in the crankcase effluent
Guess whose '89 GMC 6.5TD charge-air cooled engine was the recipient of that old\new CDR system, eh........................:coolgleamA:
The CDR system from '83 is clunky and Goldbergian, CDR input directly from the oil-fill tube neck, CDR mounted on the alternator, two tubes run to the divided-plenum intake manifold, so I upgraded it to the simpler '89-up system.
Which brings me to the subject of this post: the beauty of that '83 system is that the new AMG 6.5TD engine uses that identical CDR system: CDR input directly from the oil-fill tube, thru the CDR cannister, thence to the compressor inlet plenum
Now, why would the engineers revert to that earlier, superseded, obsolete design for the newest upgraded version of the 6.5TD?
Well might you ask, gentle readers, so gather 'round for a tale of intrigue and far-reaching consequence.
To wit, the new 6.5TD engines are designed to be used with a charge-air cooler, but the most recent CDR system results in much oily vapors in the intake system, being drawn out of the passenger-side valve cover, with all that valve-train action thrashing the oil into excessively rich vapor(s) - even takes a bunch of 3M Brillo pads in the valve-cover to attempt some coalescing of the heavier component, but still not good enuff for a t\c c\a cooled system.
Thus, the move back to the oil-filler tube crankcase depression regulation system, with an internal splash-shield over the timing chain-set, reducing the oily mist in the crankcase effluent
Guess whose '89 GMC 6.5TD charge-air cooled engine was the recipient of that old\new CDR system, eh........................:coolgleamA:
Last edited: