Why the Two-Stroke Diesel Was AHEAD of its Time 

I’m a simple man, I see 2 stroke Detroit, I click

I drove semis with DD 8V92's, 6V92s and a 12V71, They were powerful, reliable, and loud! That Buzzing Dozen was a blast todrive.

I can't believe that you didn't include a sound clip of a 2 stroke diesel! They sound so freaking good!

I was taught in diesel mechanic school by a navy vet instructor that a pair of 6-71s could be made to run opposite direction and built as mirrored twins for clockwise/counterclockwise propellers. It keeps the boat running straight in the water. The inlines could be assembled in a variety of ways. A great marine engine in WWII.

I’ve seen one set for 10 years. Started in less then a minute, after adding fresh fuel, new batteries, and good coolant. It’s the perfect prepper engine for generators.

One of the biggest advantages of the two stroke diesel engine is in powering electric generators. The fact that “every stroke is a power stroke” as the marketing literature used to say, means two stroke engines react extremely fast to load changes. This is especially important when operating generators. Many stationary and marine generators are still driven by EMD, Detroit Diesel and Fairbanks Morse two stroke engine designs for exactly that reason.

Detroit Diesel: Converting Fuel To Music since 1938.

I have two turbo charged 671's in my boat. love them, never have problems like the newer ECM controlled engines, and they sound awesome

Detroit Diesel built this country. Consider this: Detroit Diesel 71 series was designed in 1938, and essentially ran basically unchanged in design until Detroit went to four stroke with the 60 series in 1987. Almost 50 years unchanged, while CAT, Cummins, etc were constantly changing their engine designs and platforms. The CAT 3406 for example only ran from 1973 to 1987. So despite being designed in the 1930s, the Detroit Diesel remained a viable option for all sorts of applications until emissions finally killed it. Talk about timeless!

You stick to what you know. You know more than most of us. You tell the story in a unpretentious no bullshit kind of manner. There's no stupid background music playing way to loud: That's a thumbs up from this guy.

i was a 91B in the army, wheeled vehicle mechanic, and in our older fueler trucks (HEMTT) they had the massive 8v92TA engine. dead nuts realiable and could could tow a freaking 6 stor building

Even in Australia these engines are infamous. So many old scrapers, trucks, graders, and logging skidders from the last century came with one, but rarely were those machines the fancy type: these were the toughest of the tough amd that's why people still rave about them. Also if you want an idea of their power: the 225 timber jack skidder came with a 353 detroit. This motor is only 159 cubic inches or 2.6 litres in displacement, and the motor was apparently released in the late fifties. This motor had about 100 horsepower, and in a skidder, that already weighed around 8 tonnes could then haul another 6 or so tonnes off the back. If a 158 cubic inch diesel from the fifties moving 15 tonnes of weight all day every day doesn't impress you, then nothing will.

Awhile ago I had read that this a company that make emission compliant parts (injectors, cams, pistons)for those older Detroit 2-stroke series diesels. Suppose to bring those engines up to Tier 2 emissions 2005 and earlier. Surprisingly parts are still widely available for those old Detroit's! They made over 4 million of those engines and about 1.5 million are still in use today world wide. It's been said that there wasn't a better engine that could turn fuel into noise and smoke! Love those old Detroit's!

One thing not mentioned was the fast acceleration of the 2 stroke over the 4 stroke diesel. The 8V-71 was fun to drive racing through the gears.

love the video but the smallest 71 series detroit is acualy the 1-71 or the one lug jimmy as they called it in the navy. they were and in some cases still are used on ships as emegancy pumps and generators due to thier abilty to run at full load for extended periods of time due to thier extremly good thermal efficnty. DD also made a 2-71 with a 180 degree firing order. also to give you an idea of how the detroit disel 2 strokes stand up to other disels. the 4-53 detroit is a 3.5L 4cyl 2 stroke that outpreformed the 12v cummins acorss all the years it was manufactured. it was lighter smaller and made more power, and had cylider sleves so it was rebuildable.

I liked Detroit Diesels In boats because you can nearly always get them to run well enough to get you back to port. Biggest in one of mine was a pair of 12V71TIs. 720 hp each.

I actually work on marine two strokes as a marine engineer it is pretty amazing being able to reverse the engine typically on older engines this is done by an extra lobe on the cam shaft then with shifting of the roller reversing the firing order of the engine. Some newer designed 2-strokes dont have camshafts at all its all done via computers and hydraulics.

