This guy is the definition of what a good teacher should be, I wish I had him teaching the diesel classes at my school! Punk ass kids talking and not listening are plain disrespectful
Just because California doesnt let them in anything they test for emissions doesnt mean there not being used, cars prior to a certain date can run what ever they please and half the states still dont do emission testing.
Best/favorite teacher I've ever had. Only took one of his classes and it wasn't about diesel engines, but his enthusiasm about what he teaches is infectious and inspiring. Thank you Mr. Fishman!
This gentleman is really interesting to listen to. Enthusiasm is infectious! so very many teachers and instructors for all their qualifications never seem to learn this simple fact. Get the student interested and they will teach themselves, willingly!
Rig up this v8 2 stroke with total loss lubrication, just run it through the motor and injection it and burn it off, i cant wait to try this on an 8v92!
These engines are the best sounding of any I've ever heard, sweetest bad ass noise. I grew up on old Hwy 77, and I can remember hearing the semis going by at night.
I helped my dad install an exhaust brake on a 1984 8V92 in a dump truck. With the turbo uncorked it would shoot fire out the turbo outlet and actually lit his shirt on fire at one point. The two stroke detroits were the shit. Still love that two stroke sound. Sounds like they're turning 4 or 5 thousand RPM's.
The compression ratio on the turbo'd engines are so high that a jake brake ends up doing most of the braking. That really saves the brake shoes and drums.
The teacher really knows diesel engines and their history. I worked in Detroit in the late 60's and early 70's and Mobil would fill our fuel tanks. They used a Dodge COE with an 8V-71 318 (sounded more like 350) engine. They had thick twin exhaust stacks flared to the sides pulling a double tanker (lead tanker and pup) On quiet, humid summer nights you could hear himcoming a mile away. The deep and loud roar of the 2 cycle was music to my ears. Still is.
Back in the 1965 I worked on a drilling rig and at midnight on a cold night when I was 2 miles away getting a load of water you could hear them 6 engines howling their heads off 6 and 8-71 series, best sound I have ever heard in my life.
Worked on many of Detroit Diesels in the Navy. These engines were ran in some of the newer LCM boats. We removed 6-71 engines and retrofitted them with 8v-71 engines when the money was available. The noise these engines make is music to my ears. Thanks for the memories! :-)
There is no music in the world that has even close to as good of a tune to it than this does, I these old motors, there like a piece of history, only this history doesn't die so easily.
I put allot of miles on a few of those two stroke Detroit's, one of they sayings when you stopped at a truck stop was fill her up with oil, check the fuel.
They go thru some oil the harder you run them. Todays 2 stroke ETEC has electronic controlled oil injection and burn much less oil that the mechanical fed oil injection of the detroit and boat motors.
The design of the Detroit 2 strokes was genius after all Charles Kettering had a hand in them. most parts were interchangeable between series. Want a bigger engine? Just add cylinders to an already proven platform. Drove a wrecker in Iraq, had a 8V92 rated 450hp, grossed 120,000+ lbs pretty often and kept up with mraps with cummins (my 2nd favorite) rated at 400hp weighting half as much. She would spin 25-2800 all day and kept asking for more. EDM still uses alot of the Detroits tech even today.
I used to maitain an old 12v149 generator. The thing was a beast. always at 150 degrees ready to run. And when it started the sequence was never more than two seconds to full speed and load transfer. Very impressive.
@@nmdiesel89 .... CAT took over EMD (Electro Motive Division) from Greenbrier Holdings (when it was spun off from GM) in Dec. 2010.... which has and Never did have Anything to do with GM Diesel/Detroit Diesel division of GM whatsoever. Detroit Diesel Corporation (DDC) is a subsidiary of Daimler Trucks of North America which also owns Freightliner trucks (since May 1981) and is a wholly owned subsidiary of Daimler AG (Germany). DDC is split in two divisions, The off-highway division, which is owned by Tognum, and is a wholly owned subsidiary of Engine Holding GmbH, which is a joint venture of Daimler AG and Rolls-Royce Group (a subsidiary of Daimler AG), and the on-highway division which is owned by Daimler AG. DDC was originally acquired by DaimlerChrysler AG in 2000 (Oct.) before it sold off Chrysler in 2007.... which filed for bankruptcy in 2009.
