Originally Posted by
gmctd
They've plumbed the CDR back around to the oil fill tube, where there's less likely chance to pull raw oil thru at high cfm\Boost pressures - be an excellent arrangement for the current crop of 18:1 hi-po engines, or any performance upgrade, rather than have it plumbed to the street, as is common practice.
Back to 6.2, amazing.
But... I like my non-epa friendly CDR vent (does one even need a CDR like this?).
Originally Posted by
gmctd
I like the dual t-stat rearrangement to afford more space for IP operations - but, it's prolly only to save money on that long upper rad hose.
But, that's prolly also why they went back to the earlier accessory-mounting package - wouldn't have been room to move the t-stats forward with the late mounting arrangement.
IMO, of course..............
Glad you noticed too, guess I better get ready to polish another one...
1982 C10 SCSWB 6.5TD, mods too extensive to list. (13.69 1/4 mile @94.6 MPH) RACE TRUCK
1982 C10 SCSWB 6.2NA, 2.73 700
1986 C10 SCLWB 6.2TD 3.73 700
1989 V20 SUB 6.2NA, 3.73 400
1994 G20 VAN 6.5NA, 3.42 60E
1994 K20LD ECSWB 6.5TD, 3.42 80E
1995 K20 SUB 6.5TD, Wrecked, ran into by stupid teen.
1995 C3500HD DRW 6.5TD, 12' Flatbed 5.13 80E
1995 C3500HD DRW 6.5TD, 18' Rollback Wrecker 4.63 80E
1994 C20HD ECLWB 6.5TD 3.73 80E Wifes Truck.
1995 C20LD ECSWB 6.5TD 3.73 80E
1995 K20LD SCLWB 6.5TD 3.73 80E
1996 K30 DRW 6.5TD 4.10 80E
1997 C10 Tahoe 2Door 2WD 5.7L to 6.5 Conversion Underway