You briefly mentioned GM purchasing Electro Motive Diesel at the beginning of the video. As a division of GM, Electro Motive (EMD) almost single handedly dieselized road freight and passenger trains in the 1940s and 1950s, also with a two stroke design, the 567. It went on to evolve into the extremely popular 645 in the 1960s. A further evolution into the 710 came out in 1985, and was in production for US railroad applications until 2014. The two stroke EMD 710 is still being produced for marine, export, and emissions credit locomotives to this day.

A new two stroke diesel is actually being developed by Achates Power to meet cleaner emission standards. They are utilizing an opposed piston set up and lots of new technology for 3, 4, 6 cylinders layout for passenger and commercial applications. It's super neat tech and does let two stroke diesels back onto the road.

Cut my technician teeth on DD 2 strokes starting in the late 80's. Absolutely amazing that the original engine was designed on a drafting table especially considering the complexity and versatility. Funny to watch other manufacturers "borrow " the technology and then say that they are the first. Look at Cummins for example: First 2 piece piston, NO. First Comon Rail, NO. First Electronic controls, NO. Best warranty, NO. Most Reliable, NO. 16 Cylinder configurable, NO. I think you get the picture, I could go on for days.

The Detroit Diesel design was also licensed to Minsei/Nissan Diesel starting in 1955, hence the trademark UD (or Uniflow Diesel).

I have a 1976 Ford F250 4X4 Crewcab, 4 speed with a 5831 Spicer auxiliarly 3 speed with Overdrive, NP205 & a Kingpin Dana 60 powered by a 4-53T that runs great and I hope to keep it running as long as I can.

I have a 671 in a crown school bus with a 10 speed Eaton transmission. Running through the gears it's so much fun. I love to drive that bus more than I do my Corvette.

I bought a navy boat built in 1942 with the original 3-71 detroit and rebuilt it myself 3 years ago. I have never worked on a diesel before, but the parts were easily found and were relatively cheap considering they were bigger than any of the gasoline engines i worked on before. the engine came apart so easily and i was able to replace the cylinders pistons rod and crank shaft bearings etc in place in the boat. I sent the head out to a machine shop. I have never had such an easy time than with this engine, and it started up first time i tried and has been running so reliably it is amazing.

We saw a lot of 92 series Detroit Diesels. 8v92 were in a lot of GMC Astros

The genius (in the in-line Graymarine then GMs) was that with one pile of parts and two starters you could assemble an engine in eight different configurations- blower left or right, exhaust left or right, and CW or CCW rotation.

I'm not an American but, I know and love Detroit Diesel with their 2-stroker diesel. See, DD release the 6-71 with 238hp output (hence most people back then called it "Detroit 238" or just "The 238") with 6.98 litres of displacement, meanwhile, Cummins put out 220hp from 12.7 litres of displacement, the NH series. The then managed to get 275hp by centrifugal-supercharging it. After that, Detroit came up with 8V-71 with 318hp (Detroit 318 or just called it "The 318") with 9 litres of displacement. Then Cummins give out 300hp from a 14-litre NT series with turbocharging. Noted that the Detroits were Naturally Aspirated (they have big roots-blower in order to make them move, so it is naturally aspirated) and the fuel consumption is nearly the same. Because they really near the edge of 71 series power output, they came by enlarging the bore from 108mm to 123mm called the 92-series, so the 8V-71 is now equal to 6V-92 and the fuel consumption is "a bit" less than an 8V-71. The 53-series really are competing with petrol engines and small diesels for light-duty trucks (I don't know small diesels for light truck in America that time, so I kind of not really know about history of 53-series or their competitors). After emissions gettinf stricter in the late 80s, Detroit makes 4-stroke diesels, the 60-series for a 6-cyl and 50-series for 5-cyl in 90s. But, the series 92 get a new Electronic injection, from DDEC (Detroit Diesel Electronic Control) I up to IV and most of them going in millitard and buses, trucks are slowingly turned to 60-series. Mind you, the series 53 and series 71 is passed away in the late 70s/early 80s. If I put the list of diesel engine for trucks and buses : 1. Cummins (prove of efficiency, good sounding, reliable, and affordable) 2. Detroit Diesel (new boy with promise of POWEEEEEEEERRR, simplicity, easy-to-use, astonishingly beautiful as well as most distinctive sound, and make you thinking "is this thing leaking oil or not?") 3. Caterpillar (the badass reliable piece of diesel which some of their road-going diesels came out from tractor/heavy machinery equipment, e.g. bulldozers, thus make it pricier and their clattering sound which is beautiful) 4. Mack (underrated reliable engine but they just made for their marque) 5. International Harvester (they do build diesels) Then, International are out, followed by Caterpillar in 2010s and there is new boy in the corner, PACCAR.

