I have over a dozen 6.2 powered trucks, and have been using them since they first came out. I like them because they're cheap and lots of parts around. I've got many good running 6.2 trucks for free. The 6.2 engine is not built near as rugged as the 6.9s and 7.3s that IH built for Ford trucks (never sold in 1/2 ton though). That being said, I've gotten over 200K on a few and 500K on one, before it blew to pieces with no warning.
It has a little less horsepower and torque then a 305 gas engine and that's at sea level. Drops like a rock if you use it over 5000 feet elevation. The 6.2 was designed by Detroit Diesel to be a power-replacement for the 305 gasser, and nothing more. Obviously, many efforts were made to make it more then that, as time went on. A J-code 6.2 in a 3/4 or 1 ton with a T400, or standard trans, and at least 3.73 axle-ratios can pull a 5000 lb. trailer no-too-bad on flat highways or mile hills.
C-code 6.2 diesel - 130 HP @ 3600 RPM and 240 TQ @ 2000 RPM (mostly used in 1/2 ton rigs)
J-code 6.2 diesel - 148 HP @ 3600 RPM and 248 TQ @ 2000 RPM (3/4 ton and 1 ton and military K5 Blazers)
F-code 305 gas engine - 155 HP @ 4000 RPM and 245 TQ @ 1600 RPM
Also remember the pre-1992 blocks (#660 casting) tend to crack at the main bearing webs once they get over 150K miles on them. And, the 1986 700R4 transmissions are pretty bad and not really suited for towing unless modified. They got much better in late 1987.
For fuel mileage?
Empty 87 3/4 ton 4WD Suburban with 3.73 axles and TH400 trans - 18 MPG best highway mileage and 13 MPG around town.
Empty 87 and 88 Blazers -both with 700R4 trans and 3.08 axles. 20 MPG highway and 16 MPG around town. Pulling a 4000 lb. trailer - 12-13 MPG.
Empty 1982 K10 4WD 1/2 ton pickup with 3.08 axles and four-speed overdrive manual trans. 23 MPG highway and 17 MPG around town.
86 mini-motorhome 4WD with 6.2 diesel and Banks turbocharger. 3.08 axles and 700R4 trans and a weight of 7400 lbs. 16 MPG best highway mileage.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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