@@Romans--bo7br you could say that, unless you consider that both emd and detroit were gm divisions. Charles Kettering ran the GM research division that conducted research on behalf of both detroit and emd/emc. E. W. Kettering developed the 6-71 detroit and the emd 567 during the same period, then went on to be the chief engineer and eventually division head of emd. So ya, the two divisions had nothing to do with one another besides the engineers designing the engines. The engineers went from division to division just like the rest of GM's divisions, the 2 are linked through their development in the late 30's and after.
Nice to see some love for the old detroits from this guy.. Showing kids these days the diesels that helped build this country. Too often the two strokes are forgotten!
Aaahh.Music to my ear's.Very cool.We still have some old v8 Detroit engine's rolling around Canada,not many but the odd one.I have been a trucker for 26 year's and those Detroit's were and are the best.This new,regen,d.e.f engine's are garbage,no torque,no get up and go,it freeze's up at 40 below,and these are new 2013,2014 Kenworth truck's,alway's in the shop,if you get a month out of them your lucky.Please bring back the good old engine's,at least they work.Drive safely,peace to all,God bless.
Good educational video. That guy knows what he's talking about. He's probably been working on those engines since he was the same age as those kids watching.
What an awesome teacher. He really keeps his students engaged. Way to go!!!! Very interesting video. This is obvious since several students in the video are themselves video'ing the event. 8-71 blower? That's pretty good sized!
sort of. the principal is still the same, but the tech has come a LONG was since then. now we have ways to atomize the fuel, creating a more complete fuel burn.add that to a computer that sense engine parameters, and weve come a long way. we now have 2 stroke outboards (dating back to 1996) that are cleaner than 4 strokes
no kidding eh, ww2 most american tanks had reliable mechanically fuel injected engines and automatic transmissions like the stuart and Sherman (if I'm not mistaken) and cars didn't start to use fuel injection till like the 80s and even then it was a nightmare
Righteo ! But of course all this tech comes at a price: reliability. The actual rotating assemblies of modern engines are usually very reliable, but that doesn't really matter when electronic bits can't keep up. All sorts of problems with new motors on many types.
Most American tanks in WW2 were carbureted, only the diesel powered tanks had fuel injection. Gasoline direct injection was widely used by the Germans on their aircraft engines during WW2. Honda had an awesome fuel injection system in the '80s, I was driving cars with their first fuel injection system well into the 2000s without issue. The Bosch EFI systems that NIppon-Denso built under licence were also pretty good, but not as good as the speed/density system that Honda had developed. And I don't know what you guys are driving that have problems with the electronic components in the fuel injection system, but the only things I've ever had to replace were O2 sensors, and those are just maintenance items.
The Detroit roll. When you start it up I was in the parts department where they rebuilt these engines and they would put it on the diameter and Chester horsepower and everything God it was so beautiful
A very educational video for me. This instructor has constant enthusiasm. I wish some members of the audience would kindly keep quiet while the instructor is trying to explain particulars about this engine. Anyway little did I realize that common rail has been around for this long. About spraying oil around the pistons, Case tractors had this in their engines in the mid Seventies. The people who run CARB are a bunch of university educated yuppies who really are a very,very boring bunch of people. Luckily for me I use to hear Detroit Diesel power on transport trucks crossing the Ambassador Bridge in the early Seventies while attending university in Windsor, Ontario, Canada. Lets hope somebody will always manufacture parts for all old Detroits. Lots of Detroit Diesel fans out there.
I love the old Detroits. I never got the chance to drive one. One another note I hope this man still teaches. I had a couple in my life. When they can get can get you get you excited learning is fun!
I love the old Detroits. I grew up around them, learned to drive a lowboy with one at 16, and still have one around. Also have a 671 in my rail buggy Im building thats a turbo model. Love the sound of them. Roars like a lion and pulls like a mouse!
I love this. Reminds me of Mr. Jones, my 5th grade Metal Shop teacher. I learned everything I know about working with metal from Mr. Jones back in 1977, 78 and 79. And I still work with metal to this day. I'm 54 years old now. Thank you Mr. Jones and thank you Mr. Keith Wright for posting this video.