Great information! I was in the fire service and we were told Detroit diesels were popular in fire apparatus applications because they performed well off a cold start. Other diesels at the time were sluggish until they warmed up. I remember our department took delivery of a pumper in the early ‘90’s with a 6-71N and it leaked oil on the floor that first day! Lots of turbo lag but once it kicked in it would sing.

I had Detroit's in my trucks when i had trucks, moved to Cummins Big Cam series & N14's. But there is ANOTHER industry that still has a significant amount of those two strokes, Rail roads. The EMD's made in the 1960's and thru to the 1990's are often STILL in service. CSX has EMD SD70AC's and a LOT of SD40-3's still in service. And for those who like the old school analog controls, EMD had made the sd70M-2, and they also are still in service , mostly with short lines or switching. My local rail road New York Susquehanna and Western is ALL Two Stroke EMD powered

Someone probably covered it but the reason buses mostly used DD engines was you moved one gear and you had an engine running in reverse that could them easily "push" the bus. You could also pancake the in-line engines. Lay it horizontal. Flat left or Right. Not a problem. Marvelous engine for its flexibility. The 3 cylinder cam also worked in the V6. 3 cylinder head worked on the 6V. 4 cylinder head worked on the 8V and the 16V. The 6 cylinder head worked on the 12V. Blowers were flexible too. 2 6-71 blowers on the 12V. 2 8V-71 blowers on the 16V. This was true for the 53 and 71 series. I don't remember a V block for the 110 series. Really loved by the military for the flexibility. Cut down on parts inventory. The down side was they did not like to run hurt. Also they were lower on torque so you shifted more in a truck. In the early 70's Mack did a comparison with a Cat, DD, and N855 Cummins compared to their Maxidine in a drive from LA to NYC. Fuzzy memory but something like 5800 shifts for the Mack. 10,000 for the Cat. 12000 for the Cummins and 18000 shifts for the DD. Many people told me as a young truck driver if you had a DD to slam your hand in the door first thing in the morning and stay mad at the engine all day. Because of the high pitched whine of the engine, you could drive it all day and sleep with the noise all night. I guess that if you could keep them cool you could really get a lot of power out of them. In a marine application, I understand that you could get upwards of 400 hp out of an in-line 6-71 (different injectors) from an engine that was referred to as a 238 (standard 6-71 or 6V-71 with N65 injectors??) in the trucking world. Big issue was keep'em cool and wound up!

I was a firefighter for 38 years starting in the early 1980's. When I first started with the fire department all of our newest fire apparatus were power by the 8V92 TA paired with an Alison automatic transmission. These rigs where absolute rockets. I worked in the maintenance shop for a short time before I was hired full time as a firefighter. We had to replace the drive line on all of these rigs because they used too light of tube for the driveline and they were breaking them because of the torque. Sadly the Detroits gave way to Cummins 4 stroke engines.

The best things about a 2 stroke diesel: Can you jump over the oil on the ground? Does it turn over? Does it have fuel? It's going to run. Just resurrected an aviation fuel truck with a 6V72 that has been out of commission for over 5 years. Charged the batteries. Pulled the dipstick. Cranked, and it fired right up like nothing had happened. Remarkable machines.

The 53 series was utilized in OTR as well. My father owned probably 6 trucks with 8v-71s. Although they were leaky they provided a great service and was cheaper to overhaul than the NTC at that time.

There was also a 1-71 and 2-71 ever since the 30’s also. In 1951 they made a 51 series that was a valveless engine too but they were unreliable and made obsolete when the 53 series was introduced.

Detroit 2 strokes are still super popular in DOD applications, and airport fire fighting as well. Our airport has two teledyne trucks with 8V92T that have been in service for 30 years

I used to chase the garbage truck with my bike so could hear that screaming diesel. Of course, I had no idea they were 2t diesels. And the school buses sounded wicked with a 20’ long straight pipe!! I miss those days.

