Trying to find out some info or thoughts on a 89 GV that has a gm Diesel. First I have seen with a gm powerplant. It has 74,000 miles. Was this a strong enough engine for the Grand Villa?
That was commonly known as a fuel squeezer. Not much power, bad about head gaskets, hard to find anyone that will work on them. I don't know if I'd fool with one. A couple of folks on the forum have them, maybe they will chime in.
We have one in our 36' GV with 85,000 miles on it. Called a Fuel Pincher I believe.
9MPG pulling a 2006 Saturn Vue AWD.
We cruise at 56-58 MPH.
Adequate power but not overwhelming. Performance much better without a heavy towed.
Earlier 8.2 DD engines had head gasket and engine bolt problems. Revisions in later '89s had better engines.
For service check places that work on school buses and stationary pumping irrigation equipment.
That is where I found my place to get our engine serviced--once. (plugged fuel line)Have never needed any service on the engine in the ten years we have owned the coach, and it starts in 1/8 of a revolution!!
Very basic engine but the "mechanic technicians" won't work on them because they don't have computers. The "so-called" mechanics will just keep throwing parts at the problem until finally they give up.
Do I like the engine? It does everything we ask of it and suits our needs perfectly.
We have wintered four times in south Texas (from northern Wisconsin) and not a single hiccup in the 3,200 mile round trips.
Like anything else you own, use it but don't abuse it.
James Holder, a service manager at a RV dealership in TN has two with the DD engine, and one is a 1984 40' Foretravel.
If the 8.2 Fuel Pincher is paired with an MT643 trans that has a locking converter it would be a lot better than the normal pairing with the 545 trans (no locking converter). My previous coach was an FMC, about 16000lbs, a few of the guys in our club had mid-90s convertered coaches with the 8.2/545, it was fine at that low weight, not sure how it would do over 20klbs.
Yes, the MT643 is better than a 545.
But swapping out from the 545 is a bit of a problem because the MT643 is about 3/4" longer.
I imagine that problem could be overcome somehow.
A drive line shop can easily shorten a drive shaft 3/4" or more and it's not expensive. They balance it after welding. If you have to make it longer, the cost is more as a new piece of tubing has to be installed and then welded at each end.
Pierce
Thanks for the info. I may pass on it, I think going thru the Rockies would be a slow go.
Drive it first.
The nice thing about our older 36' GV is the much lighter weight. Without slides and air bags and Aquahot and other more complex and higher maintenance cost items to deal with, the older GVs are gems.
I shudder when I read about the problems, and the coach bucks involved with the newer coaches. Stuff wears out with age and use.
A coach as old as ours doesn't have worn out slide mechanisms and slide seals and there is no slide to stop functioning when one is camped out in the boonies and can't get it in. Just think of the service call cost way out there!
The leaf springs on our coach don't suddenly have an electrical or valve problem that keeps the coach down on the tires so you can't drive away.
The newer rigs may ride better and have more room with the slides and have more electric diagnostics, but I enjoy our coach where this slightly above average idiot can figure out what is wrong and then fix the problem.
The other great thing about the older coaches is the narrower 96" width...there's nothing worse than being on the freeway with the concrete construction barriers right on the lane line, wind blowing and being 102" wide..
...and meeting an oncoming semi hogging the road!!
I think one of the concerns with the GM/Detroit 8.2 Fuel Pincher is that in its original use this engine was expected to be inexpensive enough to be replaced rather than rebuilt. Being GM the engineers cut things a little close at first and it was a new design, but initial problems stemmed from overheating. Do you think expecting an engine to survive being abused this way is a reasonable expectation?
From the web site posted below:
"Replacement parts and overhaul kits are widely available for the 8.2L Detroit Diesel Engine. Today, a complete rebuilder kit can cost around $1,600, while a new turbocharger can cost around $360. Other engine parts are also available, including fuel systems, cooling systems, and exhaust and lubrication systems. As of 2010, a used or remanufactured 8.2L Detroit diesel can cost around $2,000 to $4,000 depending on its condition."
8.2 Detroit Diesel Engine Specifications | It Still Runs (https://itstillruns.com/82-detroit-diesel-engine-specifications-7557890.html)
In my not long enough so far life, I've re-built 2 Chrysler Corp Spitfire 6 engines, had a re-builder built engine with warrantee installed in a mini van, and a Ford T engine and transmission re-built by a Ford specialist.
As far as enough power on hand, there will always be someone faster than you and someone slower.
Like the 7.3 Ford, the 8.2 has been updated and should not be high maintenance. It's found in a lot of boats, school buses and crackerbox trucks.
Pierce