@@tonyelliott7734 hey, made it even better. The vids of the destruction runs on these screaming Jimmys are awesome. Very few things sound as beautiful as one about to blow
I still see the odd DD 12V71 around, but always in old logging and mining equipment. Forgetting for a moment how visceral these things sound, the 71 series, I believe , were frankly one of the toughest diesels, especially in the worst of conditions . They happily ran continuously at higher rpm . They were a joy to shift in a truck and you had to be fully “on deck” to operate, to be rewarded with quick shifts. Again , hauling off-road in mud a new four stroke would be stuck in one gear until you hit a downhill.
I was a Field Engineer for General Electric Company in the 1970's and 1980's. We saw lots of these twin turbo Detroit V12-71's on gas turbine generator sets. These were mounted in the Accessory Cab at the front of the gas turbine and ran through an Accessory Gearbox. The Detroit Diesels were STARTER MOTORS for frame 5 and Frame 6 gas turbine generators, 24 megawatt and 34 megawatt units. These units were often ''Peakers'' where the utility company needed another 100 megawatts very soon. Start up 4 GE Frame 5's and within 15 minutes they could go from cold to full load, run for several hours or days, then shut down and be on standby. Some refineries and power stations ran them for months on end. They sure drank fuel oil or burned huge amounts of natural gas. The V12-71's were coupled to a Twin Disk torque converter and had a one way jaw clutch to spin up the gas turbine to 20% speed (about 1000 rpm) where fuel was introduced and the spark plugs were firing. When the turbine combustion system lit off, the Detroit Diesel would scream its guts out and assist the turbine to spin up through its rpm range. The turbine would overpower the jaw clutch at some point, maybe 70% speed, and run up to 5100 rpm running speed. Sensors would idle the Detroit for a few minutes in cool down mode then shut it off. Those Detroits had a harsh life. When the turbine start signal switch was turned, the Detroit fired up and idled for about 15 seconds, then would go wide open governor for the next 5-7 minutes. There was no muffler, just a straight stack out of the roof of the Accessory Cab. After about 10 minutes, the Detroit shut down until the next time the operator called for a turbine start. These things were LOUD! I recall that they were rated 600 horsepower as shown on a tag on the diesel.
It’s always amazed me that the 53 series, 71 series were used in the most unforgiving circumstances and gave a long life. 92 series not so much but they were dragging a lot of horsepower out of a smaller engine, compared with both Cat and Cummins. For sheer toughness they were hard to beat. We still have some in use powering HD Hayes and Pacific off road logging and equipment haulers ( all museum pieces now) in BC.
@@bradchll I have a nice 3-53 in my shop. Maybe....this year I will trailer mount it, install a seat and a right angle gearbox, and make it the world's noisiest Margarita Mixer.
On your idea of the margarita machine using a screaming lil 53 series, fantastic idea! I want to see and hear it if it gets built. Think of it as a mariachi band for gear heads while you sip. I think Jimmy Buffet would be grinning as he was a gear head also.
Theres an old trucker saying if you're driving a 2 stroke, there's only one way to drive them. First you gotta take your hand and slam in the door jam first thing in the morning, then spill about a half a pot of coffee in your lap so you know you are good and pissed off and keep the petal to the metal for the rest of the day. The reason is that the detroit 2 strokes hate being lugged down and often will cause premature mechanical wear and failure if you drive to gently.
You don't have to do that with a 12V71T. It has plenty of power. That saying was created by guys who drove naturally aspirated 6V71 engines in fleet trucks.
@@AlanRoehrich9651 i remember a guy i used to work with at the rock quarry near where i live ,,guy was used to driving a dumptruck that had an old 1693 caterpillar , the truck i ran every day was a 359 pete that had a 12V71 ,and i remember having that poor guy about shit in his pants when he rode with me cause he swore iwas gonna blow up the engine ,,causei drove it with my right foot on the floorboard ,, that stupid CAT you were looking for the next gear at 1700 RPM ,, that ol Detroit wasn't even getting warm yet at 1700 ,,,dude's eyes about rolled up watching the tachometer getting up towards 2300 before i shifted gears ,,and that old pete had a 6+4 spicer twin stick ,climbing up out of the quarry was a 23 percent grade meaning LOW gear , let er sing ,,the truck he drove would get hot and boil over if you tried what i did all the time with the detroit ,,best thing that ever happened was the day jimmy tried to drive that CAT like my Detroit ,, idon't remember what the boss said but i do remember how mad he was ,,,something about cats not being driven like that ,,and then there was the 1693 that suddenly had several observation windows in the engine block after an incident involving a missed gear going down the 23 percent grade into the pit ,,he tried the same shit i did every day with that buzzin dozen
Back in the early '80s, I was a mechanic in a mechanized infantry unit in the U.S. Army in Bamberg, Germany. I was the operator of a M578 Recovery Vehicle (VTR, or a wrecker on tracks weighing 30 tons) which was powered by an 8V71T Detroit and our battalion consisted mainly of APCs (Armored Personnel Carriers) powered by 6V53 Detroits (318 Detroit) and I still have flashbacks to arctic cold mornings before the sun even came up when we would have training alerts and ALL the equipment must be ready to roll out, the smoky haze over the motor pool, the distinctive smell of 2 stroke diesel exhaust in the air, and the roaring thunder which was comprised of the hum of the dozens of the 318 Detroits idling, warming up, and waiting to defend our way of life. Throw in a few Continental V12 air cooled diesels in the 60 ton recovery vehicles (M80s), the straight 6 multifuel "Deuce-and-a-halves", and the 250 HP "Big Block" Cummins in our 5 ton trucks, GOSH!!! I've been out of the service for decades now, but every time I smell diesel fuel, diesel exhaust, or hear the melodic hum of a Detroit Diesel engine, I am compelled to put my hand over my heart and hum "The Star Spangled Banner" no matter who thinks I am a nut!!! ...and to top it off, I'm a Ford guy, but the ol' 2 stroke diesels have a mighty special place in my heart!!!
Yup the 6v53 is 318 CID. But the 318 generally referred to the 8V71 truck engines which happened to be 318HP. These were naturally aspirated, no turbocharger. The blowers were there for scavenging, not supercharging.
@rogerdodrill4733; a Detroit Diesel 2 stroke engine does not pump air through like a 4 cycle engine does. There are other 2 cycle industrial and marine engines. They all require a means to move air into the cylinders, and that is what the blower is for. The blower pushes air into the airbox, and when a piston gets low enough to uncover the intake ports in the cylinder liner, the air flows into the cylinder. To allow air to flow in, exhaust valves in the head begin to open a few degrees before the piston uncovers the intake port. Exhaust passes out the valves and the fresh air pushes it up from the bottom. The exhaust valves close a few degrees before the piston covers the intake port to begin compression. These are refered to as NA or naturally aspirated engines. One or more turbochargers can also be installed with other parts changes to increase airflow into the engine to increase power and efficiency. These are called T or turbocharged engines. A liquid filled aftercooler is installed on some engines between the turbocharger and the blower, designated TA. In other applications the aftercooler is replaced with an air to air intercooler mounted in front of the radiator to cool the intake air more, TI. An engine listed as a 8V92TA is 8 cylinders in a Vee arrangement, 92 cubic inches per cylinder with a turbocharger and aftercooler. An engine listed as a 6V92TTI is a 6 cylinder V engine with 92 cubic inches per cylinder, single turbocharger, torque rise and intercooled. The torque rise was accomplished by cutting back the high RPM torque and thus HP of say a 350HP rated 6V engine using bellville washers on the high speed adjustment mechanism. Bellville washers are cup shaped spring steel washers. When installed stacked in opposite directions, they form a short spring. Detroit Diesel used these to hold the engine out of full fuel until the RPM dropped. Maximum power might be held to 300HP but as the RPM dropped to about 1300, you got the torque that a 350HP engine would produce. The theory was fuel saving. 12V, 16V, 20V, and 24V engines could have 4 or 6 turbochargers installed. An early and rare General Motors diesel is the 51 Series which had no valves, just intake and exhaust ports. GM Diesel also produced a 6L110 engine for a while, with exhaust valves. Other 2 stroke cycle GM or Detroit Diesel engines are Series 53, Series 71, Series 92, Series 149, and then the EMD, Electromotive Diesel engines with I think 567, 645, and 712CID. These were primarily designed to power train locomotive generators, and had up to 24 cylinders. Some got repurposed to grid or standby power applications when a locomotive was retired.
I was in the Navy on the rivers in Vietnam and the Detroit 71 sound is iconic to me as that of the Huey helicopter. I was assigned to ASPBs (Assault Support Patrol Boats) that had 2 12-71s. PBRs on the rivers had 2 6-71s and some of the troop carrying boats also had 6-71s.
Well first thankyou for your service and sharing a local mill had bought one of surplus and used it for a log pusher in the ponds .That thing sounded awesome off in the night.
Yes I was aboard and LKA and we carried 8 "Mike" boats, or landing craft. The 4 large Mikes had 2 12V-71's. I was a boat officer and the guys used to get pissed at me for taking over and revving those babies to max rpm. But the engineers loved it.
@@michaelhatcher5264some dude around here used to have a 6v-53TT in an early ford pickup,ran high 11s and he said it wasnt wise to attempt a powerbrake as you'll twist the pinion to dust in the 9" ford he was running.
Detroit was the last of GM's big three diesel divisions, coming after Winton/Cleveland and Electro-Motive. I'm a railroader so I'm most familiar with the three series of EMD engines, the 567, 645 and 710 (those numbers are also displacement per cylinder). The 567 is exactly twice the bore and twice the stroke of a 71, and was designed at the same time by the same GM engineering team. The main differences from Detroits are that EMDs have a fabricated (welded) crankcase and top deck (these two sections are bolted together and constitute the 'engine block'), they have individual heads and single cylinders (power assemblies) can be removed and replaced fairly easily. They are overhead cam engines with no pushrods and turbocharged EMDs do not have roots blowers, instead the turbo has an overrunning or 'Sprague' clutch and is kept spinning by the engine geartrain when idling or at lower speeds. As the engine revs up the 'load' of forcing air into the engine gradually shifts from the geartrain to the exhaust turbine, and the clutch disengages once there is enough exhaust pressure for the turbo to freewheel faster than the gears are turning. EMD has used this turbo design since the late 1950s, and it might be the earliest example of what would now be called twincharging. EMDs are all 45 degree V engines, with power outputs ranging from the 600 HP roots-blown 6-567 all the way up to the 5500 HP turbocharged 20-710. The 567 is a legend in the railroad world, as it more than anything else is what killed the steam locomotive in North America. And they all have that signature 2-stroke scream on steroids, the earlier turbocharged 567s and 645s without exhaust silencers are my favourite, they shriek like a banshee, no diesel rattle at all, they sound like a bass-boosted jet engine on takeoff. EMD is now owned by Caterpillar and the 710 engine is still in new production today. It gained electronic injection and controls in the mid-1990s (the computer in our locomotives is called the EMDEC, their version of DDEC), and can be found in locomotives, ships and generators all over the world. Dual-fuel natural gas versions are available and it even meets the EPA's Tier-IV emissions standards with exhaust aftertreatment, though the railroads are avoiding these systems like the plague and as a result very few new EMD locomotives have been built for North American use since Tier-IV came into effect (rebuilds are grandfathered in, and there are thousands of older EMDs still running in daily service in North America alone).