The 71 series was in all thinkable configuarations 1-71 2-71 3-71 4-71 (have heard about 5-71) 6-71 and so on and the best thing with those engines is that they use the same pistons,sleevs valves injectors and more so the parts where easy to find,those engines was so simple build so if you had an piston ring brakedown and if you need to rebuild the engine the time after you had the engine on the stand and start to take it down and build it up should not take more than 12-14 hours if you work effictive and have an little crane to help with lifting

I absolutely love Detroit 2 strokes. Pure artwork! Great video and info! Ty.

Look into Achates Power. They have a 2-stroke design that looks very good. It can meet todays emissions but I think with the push for electric vehicles they haven't been able to create any demand.

We used the Detroit diesel 60 series in the Coast Guards RBM hooked up to a reduction gear and jet driven... probably the coolest boat I've ever worked on!

P&H (P&H cranes) made two stroke diesel engines. They were very similar to Detroit's. They had aluminum blocks. I have a six cylinder version with two scavengers and the biggest turbo I have ever seen. Very cool engines. On another note there is a guy on RU-vid that converted a Detroit to common rail. Quite an achievement.

1-71 was the smallest 71 series. There was one next to the GTMO Boat Shed back in the late 80's. Just used to pull barrel boats out of the water. Was a cute little engine.

Detroit Diesel name didn't happen until 1965. 1938-1965 they were called General Motors Diesel.

Drove trucks with 6N71 (238) and 8V71 (318) engines for years. The Roots style compressor was used to pressureize the the crankcase for the intake air. This could cause a problem if idled for long periods of time, like to keep the engine and driver warm in winter overnight parking. (starting an engine in cold weather was an art form) (this was what I was told, never happened to me) The fuel system would load up and the idle speed would start to rise. If not caught it would bypass the injection system governor and the RPM would rise to dangerous levels so high that it would suck oil out of the engine and run on that even with the fuel cut off. The engine could rev itself apart. So Detroits had two shut off cable pulls the normal one cut off fuel (or compression release I forget which I just drove them) and the emergency shut off closed the air intake. Two strokes have a problem (well sort of) they rev easy (two strokes develop 2/3 the power of a four stroke twice as often) but they lack torque. So to keep one moving, as in up hill, you had to keep the RPMs up which required lots of fast down shifts. Just little hills would require a shift or two when a four stroke might not. Get behind the torque curve, or miss a shift, and it would take a long time to get your speed back up. Detroit engines would never rust, they were always coated in oil. If one stopped using oil it was getting ready to fail. And there was often a puddle, or brown spot, under where they were parked. The run backwards feature was useful in marine use. Some boats worked better if the shafts of two engines turned in opposite directions. So rather than have a gear that changed the shaft rotation, with a Detroit you could get an engine reverse kit from Detriot and have one engine run backwards. They were not exactly fuel efficient, but with 19 to 21 cents per gallon not a big deal. I talked to a driver who had a 12V71 Freightliner, Powerliner. He said he got about 2.8 miles per gallon. One story of a Detroit truck: back in the 70's there were a group of trucks going down the interstate and they discovered the state weigh station was open and one of the group was overweight. They got in line to get weighed with the heavy truck rear the back. The Detroit truckdriver choked the engine off "accidentally" while on the scale and covertly pulled the engine shut off cable. (they were on the floor) The starter will work but the engine will not start (it will spin a little faster than normal). As the driver "tried" to get his truck to restart the line got longer so the DOT started waving trucks around the scales. After a while one of the "good ol boys" DOT men walked up to the truck and asked the driver if his over weight buddy had been waived around? The driver said yes. So the DOT guy said Ok then you can go now. The driver pushed down the shut off nob started the truck and went on his way. (the DOT guy knew by the engine sound what he was doing) A different world back then I guess.

Great Video. You have stated the fact that these engines were and still are a good engine.having built quite a few along with Cummins and Cat. They can hold their own in the world of diesel engines. Love the sound of those V-12 Detroits. Nothing comes close

There's nothing more satisfying than listening to a good o'le Detroit running down the road. That sweet diesel sound. I know I have 1 just look it up.

That was quite interesting on how tge two-stroke diesel engine works. I remember when I was in high school. Were made a small one cylinder steam engine. It worked similar to the two-stroke diesel. Steam went thru one port. It's port Were at the top.