Still can't get to grips with these things being called antiques, they must get into your blood after 20 of so years. One thing the instructor could have done to really impress the students would have been a slow idle, with a heavy flywheel an 8V71 will idle down under 200 RPM, not good for extended time but impressive all the same. You can almost hear each cylinder fire. Love the instructors energy, very infectious should be more like him.
David Vermillion good luck finding people who know enough about these engines to help you out, pretty old and dead tech, also parts are non-existent these days. But if you want to sink a bunch of money into a 80 year old engine be my guest.
MTU (who owns detroit diesel) Actualy will sell you parts for them. Every part you need brand new or remanned. As for experienced people I know of a few old buzzards on forums I can run to for help as well as my elders.
Excellent video! Really cool and informative! I love trucks and heavy equipment. I wish I was a my nephews ages again. I'd be in diesel class. Oh well...
I'd get a kick out of getting some classes from that guy. Seems very sharp in the world of Diesel engines. I hope those kids realized what kind of Info this guy was giving them. I'd have stayed after class and picked his brain. Great vid.
Dublin bus used to run DD engines on the old KD series busses built by Bombardier. I remember them being monstrously loud, but still being big, comfy smooth things compared to the newer yokes.
I love these engines. Work around a bunch of 8v71t engines daily. They're just beasts and I love hearing them running open straight of the turbo. Shakes the building.
Hello Augie here i just posted about my International Paystar5000 Dump Truck that has this 8v71 Detroit engine. Could you possibly advise me as to how to cool this Engine Down? It creeps up in temperature. I bought this Paystar5000 Dump Truck in Late April 2022 and i am trying to get issues worked out on it. Any suggestions will be Appreciated. Thank you
tom --- Rode on those buses when I was in the service back then. They were quieter and more comfortable and a greyhound bus drivers wore uniforms drove fast and were respected.
I live in the part of Pennsylvania where strip mining was a big thing. In the 70s, my friends dad was the operator of a Euclid TC-12 bulldozer. That was a huge machine that had an engine and drivetrain for the right side and a separate engine and drivetrain for the left side. Both engines were Detroit 6 cylinder two strokes. Because of the high revs and distinctive sound, the machine was referred to as the, “buzzin dozen”. I watched it work. It had a blade that was really wide and really high. When he was stripping cover, the blade would gather a pile of dirt to where he couldn’t see where he was going and the machine rolled on like it was running empty.
What a beauty of engine, very advanced with its four valves per cylinder and also very little smoke, wonderful engine! the engineer who presents it very accurately in his comments, thanks
318 had a 250 rpm power band from 1900-2150 governed against over rev. Scream it, grab a gear. Scream it, grab a gear. 13 speed, Low: first, second, third, fourth, split 5 direct, split 5 overdrive, 6 direct, 6 overdrive, 7 direct, 7 overdrive, 8 direct, 8 overdrive. Screamin' Jimmy! Yeah, they were sweet. I also drove a 1976 FORD 9000 Louisville with a 6-71 DETROIT, inline six with the same transmission. Governor was set for 2300. Instead of exhausting through twin stacks there was only one. This baby would wake the dead. I can remember many times going through small towns at two and three in the morning. I could see the bedroom lights coming on in the side mirrors as I rowed the gears down the street. A lot of drivers didn't like the Road Ranger. They preferred the Fuller, which was Low, Intermediate and Direct; instead of Low, Direct and Overdrive. One transmission split the gear; the other split the range. To each their own. I liked the Road Ranger myself, but, I was equally proficient either way. It's difficult for anyone from that time period that was hands-on, to not have a certain sentimentality for the Detroit Diesel.