Makes me wonder if EMD’s tier IV efforts could be translated to the DD platform, as i recall there’s still new blocks available from the company that bought all of DD’s 2 stroke tooling…
Nice. I was engineer on a tug with two 645 mains and a couple 8-71 aux engines. Absolute music at full away! I also saw the aftermath of a 12v149 which ran away, it destroyed the alternator and even threw the pole shoes off, it finally stopped after damaging the valve train enough but surprisingly the rotating assembly stayed together. They’re great engines, I have a few 6v53’s in personal projects. One is likely the only Detroit diesel powered 1924 Fordson F model tractor in existence. That was a fun build.
In mountainous conditions, logging, especially to be able to shift quickly off a landing, the V-12 was unmatched. Torque at idle was the highest, even amongst much bigger engines, K model Cummins, 3408 Cat. Clark trucking in British Columbia had a fleet of V-12’s hauling refrigerated goods in those mountains. Horrible fuel mileage and constantly in need of topping up the oil was a down side, but my gawd did it ever sound fantastic pulling hard. Very, very effective jake brake as well.
Had a friend that was a mechanic for a logging outfit that ran those. Went on a late night "test drive" bobtail. Windows down foot the floor never forget that sound.
I've operated lots of railroad equipment with 4-53 and 3-53 Detroits. As a kid before the interstate came along, I got to hear Detroit powered trucks travel by Dad's farm
I sailed on a ship that was built in the 60's. Used Detroits for everything besides propulsion. Two 12V149s for back up generators when we had no steam. They were so loud that when they were running you could hear them across town from the harbour. If they were both running and you were down checking them out standing on the cat walk between them would make your eyes vibrate and your teeth chatter. We also had two 12V92TAs as back up fire pumps in case we had no electricity. I and about 240 others owe our lives to those engines as they ran in a smoke filled space for days as we fought an incredibly large engine room fire. And lastly we had "the green leakers" two 6-71s in our landing craft. Made a lot of noise to barely get the landing craft moving, and were more likely to overheat than actually land anything anywhere. I loved working on those engines, reliable right until the day the ship went to the big razor factory in the sky.
I operated a Euclid TS-24 scraper back in the 80’s. 12V-71 in front and a 6-71 in back. Both with straight pipes! Nice machine and pretty fast, around 35 mph on the haul road. But LOUD!!! First time I ever wore earplugs on a scraper. Prior to that, I’d been running Cat 641’s & 631’s. I did like the sound of those two Detroits singing in harmony, however! Back in the 40’s, 50’s & 60’s GM was at the pinnacle of engineering prowess. Nothing was too big for them to take on and excel at. EMD Detroit Diesel GM Coach Euclid Allison They led the world in design and innovation!
While a long piston skirt is good for piston stability, in this case it was necessary because the piston acted as a spool valve. It had to keep the ports covered when the piston was at the top of stroke. Otherwise the air from the blower would escape into the crankcase. The long piston did make the block taller (and heavier) than otherwise would be necessary.
As a teenager in the mid 70's I worked at a service station(Remember those?) in the suburbs of Detroit. A regular customer almost daily was a guy with an early 60's GMC with a 3 yard dump body on it and a 6-71 engine. He would fill up on diesel and buy a gallon of oil and pour into the engine and then would go roaring off, that engine screaming like crazy! I always heard them referred to as screamin demons back then.
I grew up around Detroit diesels in the '70's. Oh yeah I remember the "buzzing dozen" in GM heavy duty trucks with 15 speed gearboxes. Certainly brings back memories, I'll never forget the good old days. Great video.
Adam, great videos on the Detroit Diesel motors. My dad worked at DD for 26 years. As a kid, the engine that blew my mind was the 16V149. Basically 2 V8s bolted together with 149 cubic inches per cylinder. If I remember correctly, I think the engine weighed about 10,000 lbs! What an absolute powerhouse.
I rebuilt several 16v149’s in my marine career. They were an amazing engine. They produced about 1000 hp naturally aspirated. As you said they were 2 v8s bolted together an we had to separate the two blocks to replace seals . This was accomplished by standing them on end in the engine room using large chain falls.
I worked at McDonnell Douglas in the 80s and on the flight line they had two compressors for pressurization checks on the MD11. One was what they called the huffer truck, had two 8v71s back to back and the other was powered by a 12V71. It sounded glorious running at full tilt.
I drove and worked on the 6-71 in school buses for a dozen years in the 1980's. They not only were a great, long lasting, and powerful engine for a school bus, but they were a lot more forgiving to inexperienced drivers then, say, a 743 or 855 Cummins. We had a couple of the turbocharged engines in the buses, making 250hp, and with a 10 speed trans, it would move right along in the Sierra-Nevada mountains.
A few years ago, I had the opportunity to purchase a few Crown school buses that operated in the Sierra Nevadas. I forget what district, but I went to inspect them and was just amazed that they had 6-71 turbos with Jake's, 10-speed roadrangers, and Traction sanders, among other things. All started and ran beautifully, but I didn't bid. I'm still kicking myself for not purchasing one of those gems
I think I installed a couple of emergency generators that had this engine. The start-up guy said these were some of the best diesels made at the time. This of course was many moons ago. I was an electrician for over 40 years!
I had a job testing standby generators. At one hospital, they had a bank with 2 Cummins powered and one Detroit. One of my tests was to see how fast they would come on line after interruption of commercial power. The 12V-72 ALWAYS won! The two Cummins would just be firing and the Detroit was screaming away at rated power. It was almost instantaneous!
@@michaelsullivan2361 As a generator tech, I've heard tales of doing a load bank test by using a barrel of brine water, anybody else ever heard of that😂, all I know is a resistive load bank (overgrown toaster) 😄
When I was in the Air Force in the early 90's, I remember the tugs used to pull C-5's and C-141's around used turbo charged V12's. Great sounding engines.
My father was an owner operator leased to the chemical company. He bought a new 1965 GMC v12 gas engine with 2 four barrel carbs. It made great gobs of power, so much so it only had a straight 5 speed tranny. Diesels on the interstates could not out run him. Except for the mileage. On a good day he could get as much as 2 miles per gallon. He got a Diamond T with a Cummins and a 10 speed road ranger to stay afloat after ditching the GMC
Being a little picky here but you said the cylinder ports let fuel and air into the engine but of course it was just air and the injector sprayed the fuel in. The jimmy that made the highest pitched scream was the 53 series and in 6V form it was amazing. It revved higher than the other sized engines which added to the sound but if you put an Allison auto behind it then it stepped up a notch again. I worked for an interstate bus company in Australia during the 1980"s and we had 6V 92T and 8V 92T engines in the fleet with the average distance travelled by each vehicle was 30000 kilometers [18,650 miles] a month. The engines were removed at 1,000,000 Kilometers [620,000 miles] regardless of condition to be rebuilt. in ten years only five engines did not make the mandatory rebuild target. The fleet was around the 150-vehicle mark. What's more is that the rebuilt engines would cover the same distance as the maiden engines.
I commend you wholeheartedly for your accurate description of how these engines work and for NOT calling those blowers superchargers which they are not when they are used on these applications. This is one of the most common mistakes that car guys make because they are used to seeing them only on hot rods, hemis, top fuel dragsters and the like where they are in fact, superchargers in those cases. You really need to have had exposure to trucking, diesel mechanics or some related field to understand the difference. Bravo!
I could be wrong but I think the first roots type super chargers were scavenged from DD's. Early on they were all classified as either 6-71 or 8-71 blowers.
You are in fact, absolutely correct. That's exactly where they came from and it was down to nothing more than availability. The 71 and later 53 series Detroit Diesels were in widespread use in those days and the blowers off of them were plentiful as a result and relatively cheap. Another common misconception is that the 6-71 blower gained such wide favorability for use on Mopar hemi engines because it was engineered to work on a 426 CI engine which the 6-71 Detroit is. This is wrong however as those engines had been around since the late 30s and the 426 Hemi never arrived until the early 60s. It was simply a coincidence and a case of those being very common engines in those days; I myself operated several of them in my early days, and availability was high. @@jdcole333
@hughjass1044 Good on you mate for trying to explain to the poor buggers the difference between a Blower and a supercharger!! There are so many of them out there who do not have clue!!
Another cool thing about the 2 stroke Detroit units is they are modular so a 12- 71 is basically two 6-71 heads on a shared block and you can use one 8-71 head on a 4-71, all the pistons and liners are interchangeable between the different configurations of the same series and you can even reverse the direction of the head on the inline motors and the block has provisions to swap the cam to the other side so you can have the exhaust side of the head pointing to the left or right. They are overall very well thought out and straight forward to work on and it's a shame more things can't be designed that way today.
Hello there friend. I'm a retired heavy equipment mechanic. I've rebuilt a lot of Detroits. When I was a novice I saw a fresh 4-53 run away on startup. I was always extremely cautious around these noisy beasts. To the uninitiated, a Detroit sounds like it's going to blow up. Being 2 cycle, it revs twice as fast. And that smell. Like following a Greyhound bus ( also Detroit). I had a healthy respect for them. We had a 1 foot square board with a mop handle. The blower shutdown ALWAYS comes off on rebuild.. They were there for a reason. Runaways.
Yup. When they runaway everybody runs away too. Once I was running a Gradall that ran away. Gritting my teeth hoping it didn't granade in my face as I was weaving thru hydraulic hoses and cylinders getting to the flapper. It's a sound and experience one never forgets.
I have rebuilt hundreds of 53 , 71 , 92 series Detroit diesels along with Catipillar , Cummins , Mack , Perkins, and others . When the Detroits are run to governor limits, the sound is a true symphony !!!!
The 2 biggest problems the 2 strokes had were that the cooling system had to be large. They would be happy at 160 degrees all day. They could stand 180 degrees for short bursts but if you got to 200 the engine would need a trip to the shop. The power was more limited in truck applications because of the limits in the size of the cooling system. These things could be cranked right up in a marine application because of the basically unlimited cooling. The second problem was that the 'mechanics' that worked on them could do repairs but not so them properly. Forget about cracking a book and measuring anything. I saw plenty of guys pound these things with an air gun and crossed fingers. Then they would say these engines were junk because of all the problems they had never understanding that they caused most of the problems in the first place.
EXACTLY RIGHT!!! When set up properly, mantained properly, and operated properly one of the most reliable,durable and power to weight ratioed engine's ever built!!
As a kid I lived next to a pulp factory and they had a couple of Terex loaders that handeled the pulp wood. Both loaders were poison green and their Detroit Diesel engines were singing loudly while working. They woke the whole neighbour hood up early every morning, even sundays! My first experience with Detroit Diesel engines.
A Screaming Jimmy. One of the best videos on TH-cam , The Big Blue Guck - Driving to Work. 1963 GMC Crackerbox, running a Detroit Diesel 6-71 2 cycle engine.