I used to work on Detroit Diesel heads and I loved the job.

Ive got a 4 stroke 6.5 Detroit, they had a bad wrap but nowadays theres alot of aftermarket support to make these engines stout! Gone over 13k miles in the past 8 months with the ol girl coming up on 300k miles and alot done to it thanks to QuadstarTuning

I drove a single axle GMC road tractor two stick 10 speed with 6-71 Detroit Diesel. Foot to the floor Rpms screaming never letting off shifting as fast I could man that was a ripper. Hasn't been any thing else I drove could compare. I'm a Diesel Technician 23 years in the trade.⚒️

6v71 turbocharged was better than the 8v71, i drove a truck with the 6v71 turbocharged and that engine would just light up and go! I love the screamin jimmy!

Love the sound of a 2 stroke Detroit…. Have 3 of them in rts buses

All this love for 2 stroke Detroits. Talk to anyone who drove trucks with them, and drove Cat, Cummins, Mack, Or 60 Series. None want to return to "The Best Engine Ever DesignedTo Turn Fuel Into Noise". They were remarkable in many ways, not on the road.

When I was an EN in the Navy I worked on 271 generator sets, 671 landing craft engines LCM, and 610 for Box L's. All of them worked great. By using the transmissions you move a LCM side ways to tie up to another boat or the pier. The Box L's looked like minature tug boats (65ft long) and were use to trans port sailors to where they needed to go. The hardest thing you can do on a boat is install the oil pump on a slant 671 in a 36 Ft OMB. Not fun. One problem we had was the copper fuel line that ran down to the the fuel pump on the front of the blower. The vibration could cause the copper to crack. That sprayed fuel into the Roots blower. Nothing important happened to the engine, but you couldn't shut the engine down util you wraped a rag around the line so you could get back across the Clyde to the tender. EN 1

Most ships nowadays have the engine running an electric generator and use motors to spin the propellers. Lot easier to reverse, and much more compact than needing a massive driveshaft.

Back in the early 80s i worked for an electronics firm manufacturing genset controllers owned by DD in Sth Aust . Next door was the DD service centre i was always amazed at the massive size of the rail engines with their superchargers and turbos combined. Hearing them on the dynos was deafning.

I wonder how many US military vehicles have a diesel particulate filters and DEF injections systems on them?(Sarcasm) The 2 stroke diesel could be run in reverse unintentionally as well, along with the capacity to run on high concentrations of oil they could runaway. The 3 cylinder head was directly communicated to the 6V71, the 4 cylinder head was directly communicated to the 8V71 and so on for ease of inventory. I believe you left out the 92 series Detroit as well, but those only came only as V engines. Great vidya. Nothing sounded like a V8 Detroit supported by a 13 speed when the driver hit every gear. The tonality never seemed to change until the driver hit the high side of the gearbox. Cheers.

Seems like alot of people here have rose tinted shades. I work on these for a living and no they're not great engines. They are an engine that worked for it's time. Practical out of date by the 50's. They do work good in boats and thats what its main goal was. They weren't that good in trucks. You cannot get the power to fuel consumption out of them like a four stroke. It's a flathead V8 compared to a SBC. The fuel consumption was horrible on these and the noise is extremely loud(screaming jimmy). These engines are dinosaurs compared to what we have had in the last 40 years. More so its people holding onto nostalgia over accepting the fact it got outdone years ago.

Would just like to add. My Dynahoe-190 with its SMALL 353 it was standard at a digging depth of 19 feet. I ran a 190 in 1979 digging sideswewer stubs. It dug through Hard pan like no sweat. Thats why I bought a used one. The power my 190 digs is just out of this world, tree stups no problem. The Dynahoe backhoe was the most powerful Backhoe of its time. I am always amazed at what it can dig with that 353. Its my baby, the things I have done with this 19000 pond beast is just unrealistic. And remember Bucyrus built the backhoe fram into the whole machine, not an add on Backhoe. 😊

Another limitation of the 2-stroke blower scavenged engine is the low-end torque is not as great as the 4-stroke engine. The way you drive a Detroit Diesel was before you got into the cab, slam the door on you hand so that you were good and mad and slam the thing through the gears like you hated it. The 2-stroke would gain revs quicker than a 4-stroke, so keep the "Jimmy" screaming at all times.

