There are actually three versions. 6.2 C-code, 6.2 J-code, and 6.2 J-code commercial/military
C-code engine uses its own emmissions package, a heat-riser on the driver's side exhaust manifold, a special intake manifold with an EGR valve, the smallest precombustion chambers in the heads, and a detuned fuel injection pump.
J-code as found in 3/4 and 1 ton civilian trucks, vans, Suburbans, etc. Few emission devices, wide-open intake manifold, next step larger precombustion chambers in the heads, smaller valves in some HD models, and an injection pump with a higher delivery rate and a different part # delivery valve.
J-code commercial/military basically the same as civilian except for a few tweaks in the fuel injection pump and even larger precombustion chambers in the heads. Also, so have thin-fuel kits in the fuel injection pumps.
All the engines up to 1991 use the same blocks and cranks. When the 6.5 first came out, it used the same block as the 6.2, and both versions uses a new-type crank with a one-piece rear-main seal.
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Today's Featured Article - Third Brush Generators - by Chris Pratt. While I love straightening sheet metal, cleaning, and painting old tractors, I use every excuse to avoid working on the on the electrics. I find the whole process sheer mystery. I have picked up and attempted to read every auto and farm electrics book with no improvement in the situation. They all seem to start with a chapter entitled "Theory of Electricity". After a few paragraphs I usually close the book and go back to banging out dents. A good friend and I were recently discussing our tractor electrical systems when he stated "I figure it all comes back to applying Ohms Law". At this point
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