Everyone loves the way they sound in short bursts, get back to me after 16 hours straight in an old International cabover. The wah wah wah wah of it bouncing off the governor, hour after hour after hour. Its how my dad cured me of wanting to be a trucker 😂 I miss th old man.
These are the engines that powered many of the yachts and work boats I worked on. The JT6-71TAB (Johnson and Towers marine) produced 485 hp and was pretty much the limit for the 6. We had car ferrys with a pair in 12V71Ns (one at each end) that we could inframe overhaul in a weekend. I did get to work on a pair of 24V71Ns (rare) in a research vessel. Setting the racks took patience. They have a sound I miss tremendously. Really heavy components. Hiking a 6-71 cylinder head up the spiral staircase of a Hatteras motoryacht was not easy, even with two guys.
The skirts are long because the ports are covered when the piston is at TDC, this is to prevent air getting into the crankcase. They also have a set of rings at the bottom of the skirt.
Yeah, it has a bottom ring, and there are also freeze plug kinda things that seal the wrist pin bores, and a tool to confirm the wrist pin plug sealed.
I rode many Greyhounds as a kid and spent several miles piloting 8V71's as an adult. I'm glad I don't do it anymore, but yes the sound is the music of my youth.
Thanks for posting this. I didn't even know that 2 stroke diesels existed in more than theory until your last 2 videos. PS: If you haven't already, you might consider doing a "worst transmissions" video on the Chrysler Ultradrive 4-speed automatic. I had one rebuilt at 30,000 miles, just after the first fluid change, about 25 years ago, and had friends who went through the same thing all through the 1990s. Then, just recently, I read that it was not really the transmissions themselves that caused most of the trouble, it was dealers putting Dexron in them, and that some of the "failed" ones would magically come back to life after Chrysler's fluid was installed. It's a bizarre story considering the fact that Chrysler was rebuilding these things while both the owner's manuals and dipsticks encouraged the use of Dexron to top off the fluid when Chrysler's fluid was unavailable. If you know anyone who worked for Chrysler on the problem, it would make for an interesting interview.
I had a 43 foot Torres hull (stone crab boat) built in Key West that had a 12V71TA with #105 injectors rated at 740 hp @ 2100 rpm. Id spin it 2400 in gear with a twin disc 2:1 gear and 32 x 34 wheel. She'd run 28 knots all day long which for a boat is like 112 in a semi. She burned 24 gallons an hour and never missed a beat. That boat earned me a living and the Detroit Diesel was the engine to have in a marine application.
Great video with only a small correction: The ports only induct the air, the fuel is injected by a cam/rocker arm actuation at the top in between the exhaust valves, which are also cam/pushrod/rocker arm actuated. Bus Grease Monkey is a great channel to learn all about DD, as is The Ol' 2 Stroker TH-cam channel.
General Motors Diesel later known as Detroit Diesel . 71 series engines were replaced by the 92 series engines before the series 60 . Also produced were a single cylinder 71 series engine . V-12 series engines used 6 - 71 cylinder heads . Oil leaks were designed . Oil weep tubes draining fly ash contaminated oil from the crankcase while operating . Very much appreciated video !
You wouldn't believe how many people think that V6 semi truck engines don't exist😂 The 6V92 is certainly one of the more well-known examples I quite like the way they sound with a single stack
Serviced a pair of 12V71's in a 65 foot Hatteras, had to carry the used crankcase oil out of the engine room, though the boat, all white berber carpet and white marble, in 5 gallon buckets. It was terrifying.
The very first inland/rivers towboat I ever worked on was powered by three turbo charged 12v71’s. They were real screamers! We had 6 71’s powering our generators, affectionately known to our crew as the “hammers of hell”. I’m pretty sure there were also a lot of 16cyl Detroit two strokes powering some of the other, larger boats.
I miss the sound of those old Detroit 2 strokes. Best sounding diesels ever made. 👌 The reason the pistons were so big was that they needed to seal off the lower liner ports while the piston was in upward motion and also the reason they had rings on the bottom. Otherwise, the pressure would leak into the crankcase and create all sorts of problems. Nice video, my friend. 💪🔥
I fell in love with the sound of 12V71s in the early 1990s when a late '80s Hatteras 70 Motor Yacht with twin 12V71TAs was a transient at the marina where my parents docked their boat. When the captain fired her up at the dock it sounded like a fleet of GMC "fish bowl" city buses were in the engine room. Like someone else mentioned here, I can tell a Detroit Diesel powered boat from a distance - they are loud and always sound like they are running twice as fast as they actually are.
Awesome video, I started my career as a Union Carhauler in 1988 driving a 1979 GMC Brigidier. It had a 6-71. Awesome sound, but no power to match. It was still a fun truck to drive. We changed to Volvo/GMC's with series 60's in the 90's. What a difference. It's amazing those early Detroits were relevant for over 50 years. Most buses in the NYC area had them also.
A family friend years ago ran a heavy construction and trucking business. All of his big trucks and heavy equipment were 2-cycle Detroit Diesel-powered. The Detroits' only weakness besides noise were those oil leaks--giving them the nickname "Driptroit". He always said that leaving a Detroit idling for any length of time at regular idle was a big factor in causing the engine oil sealing problems. If he was leaving the Detroits idling for any length of time, he would bump the RPM up to about 1,000-1,200. It used more fuel but seemed to avoid a lot of the oil leakage issues.
ALL Diesels... regardless of Cycles and brand.... Are fuel In-efficient at a "dead idle". Bumping them up to 1200, moves them into a more efficient mode. The 2 cycle Detroits, however - should NEVER be idled at Any speed for longer than it takes to cool down the turbocharger(s), if the engine has been working hard.. only two to three minutes. N/A Detroits Do Not "need" to be cooled down more than 30 seconds to One minute before shut-down. With no load on Any of the DD's.... the cylinder temperatures drop down too low, which WILL cause cylinder glazing and therefore, poor oil control by the rings (oil slobbering) and excess oil in the lower air-box galleries, and then out the air-box drain tubes, to the ground.... which also be (excess oil) caused by worn scavenging blower's oil seals, and oil getting by on the pressure side of the blower, and drawn in with the air flow, then into the air-box.
I was at the factory during the fall of '99,the last year of production for the 2 stroke. All the lines were condensed into one single line,but we did get to see a 20v-149 have its 3 blocks aligned and crank installed. I got something in my eye,and as i looked around i see a few other guys did too.
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GM has always been good at producing solid power with multiple cylinder options
One of fleets I maintained had late '70s GMC Sleepercab Astros with 12-71s, 13 speed, and straight pipes; beautiful exhaust note. 4 MPG; completing a topset (injector height/valve lash/governor and rack) was brutal. We had V12 GMC gas tractors as well, single drive axle with a tag axle for the weight, what fun. Still have my first 60 Series Certificate, framed, a relic, like myself.
My family's construction company has a 30 ton P&H crane with a 12V-71 great crane. I've been able to operate it unassisted since I was 8 years old and I'm 34, that machine really teaches you how to communicate, you have to learn to speak up when that buzzin dozen Jimmy is screaming.
I absolutely loved driving up Mount Eagle at night with the windows down. That sound bouncing off the rock back into the cab. Awesome music. Tho I was sitting behind a 6-71. Those things shifted so smoothly. Or the way they dereved and accelerated, made them shift like stirring a pot of gravy.
My father repaired those engines all his life. I grew up with those wonderful sounds. I believe they were generated by the blower with its elecoidal rotors made of aluminum. Wonderful engine. Special mention to the direct cylinder injection system.
Everything was designed to work with other versions of Detroit engine. I used to rebuild the cylinder heads and all the valves , usually 4 per cylinder, were exhaust valves. Lots of times there would be cracks in the heads and you had to have the correct tool to install the injector cups. At that time there was a special cast iron tapered set screw that a person could use to stitch pin the cracks in the head if it just had to be saved. All the screws were overlapped and you had to drill a hole at each end of the crack to stop it. I did some and none came back but no one liked to do it and I have no idea how well they lasted. Had a old time trucker from the 50's tell me once that you had to drive the 2 strokes you were mad at them. The gen sets that I saw them used on were set up so that the water was warm and the oil was warm and they could be cranked and run up immediately that way. Just a few seconds of idling and then "we have lift off".
We had 8V71s in our WW2 era scout boat. It was an Aviation Vessel Rescue boat used for pickup up downed air crew in the Pacific. During the war era it had the gas Allison V12s which worked good at sea level. Those were removed and we got the 671 inline engine. Those wore out and were replaced by the 8s. They ran flawlessly for many years in the boat and we had to wipe them down after each cruise looking for oil leaks. The engines had been put all the aft after the war era mid engine set up. The boat sat down in the stern and out could see it when we tied up next to other AVRs. Great engines.
Years ago I used to sell heavy equipment, including trucks, and I had a customer from the sand mines of North Indiana that would only buy 12V-71's for his fleet. Plus, I'm a fan of the Bus Grease Monkey, I've learned a lot about the 71 series (and 92 series) of Detroit Diesels. Love to meet you some day Adam, and swap stories, I still have that can of 12 for you...
Well, I just gotta say, enjoyed. I personally owned an 8-71 in my truck for several years and have about 10 years total behind same. I often drove those that were derated to 260 hp with 55 injectors, then a leased unit with 60 injectors at 290 hp. my truck was the standard 318 hp with 65 injectors. Some tried putting in 70 injectors, C series and i think they were a little too hot if you didn't watch how you drove it. No mufflers, drivers dream.
Drove the 6-71 a bunch when I was 18. 1972 GMC 9500 ready mix truck with ten yard mixer, 300 gallon water tank, and tag axle. With full water tank, full fuel and ten yards weighed about 72000 lbs on the single frame. Had 13 speed trans. Can still hear it. But I thought I was a super trucker.
I love the sound that those detroit diesels make. Back in the 1970's a construction company in my area had a fleet of Chevy medium duty dump trucks , C60 or C70 's. They were powered by 6V71 detroits. Loved the way they sounded.
There is a company and i dont remember there name that has some of those engines , they were also turbo charged that powered pumps used to power wash boilers . I believe they were from New Mexico..They came to the power plant i worked at and hydrblasted the boiler .. I dont remember the engines giving any problems while they were there . I remember they were huge. Like a engine you see on a generator set
I was deck hand on a boat that had twin 12 V 71. We had unlimited power, and the boats top speed was 24 knots full throttle and going down swell but those engines just purred along. The boat was an old Navy coastal boat built in 1943 that was converted to haul materials for the offshore oil rigs but that was almost 40 yrs ago
Never been this early to one of these videos. Love this series so much! My generation just doesn’t get presented this information very regularly so it’s really cool to see some of the engines no one talks about!
We used Detroit Diesels in Gardner Denver Portable compressors in the 60s thru 80s. 4-53s, 4-71s, 6-71s, 8v-71s, 12v-71s. They had to run with very little exhaust backpressure to scavenge properly. You could always hear their distinct sound. You forgot to mention the "Tattle" wear ring on the compression rings that you could inspect when you removed the air box covers. Usual indicator was alot of oil slobber out the air box drains from worn rings.
My brother in law had a 671 Detroit mounted on a Kenworth Brute “Guzzler” vacuum loader truck when I worked for him. I operated and maintained it back in the ‘70’s. We worked mostly in coal-fired electric generating plants across Pennsylvania and New York.