I love the 3-71 in our 1946 Allis Chalmers HD7 crawler. The sound is amazing and it starts no matter how long its sat in the woods waiting for service. Wish they could come back.

I frequently work on the 4 cyl Detroit supercharged 2 stroke diesels. Run them all the time. They last forever. we joke and call them three strokes, as that moment at BDC is called scavenging, (if it has a name, its a stroke lol). Awesome video! well done. I really hope someone makes a new opposed piston 2 stroke diesel.

Good ole Detroit 71 series . Amazing engines . I had a crane with a 8V92 , It was also a screamer and sounded so awesome , but my head would ring for a while after a short 1/2 hour ride , I cant't imagine the truckers that drove these trucks millions of miles pulling 80,000 lbs .

A company called Achates Power are reintroducing a 2 stroke opposed piston engine to the military and vehicles. Also recall that 2 stoke diesels were quite the rage in Britain for a time with Tilling Stevens opposed piston engine and Foden also had a 2 stroke. I'm sure there are others I don't know of.

I worked at a Detroit Allison repair shop years ago, I was mainly the transmission guy we got a lot of fire trucks most had 8v71 2 strokes and Allison 5 speed automatics, perfect for getting to a fire fast, they sounded so good and made lots of power at a higher rpm than most diesels, what killed the 2 strokes was fuel usage they were thirsty

technically it could come back but only in something like an opp engine would still have an egr and dpf system

The 2 stroke Detroit Diesel engine design goes back even further to Germany in around 1880’s . The exact origins are cloudy at best. The concept/design past through a couple of companies and made it to the USA around 1900 and Winton wound up with it and in all this Electro Motive diesel also purchased the rights to the design in this time period. So it’s kinda amazing that somebody in Germany came up with it but it wasn’t Rudolph Diesel or Mr Benz. But with GM perfecting the unit injector the engine really took off.

I used to work on these in the early 70's, they were built like a brick ___t house. There was the 3 valve head called the "N" series which was a little more efficient. They used these in busses and marine applications A great video brings back memories. Thanks

Always thought, but didn't know for sure, that the name Detroit, came from GMC having sales to both Ford and Mopar, wanted to have the " GMC " logo removed from their lineup . The GMC Diesels were exactly the same as the Detroits, except for the rocker covers, that had a large GMC emblem stamped in the sheet metal covers . In any event there were probably thousands of GMC and Chevy trucks with GMC stamped rocker covers .

I had a 6n71 in a dump truck, drive it like you hated it and it was a wonderfully reliable engine. Unique sound that prompted the message, "turned fuel into noise".

Two stroked are being tested as an opposed piston setup. EloctroMotiveDivision still used two strokes for locomotives, ships, and power production.

I've had 471's and 653's in my boats. With a displacement hull, clean air, regular oil changes and clean fuel they run forever. 30,000 hours no problem. I love Detriot's, I just put a lot of sound insulation in my floor.

Detroits can be run backwards also (although not easily). It was the best engineered engine of it's time, and could be reconfigured in several different ways (like swapping the front and back of the engine). V-1710 Allison engines could also run backwards with a minor change, one of the few gasoline engines that could do so from that era. Both of them were GM products.

the unit injectors in these Detroit diesels were 50+ years ahead of their time - cool vid

Get rid of the EPA. Problem solved.

I ran an 83 KENWORTH w900 gravel truck with trailer. It had a 6V72 Detroit with blower and turbo. Loved that truck. 😎

The best sounding diesel engines ever!! The model number of the engine was simple. The first number is the amount of cylinders and second was the cubic inch size of the cylinder. So a 6-71 would be a 6 cylinder with 71 cubic inches per cylinder, and so forth. Also, the "V" in between the numbers signified if it was a V configuration. Did I mention how awesome they sounded? 😅

When I Graduated from High School, Back in 84. I Worked @ A Large Family Owned Welding & Fabrication Shop 2nd Generation. One of There Long Time Customers Came in During The Off Season To Get Work Done on His Logging Truck. It Had A V-12 Detroit Diesel Under The Hood, """ THAT """ !!! Was An Impressive Slight !!! He Said For The Last 30 Years He's Had The Fastest Logging Truck On the Mountain. It Was Twin Turbo & Supercharged. The Supercharger Would Get Him Moving, Then @ About 1300 to 1500 The Turbos Would Kick in To Red-Line. He Could Pull More Logs To The Mill Per Load, And Run Back Up The Mountain Faster Than Any Truck. He Said On Average He Delivered Two More Loads A Day Than Any Other Driver

Abolish EPA.

