ok, i looked around, came up with this.
In my experience, the 8.2L is a well-designed and well-made engine, for its class and vintage. The people running the high-power versions in marine applications generally love 'em.
They are VERY quiet-running engines. They have a very wide power-band. And they are also one of the most fuel-efficient engines of their era and size-class.
The injectors do need service more often than some other engines; and it's important to keep them working right. Anyone who knows the old 2-stroke Detroits will have no problem adjusting and servicing the injection on these 8.2's.
Like anyone else, I'd rather have a DT466; but if there were two identical trucks, both with good-running motors, and they wanted $2,000 more for the DT466 truck (pretty typical), I'd take the 8.2L in a heartbeat. I might pay....oh...$500 more for a DT466, but not a thousand or two more.
(I'm assuming that we're talking about $2000-6000 trucks here....typical 1980's 8.2L/DT466/3208 stuff)
To my mind, there are 3 "secrets" to being happy with an 8.2L:
1- Get a turbo version, for sure. That's about 215hp...same as the similar year/application DT466 and 3208. And the same or less weight. And be SURE to replace the muffler whenever it starts causing backpressure!
2- DO install an exhaust-pyro gauge and do NOT run the temp past 1100 (pre-turbo) for any length of time. (I'm in hill-country, and I've found that installing a cold-air intake and an intercooler is well worth the effort, to allow continuous full-power on grades. It knocks 100-200 degrees off the pyro). At LEAST add a cold-air intake.
3- Keep the cooling system in GOOD condition, and DO install an additional "on-off type" overheat sensor in the head, and hook it to an in-cab buzzer. Every 8.2L cracked head that I know of was directly caused by an overheat event. If you don't overheat this engine, you probably won't ever crack the head.
And of course, do all the other things that a smart owner does with any diesel: keep the oil clean and full, keep the air-cleaner clean, and do NOT lug it.
It's easy to avoid lugging with this engine, because it makes good power all the way up to 3,500+ rpm. Truck-redline is usually 3250 full-load, 3450 no-load.
These engines like to run between 2000 and 3000 rpm. Some of the people who have trouble with this motor are driving it like it's a big Cummins 855 or something, i.e. always lugging it around 1500-2200 and upshifting it at 2500.
I think that might be part of why they have trouble with them...they're used to lower-rpm diesels. At such a low rpm, and with full power on, maybe this motor isn't circulating enough water thru the heads or something. Anyway, the 8.2 loves to run faster...upshift it at 3000+, downshift it at 2000; and cruise around 2200-2700, depending on load, for best MPG
more info....
the 8.2 Detroit was based upon gasoling V8 production facilities, was very inexpensive to sell, expensive to run and had some strange characteristics.
Was a 500 inch 4 stroke V8 diesel that did not have sleeves or liners, but did have the same unit injectors as the earlier 2 stroke Detroits. The mill came in both non and turboed versions. There was no intercooler.
Power ratings varied from around 150 hp and 350 torque with no turbo at around 2500-3000 rpm and 1200 to 1500 rpm to around 220 hp and 525 torque at 2500 to 2800 rpm and 1200 to 1500 rpm for the turboed version.
Physically, the mill is very compact and light, not much bigger than a 427 gas engine and smaller than a 3208 Cat V8 or 6V71. Weights about 1000 pounds with no turbo and about 1100 with the turbo and accessories.
We swapped a non turboed 8.2 into a Ford one ton truck years ago which shows you how big and powerful the 8.2 is, which is not very. Compare it to the 453T Detroit and you get the idea.
The 8.2 was designed to be a somewhat temporary low cost diesel option for those who speced two ton truck who wanted a diesel engine. Detroit years ago were practically giving away the engine along with the smaller AT 540 4 speeed Allison.
They lasted about as long as the 427 Chevy gas engines, but gave much better fuel mileage while they lasted. Eventually they were discontinued due to the emissions they put out
after i gota thinkin about the govener removal, i started thinkin it was a VERY bad idea for a stock engine. the gov is there for a reason. diesels are not made from the factory to run high rpms(cept for 2 strokes)
i also been reading up on some stuff on this engine, and it all comes together. you can put propane injection on it and increase the power, but with increase in power comes other problems. will the tranny hold the extra power? will the cooling system(which is old) be able to handle the extra needs?
in my idea, yea, it might be slow, yea it might become annoying, but will it get ya there? will the continue to run? right now being stock, it should keep runnin for a while. if it starts hard or smokes white, it might need injectors. which aint to bad to change, just need a dial indicator to set injector depth.
any more questions, ask.
sorry for the long post.
yea, it says ford on the grill, only on the grill. detriot engine, allison tranny, probly eaton rear. the only ford part is a steering colum and dash parts pretty much.
.I bet the fuel mileage would not be much different in a bus VS towing a car trailer with a big block dually... 
plus he could sleep in comfort! 