Do a show on Charles Kettering and the Zephyr Diesel electric train where these began. These two strokes were good but could not pass emissions. They made a 53,71,92,110,149 in V and straight . Even doubled Siamese in large gensets . Excellent channel.
The old Detroit 2 cycle engines were an enigma.... Some hated them most loved them.... One fact about them.... they were bomb proof.... They made a perfect fire truck engine.... just start them.... let them build a little oil pressure and slam the pedal to the floor.... They were also great bus engines.... day after day... stop and go traffic.... the only real down side..... they were terrible on gas....
The tall pistons and bottom rings are required to keep blower air from getting into the crankcase. No fuel is in the air charge, that comes from the unit injectors in the head. Also you might mention that the intake air coming in the ports is what pushes the exhaust out through the valves. Also noteworthy is that the connecting rod is always experiencing compression loading unlike a 4 stroke.
Love those old Detroit's nothing compares with the sound! I always rode transit busses as a kid and the drivers were always brutal on the throttle and I loved the sound and black smoke I am also subbed to Scott over at BGM and Ol two stroker
I used to live by the TransCanada highway, and worked at the Husky truck stop pumping diesel (and repairing tires😬)as a kid. An outfit called George Smith Trucking used to run only Detroits, if I recall correctly, in ONLY single cabovers with single axles. I don't know if they equipped them with loud mufflers, or they just COULDN'T be muffled, but I remember I could hear those Detroits screaming for minutes before they would come into sight, especially in the wee hours on night shift! It was a memorable sound! Great information and story!
Grew up with a 73 Freightliner tittieshaker with the 12v71 my dad had. He sold it in 81. It eventually burnt in storage in a fire. I have a 73 Kenworth tittieshaker with a 8v71 15sd. I have purchased a 12v71 twin turbo to bring my boyhood memories back and then some.
I did my apprenticeship with International Harvesters so as a result came into contact with a significant number of Detroit's of various ages from 53 series then much later 92. They struck me as being a well designed and thought out engine finely built components compared to some of the others at that time. There were continuous improvements over the years, including the introduction of the cross head piston, or more commonly called the articulated pistons. I don't recall any other manufacturer employing this system until years later, also above port cooling. These engines have a small rectangular air box cover rather than the big single oval one, aluminum rocker covers bigger injectors etc to name just a few. The oldest Detroit I rebuilt was, I think from memory was called Grey Marine, I may be wrong here but it was x military 6-71 low block, it was powering a small tug boat and reportedly came out of a US landing craft. Obviously a lot of the manufacturing techniques used in this particular engine were of the period, of note was the use of a one piece conventional head gasket rather than the later compression seal ring configuration. I have no idea how many hours the engine had done over all, and there was no indication it had any significant prior work but after the rebuild. liner kits, valves, injectors, bearings, seal and blower bearings, oil pump clean and inspection etc all the normal things, no crank regrinding or anything of that nature it went back into service. Ten year later when I left the area it was still going strong up to 15 hrs a day dragging all types of barges around. My thoughts on the Detroit. I think it was one of the most outstanding engines of its time, yeah it leaked oil and had its flaws, what engine is perfect. but it was honest, worked hard. Because or standardization of parts across a series it was cheep to rebuild and relatively simple in the process. the only service tools required were the injector timing gauges, you could do the rest with a basic tool kit I remember reading in the early 90s that something in the order of 85% or more of Detroit's built were still operating in a multitude of applications. If that's not testament to a good engine design, what is?
Drove a 8V71 for my dad as a logging truck in the 1970s. That video brings back memories. Go for it on a truck..... don't worry about the low mileage, just have it delivered to Bus Grease Monkey in TN and let him rebuild it. Y'all could do a series of videos together. It would be a blast and very interesting. I watch both of you so we would get a 2 for 1.
Good day Adam, You are a man of my heart, the last thing I was expecting from you was a video on a “ Screaming Jimmy “. Like you I grew up around semi’s & those 8v71 just a sweet sweet diesel to coal music. Still driving semi’s here in Melbourne on & off the wharf & just on Friday a old timer with a 1978 Kenworth Cabover Sleeper painted up in old peaches & cream TNT colours pulls up in the grid next to me in a 8V71 & boy double stacks straight out. I knew what it was but 95% of the newbie drivers wouldn’t have a clue. Next best sound 3408 V8 Cat E9 V8 525 Mack 580 hp V8 Scania 2006 model straight 6 inch pipe 500 hp Mercedes Benz V8 from early 90’s straight pipe 500 hp MAN V10 early 90’s straight pipes. Unfortunately you didn’t get to experience European Cabover V8 & V10 from mid 80’s through the mid 90’s gave the Cat’s, Cummins & Detroit a good run for there money. When I used to sell semi’s for Nissan in the 90’s we sold in limited numbers a V10, 27 litre Nissan Diesel at 420hp. Didn’t sell many just 1 too heavy & thirsty. I hope you know Kenworth has a manufacturing facility here in Bayswater a suburb in Melbourne about a 45 minute drive from my house & yes still manufacturing Cabover. The new K220 Cabover recently got released replacing the K200 from the year 2000. My old boss works as a sales person for Kenworth here in Melbourne and is the number 1 sales person in Australia on & off. Every year without fail since 2009 I receive a limited edition Kenworth calendar & work diary. Saved them all in immaculate condition hope to show you someday when you come to Australia. Cheers Louis Kats your number 1 Fan in Melbourne, Australia 🇦🇺 🇺🇸 👍
Very informative video but it was only air that was pushed into the cylinder with the blower, the fuel was injected at the top of the piston stroke, initiating combustion. There is also an exhaust valve in the combustion chamber, operated by a camshaft, that opens at the bottom of the piston stroke. The incoming air forces out the spent exhaust gases through the exhaust valve.
Detroit 2 strokes were a decent engine and probably the most adapted to any applications around the world more than any other diesel engine of the time which is why I think GM lost the market for heavy trucks from relying on the two strokes for so long
I remember seeing these used on LCM 8 landing craft of the US Navy. Those originally had 4 6-71s which were replaces by 2 12-71s. That old 71 series Detroits were great engines.
My uncle had a long nose 83 Freightliner truck with those 4 round headlights, that truck had a 6v71 Detroit and I love to hear that motor scream when I was a kid going with him over the road👍🏿
Had the pleasure of working on the V12 on generator sets on the Alaskan pipeline project, awesome engines sitting there running twenty four hours a day except shutting down for in frame maintenance !
The rig of my dreams is a square 3/4-ton Suburban with the rare aluminum-block 6V53T Detroit, 10-speed RoadRanger (with some sort of a transfer case arrangement for 4WD). If I ever have an extra 30-50 grand I will DEFINITELY build it. We had an old log truck on our farm with a 453T and a 10-speed, they sound SUPER flying-apart-fast, and the turbo makes them less loud (non-turbo Detroits are genuinely PAINFULLY loud).
Ran American friction cranes at a scrap yard for years with 6-71s in them. Saw one throw a rod and put a hole in the block big enough to put a softball through. Another great feature was that they would start in really cold weather (-20) when newer stuff wouldnt. Ours all had ether starts on them for this reason.
My old boss from the 1970’s had a Bertram Sport Fisherman power boat with two 12V 71 Detroit diesels he had them rebuilt at a factory Detroit engine repair shop , from what I understand the boat was a monster! LOL. I was given the Onan generator to check out ,service and repaint-white !
I used to drive and service a terex r35b off highway dump truck back in the 1980s. We used to advance the timing and as long as you serviced them regularly they just kept roaring. Fantastic engine.
Operated Pettibone and Baker fork lifts with a 3 cyl Detroit. Big Bud tractor Co. Havre Montana used Detroit in many of the tractors they built. The tractor called 747 used a 16V-92T. Love the sound of turning diesel fuel into noise.
My dad drove a bus (the old GM coaches that date back to the 40's) back around 1960, and I sometimes rode a bus to school in 1970, and I loved the sounds of the 6-71! Still do. As much as I liked your sound effects in the last few videos, thank you for putting in a clip of a real V-12 Detroit Diesel! And yes, it did sound like it was turning about 6000 rpm (even tho it wasn't). Cool video, Adam!
Twin 12 V 71s at max rpms in an offshore yacht is a mechanical symphony that everyone should experience at least once before they die.
Sorry friend but what you said is both true and wrong at the same time. Symphony vs sympathy. Hahahaha.
@@chrisadkins6830
Damn. A combination of spell check and not proof reading before posting strikes again...lol 😆
@@tonyelliott7734 hey, made it even better. The vids of the destruction runs on these screaming Jimmys are awesome. Very few things sound as beautiful as one about to blow
@@chrisadkins6830
DeBoss garage...lol
I still see the odd DD 12V71 around, but always in old logging and mining equipment. Forgetting for a moment how visceral these things sound, the 71 series, I believe , were frankly one of the toughest diesels, especially in the worst of conditions . They happily ran continuously at higher rpm . They were a joy to shift in a truck and you had to be fully “on deck” to operate, to be rewarded with quick shifts. Again , hauling off-road in mud a new four stroke would be stuck in one gear until you hit a downhill.
I was a Field Engineer for General Electric Company in the 1970's and 1980's. We saw lots of these twin turbo Detroit V12-71's on gas turbine generator sets. These were mounted in the Accessory Cab at the front of the gas turbine and ran through an Accessory Gearbox. The Detroit Diesels were STARTER MOTORS for frame 5 and Frame 6 gas turbine generators, 24 megawatt and 34 megawatt units. These units were often ''Peakers'' where the utility company needed another 100 megawatts very soon. Start up 4 GE Frame 5's and within 15 minutes they could go from cold to full load, run for several hours or days, then shut down and be on standby. Some refineries and power stations ran them for months on end. They sure drank fuel oil or burned huge amounts of natural gas.
The V12-71's were coupled to a Twin Disk torque converter and had a one way jaw clutch to spin up the gas turbine to 20% speed (about 1000 rpm) where fuel was introduced and the spark plugs were firing. When the turbine combustion system lit off, the Detroit Diesel would scream its guts out and assist the turbine to spin up through its rpm range. The turbine would overpower the jaw clutch at some point, maybe 70% speed, and run up to 5100 rpm running speed. Sensors would idle the Detroit for a few minutes in cool down mode then shut it off.
Those Detroits had a harsh life. When the turbine start signal switch was turned, the Detroit fired up and idled for about 15 seconds, then would go wide open governor for the next 5-7 minutes. There was no muffler, just a straight stack out of the roof of the Accessory Cab. After about 10 minutes, the Detroit shut down until the next time the operator called for a turbine start. These things were LOUD! I recall that they were rated 600 horsepower as shown on a tag on the diesel.
There is a video on TH-cam of one these plants firing up. Just amazing sounds!
It’s always amazed me that the 53 series, 71 series were used in the most unforgiving circumstances and gave a long life. 92 series not so much but they were dragging a lot of horsepower out of a smaller engine, compared with both Cat and Cummins. For sheer toughness they were hard to beat. We still have some in use powering HD Hayes and Pacific off road logging and equipment haulers ( all museum pieces now) in BC.