I’ve had them run in reverse rotation a few times. Always by accident! Stalled a Timberjack 230 pushing brush into a pile. Stalled and the pile pushed me backwards. Exhaust started coming out of the air cleaner haha

Disband the EPA already… and CARB while we are at it.

I was in the scrap industry in the 70-90. We ran 3-71s and 6-71s on a variety of equipment . Bullet proof. Powerful.

Uncle used to irrigate with a slew of 3-71 & 4-71 Detroits. They ran for days on end in the same spot, pulling water up 600’ or more. I remember how the oil soaked dirt around them would bead up water when pivots passed over. Also changed oil with them running. Just crack the drain valve, add a jug of oil while same-ish amount drained out.

Beautiful simplicity and awesome technology for the time...love me some screamin' D

I ran a small nodwell with a 4-53 in it. We called it the banshee, and not because of the speed. It was one hell of a screamer.

The simulation was rotating backwards, the supercharger was drawing the AFM from the combustion chamber. These are great engines, I have 2 8V71 in a boat.

I've seen a couple of 1-71, pretty much just museum pieces. 2-71 were used in railroad refrigeration cars, and Coast Guard 82 footers had a pair of 2-71s for generator sets.

Got myself a 6.5L DD as a project after working on the 6V53T so often. You cant beat the sound of a Detroit

I love the 2 stroke Detroit diesel, they had a unique sound ,my grandfather drove a Pete cabover ,with a 8v71 ,and a 13 speed roadranger Trans, that thing would screem ,loved the sound

I have an 8v92 in my Peterbilt. Hasn’t let me down yet with almost 1.6 million miles on it. Great engines and always turning heads

Great explanation. Missed one thing on the Detroit, had a guy tell me their engineers started with an oil leak, and built an engine around it. Holds true to this day.

I've owned, cursed and nursed both a 4.71 and a 6.71 but worked a summer wrenching on a old minesweeper fitted with a Napier Deltic, a British made 18 cylinder two stroke diesel with 6 banks arranged in a triangle with three crankshafts. 88l (5384 cu inch) and 3100hp. The 60's rail locomotives common in the UK used two of these as diesel-electrics. You can still find some of these units used as generating plants on some Greek islands (Napier was owned by GE).

I’m a simple man, I see 2 stroke Detroit, I click. Detroit Diesel: Converting Fuel To Music since 1938..

There is a guy on RU-vid that converted a Detroit from mechanical injection to electronic injection. Was pretty cool

At one time the EMD two-stroke dominated the rails. When I worked for the rail over half the locomotives were EMD. There were even some Fairbanks-Morse two-stroke opposed piston locomotives. One of the advantages of two-stroke power over four-stroke power, at least according to switching crews, was the way that a two-stroke more quickly responded to the throttle. Open throttle on a two stroke, and the locomotive grabs rpms and starts to move almost immediately. On four-stroke, open throttle, wait a few seconds for the engine to chuff up to speed, then engine starts to move. And these EMD's and F-M's sounded cooler, louder, smoother and more powerful.

Dust Runners Automotive Journal, you make great videos. Thank you !!!!

We have a 1974 roller packer at work with a 353 Detroit. Man it loves to scream!

All those GM "old look" TDH transit buses were awesome sounding with those 2 stroke Detroit diesels!

Just another hunk of iron. I worked on 53, 71 and 92 series engines as well as the later 4 stroke. For comparison I also worked on Cummins, Cat, Mack, etc. Most diesel mechanics I knew hated Detroits. They puked oil out every gasket and the "oil box drains". They ate thier blowers and it was possible on earlier models for them to "run away". Tuning was an art, and some mechanics absolutly refused to work on them. Personally, if you had an old boat, tractor etc, with one of these, I would run it. Keep oil and coolant and they will scream along. But as soon as it fails, and parts are getting scarce, replace it with sonething else, anything else. It will be cleaner and make more power.

running in reverse was a common occurrences in those old Detroit's never knew what you were gonna get when you turned the of coarse positive ground on those old freightliners didn't help. It was always a good ideal to look at the pulleys on the back of the motor before you put her into gear to which way the pulleys where spinning. good times good times 🤣