Victor Djinn..... Fuller and "Road Ranger" was ONE and The Same!!.... "Road Ranger" was the series brand name of Fuller Transmissions!! As far as the 8V71's "power band", it was NOT from "1900 - 2150"!... its actual power band (maximum Torque curve) was flat, from 1250 to approximately 1750 on the factory, temp controlled dynamometer readings... however, "real world" power output is wholly dependent on timing setting, injector size, elevation, ambient outside temps, barometric pressure, humidity, etc, etc.... just like Any engine... the outside variables Always dictate the actual power output at any given time.... and as far as actual power available at the wheels, where the numbers really count.... add to all the above, the final overall gear ratio between the transmission(s) and the differential(s) as well as rim/tire size. Also, and Very importantly.... the lugging ability (sustainability) of the torque produced by ANY engine, is Directly related to piston Stroke travel and whatever overall gearing between the flywheel and the tires..... gearing choices and "make or break" the power output of ANY engine. I won't question whether or not you actually ever drove a truck.... but from your description of things, I will say that at the very least... your "information", or the source of it, is seriously misgiven.
EATON. FULLER. Two separate entities. EATON acquired FULLER in 1958. In 1978, the 13 speed EATON ROAD RANGER transmission split LOW, DIRECT and OVERDRIVE. The 13 speed FULLER split LOW, INTERMEDIATE and DIRECT. This was how we (Halliburton Cement and Acid International) distinguished between the two. They are different. Not the same. Our 6-71 engines were governed for 1900 to 2300 rpm. Our 8-71’s were governed for 1900-2150. When the engines were in service they were not operated below 1900 rpm. Below 1900 rpm the truck was stationary at an idle. The engines were not lugged. When rpm dropped down to 1900, the transmission was down shifted, and the engine revved back into the power-band. As a matter of fact, if a driver was caught lugging an engine it was grounds for dismissal. The same thing went for the dummies that think they’re showing the world something by shifting without the clutch. As you can see my post is not written in the interrogative, and, there will be no further discussion. CLASS DISMISSED!
@@victordjinn632 You are way too stupid to invite an intellectual challenge to.Eaton and Fuller are 1 entity and they still are today.I have no idea where you are getting your info from.Obviously not from any seat time spent with any Fuller/Eaton/Spicer/Allison products at all.
@@victordjinn632 by the 318 do you mean the 6v53s? Cause that came out to about 318 cubes, curious cause I've never heard them called that, but the rpm range sounds about right
Funny story,around 1978 I was in the Army stationed in Hawaii,we had a R.T forklift fitted with a Detroit Diesel.Four Cylinder engine.Got a new operator,he had never heard of a two stroke Engine.Operator decided that engine was running too fast said he did not want to be blamed if engine blew up.I tried to explain the engine to him,he did not believe me.He got some 2LT convinced engine was defective,2LT forced me to call support,they came over hooked up a tachometer,showed 2LT and operator engine was ok.2LT ordered me to put fofklift on deadline until engine was repaired.Had to get BN CO involved before I could get the Forklift off deadline.Some people's kids.
Bob Homer hehe I wouldn’t say couldn’t. Those old Detroit’s had a nasty habit of sometimes getting stuck on full fuel either when the rack got stuck, or the rack pin in the governor would break or fall out (usually that only happened after an overhaul, which is why we always had the CO2 fire extinguisher ready when we would do a first start on one in the shop) Luckily I worked in a place where the old timers knew these engines, I’m the only one my age that I know of who knows how to set a Detroit rack and governor.
Wait a minute. 2 stroke diesels are no longer allowed anywhere in US? Well, except on the water I guess... I guess they forgot to tell the plethora of old boat owners out there, still running these Detroit 8-71’s and also 6-71’s in the marine version. My 53ft Chris Craft’s equipped with twin, 6-71, Detroits. A good motor and I love them.
Best engine ever made..just listen this... How a engine built long time ago..works better than new ones..I was driving old gmc in North West of Mexico when 12 years old... believe it or not... Truck was dead in unloading accident..we remain use engine in water pump...just turn crankshaft in opposite direction.... multi functional engine used in trucks,cranes, marine duties,power plants etc...
For those who may be wondering, California outlawed these for trucks in commercial service. Operators were forced to "repower" with newer diesels. For private use, buses and coaches, the Detroits are still running strong! Nothing sounds sweeter than a Detroit. Oh, in case you're wondering, they don't drool like a Saint Bernard as long as you maintain the gaskets and seals. The crankcase breathers can be refitted with an oil separator venting to the intake, super clean.
Man I love that sound it never gets old I want to find 2 and put one in my 08 f150 and another one in my shop on an engine stand and run it all the time.