@@bradchll I have a nice 3-53 in my shop. Maybe....this year I will trailer mount it, install a seat and a right angle gearbox, and make it the world's noisiest Margarita Mixer.
On your idea of the margarita machine using a screaming lil 53 series, fantastic idea! I want to see and hear it if it gets built. Think of it as a mariachi band for gear heads while you sip. I think Jimmy Buffet would be grinning as he was a gear head also.
@@bradchll I'll be the operator and taste tester. You bring the limes.
Theres an old trucker saying if you're driving a 2 stroke, there's only one way to drive them. First you gotta take your hand and slam in the door jam first thing in the morning, then spill about a half a pot of coffee in your lap so you know you are good and pissed off and keep the petal to the metal for the rest of the day. The reason is that the detroit 2 strokes hate being lugged down and often will cause premature mechanical wear and failure if you drive to gently.
Amen brother!
That’s the way we were taught! Let it scream, they love it
You don't have to do that with a 12V71T. It has plenty of power.
That saying was created by guys who drove naturally aspirated 6V71 engines in fleet trucks.
@@AlanRoehrich9651 i remember a guy i used to work with at the rock quarry near where i live ,,guy was used to driving a dumptruck that had an old 1693 caterpillar , the truck i ran every day was a 359 pete that had a 12V71 ,and i remember having that poor guy about shit in his pants when he rode with me cause he swore iwas gonna blow up the engine ,,causei drove it with my right foot on the floorboard ,, that stupid CAT you were looking for the next gear at 1700 RPM ,, that ol Detroit wasn't even getting warm yet at 1700 ,,,dude's eyes about rolled up watching the tachometer getting up towards 2300 before i shifted gears ,,and that old pete had a 6+4 spicer twin stick ,climbing up out of the quarry was a 23 percent grade meaning LOW gear , let er sing ,,the truck he drove would get hot and boil over if you tried what i did all the time with the detroit ,,best thing that ever happened was the day jimmy tried to drive that CAT like my Detroit ,, idon't remember what the boss said but i do remember how mad he was ,,,something about cats not being driven like that ,,and then there was the 1693 that suddenly had several observation windows in the engine block after an incident involving a missed gear going down the 23 percent grade into the pit ,,he tried the same shit i did every day with that buzzin dozen
Yep, that's what I was told.. Slam your thumb in the door and drive like you're trying to blow the fucking thing up.
Back in the early '80s, I was a mechanic in a mechanized infantry unit in the U.S. Army in Bamberg, Germany. I was the operator of a M578 Recovery Vehicle (VTR, or a wrecker on tracks weighing 30 tons) which was powered by an 8V71T Detroit and our battalion consisted mainly of APCs (Armored Personnel Carriers) powered by 6V53 Detroits (318 Detroit) and I still have flashbacks to arctic cold mornings before the sun even came up when we would have training alerts and ALL the equipment must be ready to roll out, the smoky haze over the motor pool, the distinctive smell of 2 stroke diesel exhaust in the air, and the roaring thunder which was comprised of the hum of the dozens of the 318 Detroits idling, warming up, and waiting to defend our way of life. Throw in a few Continental V12 air cooled diesels in the 60 ton recovery vehicles (M80s), the straight 6 multifuel "Deuce-and-a-halves", and the 250 HP "Big Block" Cummins in our 5 ton trucks, GOSH!!! I've been out of the service for decades now, but every time I smell diesel fuel, diesel exhaust, or hear the melodic hum of a Detroit Diesel engine, I am compelled to put my hand over my heart and hum "The Star Spangled Banner" no matter who thinks I am a nut!!! ...and to top it off, I'm a Ford guy, but the ol' 2 stroke diesels have a mighty special place in my heart!!!
Yup the 6v53 is 318 CID. But the 318 generally referred to the 8V71 truck engines which happened to be 318HP. These were naturally aspirated, no turbocharger. The blowers were there for scavenging, not supercharging.
Exactly , I was in Germany (Fulda Gap) . I remember that smell
@@daledavies2334u mean they evacuated the cylinders of burnt exhaust gas? Didn't force feed the intake?
@rogerdodrill4733; a Detroit Diesel 2 stroke engine does not pump air through like a 4 cycle engine does. There are other 2 cycle industrial and marine engines. They all require a means to move air into the cylinders, and that is what the blower is for. The blower pushes air into the airbox, and when a piston gets low enough to uncover the intake ports in the cylinder liner, the air flows into the cylinder. To allow air to flow in, exhaust valves in the head begin to open a few degrees before the piston uncovers the intake port. Exhaust passes out the valves and the fresh air pushes it up from the bottom. The exhaust valves close a few degrees before the piston covers the intake port to begin compression. These are refered to as NA or naturally aspirated engines.
One or more turbochargers can also be installed with other parts changes to increase airflow into the engine to increase power and efficiency. These are called T or turbocharged engines. A liquid filled aftercooler is installed on some engines between the turbocharger and the blower, designated TA. In other applications the aftercooler is replaced with an air to air intercooler mounted in front of the radiator to cool the intake air more, TI.
An engine listed as a 8V92TA is 8 cylinders in a Vee arrangement, 92 cubic inches per cylinder with a turbocharger and aftercooler.
An engine listed as a 6V92TTI is a 6 cylinder V engine with 92 cubic inches per cylinder, single turbocharger, torque rise and intercooled. The torque rise was accomplished by cutting back the high RPM torque and thus HP of say a 350HP rated 6V engine using bellville washers on the high speed adjustment mechanism. Bellville washers are cup shaped spring steel washers. When installed stacked in opposite directions, they form a short spring. Detroit Diesel used these to hold the engine out of full fuel until the RPM dropped. Maximum power might be held to 300HP but as the RPM dropped to about 1300, you got the torque that a 350HP engine would produce. The theory was fuel saving.
12V, 16V, 20V, and 24V engines could have 4 or 6 turbochargers installed.
An early and rare General Motors diesel is the 51 Series which had no valves, just intake and exhaust ports. GM Diesel also produced a 6L110 engine for a while, with exhaust valves.
Other 2 stroke cycle GM or Detroit Diesel engines are Series 53, Series 71, Series 92, Series 149, and then the EMD, Electromotive Diesel engines with I think 567, 645, and 712CID. These were primarily designed to power train locomotive generators, and had up to 24 cylinders. Some got repurposed to grid or standby power applications when a locomotive was retired.
Great story!! It's interesting how technology has evolved, but it's great to hear stories about the old 6-71 series engines!!
I was in the Navy on the rivers in Vietnam and the Detroit 71 sound is iconic to me as that of the Huey helicopter. I was assigned to ASPBs (Assault Support Patrol Boats) that had 2 12-71s. PBRs on the rivers had 2 6-71s and some of the troop carrying boats also had 6-71s.
Well first thankyou for your service and sharing a local mill had bought one of surplus and used it for a log pusher in the ponds .That thing sounded awesome off in the night.
Yes I was aboard and LKA and we carried 8 "Mike" boats, or landing craft. The 4 large Mikes had 2 12V-71's. I was a boat officer and the guys used to get pissed at me for taking over and revving those babies to max rpm. But the engineers loved it.
Detroit Diesel also made a 6-53 V six cilender the Army 🪖 had these in the M- 113 Battle Taxi.
J@@zubrickadvisors6742
@@michaelhatcher5264some dude around here used to have a 6v-53TT in an early ford pickup,ran high 11s and he said it wasnt wise to attempt a powerbrake as you'll twist the pinion to dust in the 9" ford he was running.
Detroit was the last of GM's big three diesel divisions, coming after Winton/Cleveland and Electro-Motive. I'm a railroader so I'm most familiar with the three series of EMD engines, the 567, 645 and 710 (those numbers are also displacement per cylinder). The 567 is exactly twice the bore and twice the stroke of a 71, and was designed at the same time by the same GM engineering team. The main differences from Detroits are that EMDs have a fabricated (welded) crankcase and top deck (these two sections are bolted together and constitute the 'engine block'), they have individual heads and single cylinders (power assemblies) can be removed and replaced fairly easily. They are overhead cam engines with no pushrods and turbocharged EMDs do not have roots blowers, instead the turbo has an overrunning or 'Sprague' clutch and is kept spinning by the engine geartrain when idling or at lower speeds. As the engine revs up the 'load' of forcing air into the engine gradually shifts from the geartrain to the exhaust turbine, and the clutch disengages once there is enough exhaust pressure for the turbo to freewheel faster than the gears are turning. EMD has used this turbo design since the late 1950s, and it might be the earliest example of what would now be called twincharging.
EMDs are all 45 degree V engines, with power outputs ranging from the 600 HP roots-blown 6-567 all the way up to the 5500 HP turbocharged 20-710. The 567 is a legend in the railroad world, as it more than anything else is what killed the steam locomotive in North America. And they all have that signature 2-stroke scream on steroids, the earlier turbocharged 567s and 645s without exhaust silencers are my favourite, they shriek like a banshee, no diesel rattle at all, they sound like a bass-boosted jet engine on takeoff.
EMD is now owned by Caterpillar and the 710 engine is still in new production today. It gained electronic injection and controls in the mid-1990s (the computer in our locomotives is called the EMDEC, their version of DDEC), and can be found in locomotives, ships and generators all over the world. Dual-fuel natural gas versions are available and it even meets the EPA's Tier-IV emissions standards with exhaust aftertreatment, though the railroads are avoiding these systems like the plague and as a result very few new EMD locomotives have been built for North American use since Tier-IV came into effect (rebuilds are grandfathered in, and there are thousands of older EMDs still running in daily service in North America alone).
I used to work on 645’s for power generation. 2.5 mw a piece.
Makes me wonder if EMD’s tier IV efforts could be translated to the DD platform, as i recall there’s still new blocks available from the company that bought all of DD’s 2 stroke tooling…
Nice. I was engineer on a tug with two 645 mains and a couple 8-71 aux engines. Absolute music at full away! I also saw the aftermath of a 12v149 which ran away, it destroyed the alternator and even threw the pole shoes off, it finally stopped after damaging the valve train enough but surprisingly the rotating assembly stayed together. They’re great engines, I have a few 6v53’s in personal projects. One is likely the only Detroit diesel powered 1924 Fordson F model tractor in existence. That was a fun build.
Thank you for this. As a truck driver here in NYC, and also a rail fan I found your post extremely informative and interesting
i never got to run the FL-9 :( i just missed it by 2 years
In mountainous conditions, logging, especially to be able to shift quickly off a landing, the V-12 was unmatched. Torque at idle was the highest, even amongst much bigger engines, K model Cummins, 3408 Cat. Clark trucking in British Columbia had a fleet of V-12’s hauling refrigerated goods in those mountains. Horrible fuel mileage and constantly in need of topping up the oil was a down side, but my gawd did it ever sound fantastic pulling hard. Very, very effective jake brake as well.
Had a friend that was a mechanic for a logging outfit that ran those. Went on a late night "test drive" bobtail. Windows down foot the floor never forget that sound.
