Detroits are great generator engines. That instant throttle response let’s it pick up load incredibly fast with very little frequency drop. AT&T used them exclusively for standby power. Some as large as 16V-149’s / 1500 KW. They could start and go right to full load in 10 seconds. Only bad part is the 149’s were the absolute worst on emissions. Most were eventually replaced with 16V-92’s which produced the same power and were much cleaner running.
@@LORFCASTER I possibly the same power and torque but with increased stress on the engine as it may be running higher supercharger pressure than the larger engine, therefore increasing engine stress and decreasing engine life.
Ya gotta love a two stroke. I wish they made a small v12 car motor, that would be some badass shit. Ever seen a Mercedes EM707 ? Raps like a bike motor.
@@TheBeeMan1994 1938 until 1966 . It has a bore of 8+1⁄2 in (216 mm), a stroke of 10 in (254 mm) and a displacement of 567 cu in (9.29 L) per cylinder 😉 ... imagine that
@@Hogger280 Yes, I read about that years ago in a Detroit Diesel advertisement. This DD 12V149 looks and sounds like an incredibly reliable engine, but were not the greatest on emissions, in all respect to the engine's durability.
We used these on a Westburne drilling rig back in the 70's in Alberta. Had 3 of them you brought on line in stages, the deeper you drilled. Late at night, running wide open, drilling slowly, middle of winter, I used snuggle down next to one for a warm nap.
used to work on a couple of ships that had 12V-149s as emergency diesel generators. they were mounted high up, a deck below the bridge - the idea being that you could still have power even with severe flooding of the engine room. when the engineers did EDG load tests you could hear that thing running anywhere in the house. great sounding engines, but if that's your only source of power aboard those ships, you're already in trouble.
When we pushed into Iraq from Kuwait we used an army personal carrier, mortar track, there were 2 Detroit diesels powering it, thing was bad ass... I was in the 50 cal turut and the straight pipe for the exhaust was right by my head, I think it hurt my hearing as much as the 50 cal rounds and mortar rounds....
This is the beautiful extraordinary roar of the king of the concrete jungle, it roars like a wonderful symphony for the ears. the great dd-12 simply wonderful
I'm also going to say that was the sweet arresting sound of a Detroit Diesel... I was taken back to my childhood era when my ears were always listening to the 6V53 on the Timberjack 550 skidders and the 6-71 in the Champion motor grader. What else can compete to Classic Detroit Diesel? Uncompromised power and off course that baritone sound.
I also ran a 740 Champion with a 671 it was the first year of the 700 series had oversized injectors it would do anything our newer grader could that had an L10 Cummins and at the end of the day used the same amount of fuel ,sure had a distinct sound
I was born in 71 i grew up hearing old Detroits running up down the roads from greyhound busses to old KW i love the sound of them wish they were still around like back in the day
That sound reminds me of the two 16V149's on my old sea scout ship. One of my favorite things about being in that program was hearing those engines fire up.
@Rick Delair I take it you never had to drive many Detroits. When the 2strokers were operating right they're great but most companies never tuned them. Being a lil older now I'll take a Cat any day.
When I was in my heavy duty mechanics pre apprenticeship at the local college, there was a guy who put a Detroit diesel v-6 53 in a pickup. You could hear it across half the town
For its displacement that Detroit Diesel 12V149 is a big, heavy and solid engine. This is compared to a Cummins VTA28 diesel of 1,710 CID, this DD has a 1,788 CID. If I'm correct, the DD 12V149 is a little over 40% heavier than the Cummins VTA28. That is amazing.
The biggest Mack tractor ever made the Mack model M100SX, formerly owned by Hallamore Corp., uses this engine. It was bought privately this past year and will be restored.
The quickest way to score cylinder walls is to red line or load the engine before it is warmed up. Hint: idling for 1 minute does not warm it up. Diesels are more susceptible to this because the pistons heat faster than the cylinder walls and so expand quicker.
@@philipcharles9342 I know what I am talking about with many years of experience. Sad to see you expend all of your knowledge in one word and even that was incorrect.