I've operated lots of railroad equipment with 4-53 and 3-53 Detroits. As a kid before the interstate came along, I got to hear Detroit powered trucks travel by Dad's farm
The -53s have a distinctive sound thanks to the straight lobed blowers.
I sailed on a ship that was built in the 60's. Used Detroits for everything besides propulsion.
Two 12V149s for back up generators when we had no steam. They were so loud that when they were running you could hear them across town from the harbour. If they were both running and you were down checking them out standing on the cat walk between them would make your eyes vibrate and your teeth chatter.
We also had two 12V92TAs as back up fire pumps in case we had no electricity. I and about 240 others owe our lives to those engines as they ran in a smoke filled space for days as we fought an incredibly large engine room fire.
And lastly we had "the green leakers" two 6-71s in our landing craft. Made a lot of noise to barely get the landing craft moving, and were more likely to overheat than actually land anything anywhere.
I loved working on those engines, reliable right until the day the ship went to the big razor factory in the sky.
I operated a Euclid TS-24 scraper back in the 80’s. 12V-71 in front and a 6-71 in back. Both with straight pipes! Nice machine and pretty fast, around 35 mph on the haul road.
But LOUD!!! First time I ever wore earplugs on a scraper. Prior to that, I’d been running Cat 641’s & 631’s.
I did like the sound of those two Detroits singing in harmony, however!
Back in the 40’s, 50’s & 60’s GM was at the pinnacle of engineering prowess. Nothing was too big for them to take on and excel at.
EMD
Detroit Diesel
GM Coach
Euclid
Allison
They led the world in design and innovation!
While a long piston skirt is good for piston stability, in this case it was necessary because the piston acted as a spool valve.
It had to keep the ports covered when the piston was at the top of stroke. Otherwise the air from the blower would escape into the crankcase.
The long piston did make the block taller (and heavier) than otherwise would be necessary.
Never drove a truck with a buzzing dozen but drove a 8-V71 and it was pure music to the ears.
arctic cat 858
As a teenager in the mid 70's I worked at a service station(Remember those?) in the suburbs of Detroit. A regular customer almost daily was a guy with an early 60's GMC with a 3 yard dump body on it and a 6-71 engine. He would fill up on diesel and buy a gallon of oil and pour into the engine and then would go roaring off, that engine screaming like crazy! I always heard them referred to as screamin demons back then.
I grew up around Detroit diesels in the '70's. Oh yeah I remember the "buzzing dozen" in GM heavy duty trucks with 15 speed gearboxes. Certainly brings back memories, I'll never forget the good old days. Great video.
Adam, great videos on the Detroit Diesel motors. My dad worked at DD for 26 years. As a kid, the engine that blew my mind was the 16V149. Basically 2 V8s bolted together with 149 cubic inches per cylinder. If I remember correctly, I think the engine weighed about 10,000 lbs! What an absolute powerhouse.
I rebuilt several 16v149’s in my marine career. They were an amazing engine. They produced about 1000 hp naturally aspirated. As you said they were 2 v8s bolted together an we had to separate the two blocks to replace seals . This was accomplished by standing them on end in the engine room using large chain falls.
I was there at the factory for training in late 99, it was kind of sad seeing all the lines condensed down into one single one.
I worked at McDonnell Douglas in the 80s and on the flight line they had two compressors for pressurization checks on the MD11. One was what they called the huffer truck, had two 8v71s back to back and the other was powered by a 12V71. It sounded glorious running at full tilt.
I drove and worked on the 6-71 in school buses for a dozen years in the 1980's. They not only were a great, long lasting, and powerful engine for a school bus, but they were a lot more forgiving to inexperienced drivers then, say, a 743 or 855 Cummins. We had a couple of the turbocharged engines in the buses, making 250hp, and with a 10 speed trans, it would move right along in the Sierra-Nevada mountains.
855NT. One of my favorites.
how are they more forgiving?
Crown?
A few years ago, I had the opportunity to purchase a few Crown school buses that operated in the Sierra Nevadas. I forget what district, but I went to inspect them and was just amazed that they had 6-71 turbos with Jake's, 10-speed roadrangers, and Traction sanders, among other things. All started and ran beautifully, but I didn't bid. I'm still kicking myself for not purchasing one of those gems
I think I installed a couple of emergency generators that had this engine. The start-up guy said these were some of the best diesels made at the time. This of course was many moons ago. I was an electrician for over 40 years!
Yup usually had ge gear on electrical side not always though as you could order any prime mover you wanted on all of them.
I had a job testing standby generators.
At one hospital, they had a bank with 2 Cummins powered and one Detroit. One of my tests was to see how fast they would come on line after interruption of commercial power.
The 12V-72 ALWAYS won! The two Cummins would just be firing and the Detroit was screaming away at rated power. It was almost instantaneous!
@@michaelsullivan2361The only one close was the Scania 12
@@michaelsullivan2361
As a generator tech, I've heard tales of doing a load bank test by using a barrel of brine water, anybody else ever heard of that😂, all I know is a resistive load bank (overgrown toaster) 😄
When I was in the Air Force in the early 90's, I remember the tugs used to pull C-5's and C-141's around used turbo charged V12's. Great sounding engines.
The two stroke Detroit ! The most efficient means mankind has ever found for turning fuel into beautiful music !
Harley Shovelhead enters conversation......
You're half right. It's the best way to turn money, into fuel, into screaming harmony and smiles
Author describes it as "turns diesel into noise" Amen 😅
2 stroke Detroit diesels are the best sounding diesel engines
I was raised on Detroit engines. And I still love them.
My father was an owner operator leased to the chemical company. He bought a new 1965 GMC v12 gas engine with 2 four
barrel carbs. It made great gobs of power, so much so it only had a straight 5 speed tranny. Diesels on the interstates could
not out run him. Except for the mileage. On a good day he could get as much as 2 miles per gallon. He got a Diamond T
with a Cummins and a 10 speed road ranger to stay afloat after ditching the GMC
i got a silver 8v92 to tinker with out back
One small correction. Noise is unwanted sound. These make joyful music. Enjoyed the video. Thanks.
Being a little picky here but you said the cylinder ports let fuel and air into the engine but of course it was just air and the injector sprayed the fuel in. The jimmy that made the highest pitched scream was the 53 series and in 6V form it was amazing. It revved higher than the other sized engines which added to the sound but if you put an Allison auto behind it then it stepped up a notch again. I worked for an interstate bus company in Australia during the 1980"s and we had 6V 92T and 8V 92T engines in the fleet with the average distance travelled by each vehicle was 30000 kilometers [18,650 miles] a month. The engines were removed at 1,000,000 Kilometers [620,000 miles] regardless of condition to be rebuilt. in ten years only five engines did not make the mandatory rebuild target. The fleet was around the 150-vehicle mark. What's more is that the rebuilt engines would cover the same distance as the maiden engines.
I commend you wholeheartedly for your accurate description of how these engines work and for NOT calling those blowers superchargers which they are not when they are used on these applications.
This is one of the most common mistakes that car guys make because they are used to seeing them only on hot rods, hemis, top fuel dragsters and the like where they are in fact, superchargers in those cases. You really need to have had exposure to trucking, diesel mechanics or some related field to understand the difference. Bravo!
I could be wrong but I think the first roots type super chargers were scavenged from DD's. Early on they were all classified as either 6-71 or 8-71 blowers.
Thank you, I cringe when some dolt calls a turbo. Detroit twin charged because of the blower.
@@WhiteTrashMotorsports#ME TOO
You are in fact, absolutely correct. That's exactly where they came from and it was down to nothing more than availability. The 71 and later 53 series Detroit Diesels were in widespread use in those days and the blowers off of them were plentiful as a result and relatively cheap.
Another common misconception is that the 6-71 blower gained such wide favorability for use on Mopar hemi engines because it was engineered to work on a 426 CI engine which the 6-71 Detroit is. This is wrong however as those engines had been around since the late 30s and the 426 Hemi never arrived until the early 60s.
It was simply a coincidence and a case of those being very common engines in those days; I myself operated several of them in my early days, and availability was high. @@jdcole333
@hughjass1044 Good on you mate for trying to explain to the poor buggers the difference between a Blower and a supercharger!! There are so many of them out there who do not have clue!!
Lets not forget the 8v92ta that was featured in the m1070 tank hauler
Buzzin' duzzen ferever!!!! Love that sound. A pair of 4-71's in a terex scraper ain't too shabby either.
Another cool thing about the 2 stroke Detroit units is they are modular so a 12- 71 is basically two 6-71 heads on a shared block and you can use one 8-71 head on a 4-71, all the pistons and liners are interchangeable between the different configurations of the same series and you can even reverse the direction of the head on the inline motors and the block has provisions to swap the cam to the other side so you can have the exhaust side of the head pointing to the left or right. They are overall very well thought out and straight forward to work on and it's a shame more things can't be designed that way today.
Hello there friend. I'm a retired heavy equipment mechanic. I've rebuilt a lot of Detroits. When I was a novice I saw a fresh 4-53 run away on startup. I was always extremely cautious around these noisy beasts. To the uninitiated, a Detroit sounds like it's going to blow up. Being 2 cycle, it revs twice as fast. And that smell. Like following a Greyhound bus ( also Detroit). I had a healthy respect for them. We had a 1 foot square board with a mop handle. The blower shutdown ALWAYS comes off on rebuild.. They were there for a reason. Runaways.
Thinking about buying a greyhound with a Detroit. Any thoughts on what to modify first?
Yup. When they runaway everybody runs away too.
Once I was running a Gradall that ran away. Gritting my teeth hoping it didn't granade in my face as I was weaving thru hydraulic hoses and cylinders getting to the flapper.
It's a sound and experience one never forgets.
@@RandThompson-dd3skwe kept a mudflap behind seat to block intake for runaways
It SOUNDS like it's revving twice as fast, but actually it's not.
I have rebuilt hundreds of 53 , 71 , 92 series Detroit diesels along with Catipillar , Cummins , Mack , Perkins, and others . When the Detroits are run to governor limits, the sound is a true symphony !!!!
Ol2stroker has two V12 trucks in his collection... He just pulled one to rebuild... Good show..
Wayne's a good dude.
The 2 biggest problems the 2 strokes had were that the cooling system had to be large. They would be happy at 160 degrees all day. They could stand 180 degrees for short bursts but if you got to 200 the engine would need a trip to the shop. The power was more limited in truck applications because of the limits in the size of the cooling system. These things could be cranked right up in a marine application because of the basically unlimited cooling.
The second problem was that the 'mechanics' that worked on them could do repairs but not so them properly. Forget about cracking a book and measuring anything. I saw plenty of guys pound these things with an air gun and crossed fingers. Then they would say these engines were junk because of all the problems they had never understanding that they caused most of the problems in the first place.
EXACTLY RIGHT!!! When set up properly, mantained properly, and operated properly one of the most reliable,durable and power to weight ratioed engine's ever built!!
I had a 74 john deere JDX8 sled with CCW 440, she purred on 15w40 @ 40:1!
As a kid I lived next to a pulp factory and they had a couple of Terex loaders that handeled the pulp wood. Both loaders were poison green and their Detroit Diesel engines were singing loudly while working. They woke the whole neighbour hood up early every morning, even sundays! My first experience with Detroit Diesel engines.
A Screaming Jimmy. One of the best videos on TH-cam , The Big Blue Guck - Driving to Work. 1963 GMC Crackerbox, running a Detroit Diesel 6-71 2 cycle engine.
Everyone loves the way they sound in short bursts, get back to me after 16 hours straight in an old International cabover. The wah wah wah wah of it bouncing off the governor, hour after hour after hour. Its how my dad cured me of wanting to be a trucker 😂 I miss th old man.
These are the engines that powered many of the yachts and work boats I worked on. The JT6-71TAB (Johnson and Towers marine) produced 485 hp and was pretty much the limit for the 6. We had car ferrys with a pair in 12V71Ns (one at each end) that we could inframe overhaul in a weekend. I did get to work on a pair of 24V71Ns (rare) in a research vessel. Setting the racks took patience. They have a sound I miss tremendously. Really heavy components. Hiking a 6-71 cylinder head up the spiral staircase of a Hatteras motoryacht was not easy, even with two guys.
The skirts are long because the ports are covered when the piston is at TDC, this is to prevent air getting into the crankcase. They also have a set of rings at the bottom of the skirt.
Interesting.
As a gasoline 2-stroke enthusiast, I suspected the skirt as closed-valve, and noticed the bottom ring grooves.
Yeah, it has a bottom ring, and there are also freeze plug kinda things that seal the wrist pin bores, and a tool to confirm the wrist pin plug sealed.
I rode many Greyhounds as a kid and spent several miles piloting 8V71's as an adult. I'm glad I don't do it anymore, but yes the sound is the music of my youth.
Thanks for posting this. I didn't even know that 2 stroke diesels existed in more than theory until your last 2 videos.
PS: If you haven't already, you might consider doing a "worst transmissions" video on the Chrysler Ultradrive 4-speed automatic. I had one rebuilt at 30,000 miles, just after the first fluid change, about 25 years ago, and had friends who went through the same thing all through the 1990s. Then, just recently, I read that it was not really the transmissions themselves that caused most of the trouble, it was dealers putting Dexron in them, and that some of the "failed" ones would magically come back to life after Chrysler's fluid was installed. It's a bizarre story considering the fact that Chrysler was rebuilding these things while both the owner's manuals and dipsticks encouraged the use of Dexron to top off the fluid when Chrysler's fluid was unavailable. If you know anyone who worked for Chrysler on the problem, it would make for an interesting interview.
I had a 43 foot Torres hull (stone crab boat) built in Key West that had a 12V71TA with #105 injectors rated at 740 hp @ 2100 rpm. Id spin it 2400 in gear with a twin disc 2:1 gear and 32 x 34 wheel. She'd run 28 knots all day long which for a boat is like 112 in a semi. She burned 24 gallons an hour and never missed a beat. That boat earned me a living and the Detroit Diesel was the engine to have in a marine application.
Great video with only a small correction: The ports only induct the air, the fuel is injected by a cam/rocker arm actuation at the top in between the exhaust valves, which are also cam/pushrod/rocker arm actuated. Bus Grease Monkey is a great channel to learn all about DD, as is The Ol' 2 Stroker TH-cam channel.
General Motors Diesel later known as Detroit Diesel . 71 series engines were replaced by the 92 series engines before the series 60 . Also produced were a single cylinder 71 series engine . V-12 series engines used 6 - 71 cylinder heads . Oil leaks were designed . Oil weep tubes draining fly ash contaminated oil from the crankcase while operating . Very much appreciated video !
Hmm, did the bottom rings on the piston have anything to do with that 'fly ash contaminated oil' system?
@@johngalt97 I do not believe so . The scavenging of air through the combustion may have .
The drain tubes kept the airbox clear of excess oil, not the crankcase.
@@tomreisinger6220 Sorry, you are correct , I did not state that correctly .
You wouldn't believe how many people think that V6 semi truck engines don't exist😂
The 6V92 is certainly one of the more well-known examples
I quite like the way they sound with a single stack
Serviced a pair of 12V71's in a 65 foot Hatteras, had to carry the used crankcase oil out of the engine room, though the boat, all white berber carpet and white marble, in 5 gallon buckets. It was terrifying.
The very first inland/rivers towboat I ever worked on was powered by three turbo charged 12v71’s. They were real screamers! We had 6 71’s powering our generators, affectionately known to our crew as the “hammers of hell”.
I’m pretty sure there were also a lot of 16cyl Detroit two strokes powering some of the other, larger boats.
I miss the sound of those old Detroit 2 strokes. Best sounding diesels ever made. 👌 The reason the pistons were so big was that they needed to seal off the lower liner ports while the piston was in upward motion and also the reason they had rings on the bottom. Otherwise, the pressure would leak into the crankcase and create all sorts of problems. Nice video, my friend. 💪🔥
I fell in love with the sound of 12V71s in the early 1990s when a late '80s Hatteras 70 Motor Yacht with twin 12V71TAs was a transient at the marina where my parents docked their boat. When the captain fired her up at the dock it sounded like a fleet of GMC "fish bowl" city buses were in the engine room. Like someone else mentioned here, I can tell a Detroit Diesel powered boat from a distance - they are loud and always sound like they are running twice as fast as they actually are.
A mechanical symphony, someone said. Totally agree. Such good memories listening to the ‘buzzin dozen. A sound like no other. Great post!
Awesome video, I started my career as a Union Carhauler in 1988 driving a 1979 GMC Brigidier. It had a 6-71. Awesome sound, but no power to match. It was still a fun truck to drive. We changed to Volvo/GMC's with series 60's in the 90's. What a difference. It's amazing those early Detroits were relevant for over 50 years. Most buses in the NYC area had them also.
Thats why buses have that distinctive sound
A family friend years ago ran a heavy construction and trucking business. All of his big trucks and heavy equipment were 2-cycle Detroit Diesel-powered. The Detroits' only weakness besides noise were those oil leaks--giving them the nickname "Driptroit". He always said that leaving a Detroit idling for any length of time at regular idle was a big factor in causing the engine oil sealing problems. If he was leaving the Detroits idling for any length of time, he would bump the RPM up to about 1,000-1,200. It used more fuel but seemed to avoid a lot of the oil leakage issues.
ALL Diesels... regardless of Cycles and brand.... Are fuel In-efficient at a "dead idle". Bumping them up to 1200, moves them into a more efficient mode. The 2 cycle Detroits, however - should NEVER be idled at Any speed for longer than it takes to cool down the turbocharger(s), if the engine has been working hard.. only two to three minutes.
N/A Detroits Do Not "need" to be cooled down more than 30 seconds to One minute before shut-down. With no load on Any of the DD's.... the cylinder temperatures drop down too low, which WILL cause cylinder glazing and therefore, poor oil control by the rings (oil slobbering) and excess oil in the lower air-box galleries, and then out the air-box drain tubes, to the ground.... which also be (excess oil) caused by worn scavenging blower's oil seals, and oil getting by on the pressure side of the blower, and drawn in with the air flow, then into the air-box.
I went to diesel mechanic school in 1980 and my first rebuild was a v8 Detroit diesel. I loved that motor. Sorry that the 2 stroke had to go away.
I was at the factory during the fall of '99,the last year of production for the 2 stroke.
All the lines were condensed into one single line,but we did get to see a 20v-149 have its 3 blocks aligned and crank installed.
I got something in my eye,and as i looked around i see a few other guys did too.
GM has always been good at producing solid power with multiple cylinder options
You surprise me with this knowledge. Thought you were just a car guy. Bravo sir. Gentleman and scholar.
One of fleets I maintained had late '70s GMC Sleepercab Astros with 12-71s, 13 speed, and straight pipes; beautiful exhaust note. 4 MPG; completing a topset (injector height/valve lash/governor and rack) was brutal. We had V12 GMC gas tractors as well, single drive axle with a tag axle for the weight, what fun. Still have my first 60 Series Certificate, framed, a relic, like myself.
My family's construction company has a 30 ton P&H crane with a 12V-71 great crane. I've been able to operate it unassisted since I was 8 years old and I'm 34, that machine really teaches you how to communicate, you have to learn to speak up when that buzzin dozen Jimmy is screaming.
I absolutely loved driving up Mount Eagle at night with the windows down. That sound bouncing off the rock back into the cab. Awesome music. Tho I was sitting behind a 6-71. Those things shifted so smoothly. Or the way they dereved and accelerated, made them shift like stirring a pot of gravy.
My father repaired those engines all his life. I grew up with those wonderful sounds. I believe they were generated by the blower with its elecoidal rotors made of aluminum. Wonderful engine.
Special mention to the direct cylinder injection system.
Everything was designed to work with other versions of Detroit engine. I used to rebuild the cylinder heads and all the valves , usually 4 per cylinder, were exhaust valves. Lots of times there would be cracks in the heads and you had to have the correct tool to install the injector cups. At that time there was a special cast iron tapered set screw that a person could use to stitch pin the cracks in the head if it just had to be saved. All the screws were overlapped and you had to drill a hole at each end of the crack to stop it. I did some and none came back but no one liked to do it and I have no idea how well they lasted. Had a old time trucker from the 50's tell me once that you had to drive the 2 strokes you were mad at them. The gen sets that I saw them used on were set up so that the water was warm and the oil was warm and they could be cranked and run up immediately that way. Just a few seconds of idling and then "we have lift off".
We had 8V71s in our WW2 era scout boat. It was an Aviation Vessel Rescue boat used for pickup up downed air crew in the Pacific. During the war era it had the gas Allison V12s which worked good at sea level. Those were removed and we got the 671 inline engine. Those wore out and were replaced by the 8s. They ran flawlessly for many years in the boat and we had to wipe them down after each cruise looking for oil leaks. The engines had been put all the aft after the war era mid engine set up. The boat sat down in the stern and out could see it when we tied up next to other AVRs. Great engines.
Hands down, one of the toughest engines ever made 👍🏽
Ol2Stroker is another great Detroit Diesel channel.
Years ago I used to sell heavy equipment, including trucks, and I had a customer from the sand mines of North Indiana that would only buy 12V-71's for his fleet. Plus, I'm a fan of the Bus Grease Monkey, I've learned a lot about the 71 series (and 92 series) of Detroit Diesels. Love to meet you some day Adam, and swap stories, I still have that can of 12 for you...
Makes a semi-truck sound like a race car. Loved seeing and hearing these things on the road as a kid.
Well, I just gotta say, enjoyed. I personally owned an 8-71 in my truck for several years and have about 10 years total behind same. I often drove those that were derated to 260 hp with 55 injectors, then a leased unit with 60 injectors at 290 hp. my truck was the standard 318 hp with 65 injectors. Some tried putting in 70 injectors, C series and i think they were a little too hot if you didn't watch how you drove it. No mufflers, drivers dream.
Most people could never even conceive of how much freight these engines have hauled throughout history. It's mind-boggling.
Drove the 6-71 a bunch when I was 18. 1972 GMC 9500 ready mix truck with ten yard mixer, 300 gallon water tank, and tag axle. With full water tank, full fuel and ten yards weighed about 72000 lbs on the single frame. Had 13 speed trans. Can still hear it. But I thought I was a super trucker.