@@Hogger280 nothing will happen to that engine it was meant to run hard and not babied. Oil pressure is up in the heads and cylinders in less then one second. Maybe stick to gasoline engines don’t mistake the two. Two different beast. These engines last 300k hours with no wear so not sure where you get your info from but it’s not accurate.
The throttle response depends on the mass of the flywheel. No flywheel attached high response but uneven idle. In case of a 2-stroke V12, the idle is balanced by the small ingnition angle. An inline 3 cylinder wouldn't even run without a flywheel.
to my knowledge - there was never a transmission designed to these guys. I'm not sure, the appointments from the 12v71 MIGHT work, but I don't know for sure.
100 ton mining trucks had these, Euclid and unit Rig both used them, probably others as well. We had 6 speed Allison automatics with hydraulic retarders behind them. CLBT6061 Allisons unless my memory is wrong.
I share that dream of owning a Deuce with a Detroit screaming upfront, but this thing would only fit in the bed of Deuce because it weights like 9,000lbs! The most practical Detroit Diesel option for a Deuce would be the 4-71T. It weights about 200lbs more than an LDS465 but makes more power and torque and you get that wonderful sound!
I've got a deuce with an 8V-71 in it ,, bastard will pull a mountain ,,I own several retired military vehicles and all are powered by 2 stroke detroits ,my 1st gen HEMTT has an 8V92TA ,i managed to get that one at a surplus auction before the government decided not to resell them and instead upgrade them ,,I love the sound of the detroit diesel ,,, so much so that i started collecting them in 1996 ,,I have since collected over 200 engines in various states of repair ,, at least half of them will run or have since i got them ,,I've got everything from a 2-71 to a 16V92 ,and also a matched pair of marine 12V-92s which both run and have just 400 hours on them yacht they were in burned at a marina i worked at and i got the salvage contract
Puffff,a reaaly beast!!When it warmed pure power. 2 strokes as locomotive engines??? sounds like has 2 strokes. i dint know if it have the roots,but 4 turbos is enough,the roots work well in lows to sweep the exhausts .
It's scary to think about the reciprocating mass of those 149cu inch sized pistons going up and down and combined with double the firing per rotation when that gets revved up.
Hope you have an A Class RV, going to have to make major mods to the dog house, I've got a 37' class A, this would be a fun idea, mine is sitting right now without a engine in it... LOL I was thinking just a Cummins 5.9.....
Incorrect. TT does not mean twin turbo or turbo aspiration in Detroit Diesel nomenclature. T designates turbo TI designates turbo intercooled TA designates turbo aftercooled TT designates tailored torque (increased fuel economy and/or constant horsepower output applications) TTA is tailored torque aftercooled. I do not know which specific engine designation is shown in this video.
149 series designations are - NA - naturally aspirated T - turbo TI - turbo intercooler TIB - turbo intercooler bypass This 149 appears to be TIB That is all.
@@Romans--bo7br not easy to do BUT not impossible . The best candidate to try it with would be a twin steer day cab CAB OVER truck & put the engine BEHIND the cab hooked to a Allison transmission with tandem rear axles and reinforced frame . Having lots of money would also be a big help 😂 .
K.C.LeJeune...... The Series 149 engines were Never set that high, not even in Marine applications..... most often they were set between 1600 and 2100 depending on application, although there were a few custom setups that ran up to 2350, but they were very rare.
@@Romans--bo7br Yup. We had guys over rev them in haul trucks and break the rocker arms. Hard to say how high they revved when they did that but I'd guess about 2500.
Roman Vasquez..... No sir, they did Not... because the Series 149's were only used in large industrial and Marine applications, and therefore there was no need for Jakes.
Those were about 1000 HP in a 100 ton haul truck. We had Euclid R100s with 12V149s. Maximum power per cylinder on the 149 series was usually 125HP. I think the oil field and fire truck pumper engines went to 137 HP per cylinder and the gensets were about 150 HP per cylinder.
Patrick Baptist...... these air filters are only used on this engine because it's in a "Trade School " shop and is only used for demonstration purposes. I can assure you that the actual filters used in any "real world" Series 149 application are considerably larger than those used in your truck.