I love the sound that those detroit diesels make. Back in the 1970's a construction company in my area had a fleet of Chevy medium duty dump trucks , C60 or C70 's. They were powered by 6V71 detroits. Loved the way they sounded.
Chevy C60's and C60 "medium" duty trucks.... "If" diesel powered, had 6V53 Series engines... NOT 6V71's.
I've worked on large stationary generators with 12V71' s. Such an awesome sounding and performing machine.
There is a company and i dont remember there name that has some of those engines , they were also turbo charged that powered pumps used to power wash boilers . I believe they were from New Mexico..They came to the power plant i worked at and hydrblasted the boiler .. I dont remember the engines giving any problems while they were there . I remember they were huge. Like a engine you see on a generator set
I was deck hand on a boat that had twin 12 V 71. We had unlimited power, and the boats top speed was 24 knots full throttle and going down swell but those engines just purred along. The boat was an old Navy coastal boat built in 1943 that was converted to haul materials for the offshore oil rigs but that was almost 40 yrs ago
Never been this early to one of these videos. Love this series so much! My generation just doesn’t get presented this information very regularly so it’s really cool to see some of the engines no one talks about!
We used Detroit Diesels in Gardner Denver Portable compressors in the 60s thru 80s. 4-53s, 4-71s, 6-71s, 8v-71s, 12v-71s.
They had to run with very little exhaust backpressure to scavenge properly. You could always hear their distinct sound.
You forgot to mention the "Tattle" wear ring on the compression rings that you could inspect when you removed the air box covers. Usual indicator was alot of oil slobber out the air box drains from worn rings.
My brother in law had a 671 Detroit mounted on a Kenworth Brute “Guzzler” vacuum loader truck when I worked for him. I operated and maintained it back in the ‘70’s. We worked mostly in coal-fired electric generating plants across Pennsylvania and New York.
Do a show on Charles Kettering and the Zephyr Diesel electric train where these began.
These two strokes were good but could not pass emissions.
They made a 53,71,92,110,149 in V and straight .
Even doubled Siamese in large gensets .
Excellent channel.
Don't forget the valve less series 51 in 2 and 4 cylinder.
@@Tchristman100 oh yeah never saw one Thanks
The buzzin’ dozen!
The old Detroit 2 cycle engines were an enigma.... Some hated them most loved them.... One fact about them.... they were bomb proof.... They made a perfect fire truck engine.... just start them.... let them build a little oil pressure and slam the pedal to the floor.... They were also great bus engines.... day after day... stop and go traffic.... the only real down side..... they were terrible on gas....
The tall pistons and bottom rings are required to keep blower air from getting into the crankcase. No fuel is in the air charge, that comes from the unit injectors in the head. Also you might mention that the intake air coming in the ports is what pushes the exhaust out through the valves. Also noteworthy is that the connecting rod is always experiencing compression loading unlike a 4 stroke.
Love those old Detroit's nothing compares with the sound! I always rode transit busses as a kid and the drivers were always brutal on the throttle and I loved the sound and black smoke
I am also subbed to Scott over at BGM and Ol two stroker
I used to live by the TransCanada highway, and worked at the Husky truck stop pumping diesel (and repairing tires😬)as a kid. An outfit called George Smith Trucking used to run only Detroits, if I recall correctly, in ONLY single cabovers with single axles. I don't know if they equipped them with loud mufflers, or they just COULDN'T be muffled, but I remember I could hear those Detroits screaming for minutes before they would come into sight, especially in the wee hours on night shift!
It was a memorable sound!
Great information and story!
Grew up with a 73 Freightliner tittieshaker with the 12v71 my dad had. He sold it in 81. It eventually burnt in storage in a fire. I have a 73 Kenworth tittieshaker with a 8v71 15sd. I have purchased a 12v71 twin turbo to bring my boyhood memories back and then some.
I did my apprenticeship with International Harvesters so as a result came into contact with a significant number of Detroit's of various ages from 53 series then much later 92.
They struck me as being a well designed and thought out engine finely built components compared to some of the others at that time.
There were continuous improvements over the years, including the introduction of the cross head piston, or more commonly called the articulated pistons.
I don't recall any other manufacturer employing this system until years later, also above port cooling. These engines have a small rectangular air box cover rather than the big single oval one, aluminum rocker covers bigger injectors etc to name just a few.
The oldest Detroit I rebuilt was, I think from memory was called Grey Marine, I may be wrong here but it was x military 6-71 low block, it was powering a small tug boat and reportedly came out of a US landing craft.
Obviously a lot of the manufacturing techniques used in this particular engine were of the period, of note was the use of a one piece conventional head gasket rather than the later compression seal ring configuration.
I have no idea how many hours the engine had done over all, and there was no indication it had any significant prior work but after the rebuild. liner kits, valves, injectors, bearings, seal and blower bearings, oil pump clean and inspection etc all the normal things, no crank regrinding or anything of that nature it went back into service.
Ten year later when I left the area it was still going strong up to 15 hrs a day dragging all types of barges around.
My thoughts on the Detroit.
I think it was one of the most outstanding engines of its time, yeah it leaked oil and had its flaws, what engine is perfect. but it was honest, worked hard. Because or standardization of parts across a series it was cheep to rebuild and relatively simple in the process. the only service tools required were the injector timing gauges, you could do the rest with a basic tool kit
I remember reading in the early 90s that something in the order of 85% or more of Detroit's built were still operating in a multitude of applications.
If that's not testament to a good engine design, what is?
Drove a 8V71 for my dad as a logging truck in the 1970s. That video brings back memories. Go for it on a truck..... don't worry about the low mileage, just have it delivered to Bus Grease Monkey in TN and let him rebuild it. Y'all could do a series of videos together. It would be a blast and very interesting. I watch both of you so we would get a 2 for 1.
This is the engine used in Navy Swift Boats (PCF) in Vietnam. Great engine. Got us there and back reliably while we were on patrol. 1970
Good day Adam,
You are a man of my heart, the last thing I was expecting from you was a video on a
“ Screaming Jimmy “.
Like you I grew up around semi’s & those 8v71 just a sweet sweet diesel to coal music.
Still driving semi’s here in Melbourne on & off the wharf & just on Friday a old timer with a 1978 Kenworth Cabover Sleeper painted up in old peaches & cream TNT colours pulls up in the grid next to me in a 8V71 & boy double stacks straight out.
I knew what it was but 95% of the newbie drivers wouldn’t have a clue.
Next best sound
3408 V8 Cat
E9 V8 525 Mack
580 hp V8 Scania 2006 model straight 6 inch pipe
500 hp Mercedes Benz V8 from early 90’s straight pipe
500 hp MAN V10 early 90’s straight pipes.
Unfortunately you didn’t get to experience European Cabover V8 & V10 from mid 80’s through the mid 90’s gave the Cat’s, Cummins & Detroit a good run for there money.
When I used to sell semi’s for Nissan in the 90’s we sold in limited numbers a
V10, 27 litre Nissan Diesel at 420hp.
Didn’t sell many just 1 too heavy & thirsty.
I hope you know Kenworth has a manufacturing facility here in Bayswater a suburb in Melbourne about a 45 minute drive from my house & yes still manufacturing Cabover.
The new K220 Cabover recently got released replacing the K200 from the year 2000.
My old boss works as a sales person for Kenworth here in Melbourne and is the number 1 sales person in Australia on & off.
Every year without fail since 2009 I receive a limited edition Kenworth calendar & work diary.
Saved them all in immaculate condition hope to show you someday when you come to Australia.
Cheers
Louis Kats your number 1 Fan in Melbourne, Australia 🇦🇺 🇺🇸 👍
Thx Louis!
Very informative video but it was only air that was pushed into the cylinder with the blower, the fuel was injected at the top of the piston stroke, initiating combustion. There is also an exhaust valve in the combustion chamber, operated by a camshaft, that opens at the bottom of the piston stroke. The incoming air forces out the spent exhaust gases through the exhaust valve.
Detroit 2 strokes were a decent engine and probably the most adapted to any applications around the world more than any other diesel engine of the time which is why I think GM lost the market for heavy trucks from relying on the two strokes for so long
Parts on Detroit diesels were interchangeable from 1938 through 1990’s making this efficient for large truck companies for repairs and overhauls
I remember seeing these used on LCM 8 landing craft of the US Navy. Those originally had 4 6-71s which were replaces by 2 12-71s. That old 71 series Detroits were great engines.
The Commer TS3 (The Knocker) from UK also had a very distinctive sound. 3 cylinder opposed piston 2 stroke Diesel.
You'd love the 53 series, they have about 400 more governed rpm....it's beautiful!
6v53 sounds AMAZING
I remember in 1976 the old Greyhound bus they have Detroit diesel they sound good to 🤠...
My uncle had a long nose 83 Freightliner truck with those 4 round headlights, that truck had a 6v71 Detroit and I love to hear that motor scream when I was a kid going with him over the road👍🏿
As an Electrician onboard the USS Bolster ARS-38, we had a 6-71 for our AC generator. I always loved to fire it up and hear it screamed to life.
Had the pleasure of working on the V12 on generator sets on the Alaskan pipeline project, awesome engines sitting there running twenty four hours a day except shutting down for in frame maintenance !
The rig of my dreams is a square 3/4-ton Suburban with the rare aluminum-block 6V53T Detroit, 10-speed RoadRanger (with some sort of a transfer case arrangement for 4WD). If I ever have an extra 30-50 grand I will DEFINITELY build it. We had an old log truck on our farm with a 453T and a 10-speed, they sound SUPER flying-apart-fast, and the turbo makes them less loud (non-turbo Detroits are genuinely PAINFULLY loud).
Ran American friction cranes at a scrap yard for years with 6-71s in them. Saw one throw a rod and put a hole in the block big enough to put a softball through. Another great feature was that they would start in really cold weather (-20) when newer stuff wouldnt. Ours all had ether starts on them for this reason.
My old boss from the 1970’s had a Bertram Sport Fisherman power boat with two 12V 71 Detroit diesels he had them rebuilt at a factory Detroit engine repair shop , from what I understand the boat was a monster! LOL. I was given the Onan generator to check out ,service and repaint-white !
I used to drive and service a terex r35b off highway dump truck back in the 1980s. We used to advance the timing and as long as you serviced them regularly they just kept roaring. Fantastic engine.
Our Series 71 engines could only be "advanced"... 2 degrees. Period.
Operated Pettibone and Baker fork lifts with a 3 cyl Detroit. Big Bud tractor Co. Havre Montana used Detroit in many of the tractors they built. The tractor called 747 used a 16V-92T. Love the sound of turning diesel fuel into noise.
Series 71 were dry sleeve engines and fitting sleeves was very precise; Series 92 were wet sleeved, as was the Series 53; much easier to install!!
My dad drove a bus (the old GM coaches that date back to the 40's) back around 1960, and I sometimes rode a bus to school in 1970, and I loved the sounds of the 6-71! Still do.
As much as I liked your sound effects in the last few videos, thank you for putting in a clip of a real V-12 Detroit Diesel! And yes, it did sound like it was turning about 6000 rpm (even tho it wasn't). Cool video, Adam!