- Posts: 3199
- Thank you received: 928
One for the screamer buffs
8 years 7 months ago #162451
by Dave_64
One for the screamer buffs was created by Dave_64
Having a look at an old posting, and if I am reading this right, G.M. made over the years, (for automotive use) both the 53 series as well as the 71 series in both in-line as well as Vee formation. This had been the case well before the advent of the later 92 series.
But, I have never seen any reference to a STRAIGHT 6-53. 3-4, V6 yes, I have even heard but cannot confirm a V8/53 but somehow doubt the authenticity of it. But no straight 6-53.
The other query is, can anyone confirm if the 110 series were EVER installed in a production line vehicle. I know that they were primarily a railcar/industrial application. Perhaps because of the size/weight of the engine they wouldn't have been considered. Again, and i.d.s.t.b.c. I have heard of special application off-highway trucks (think it may have been a Pacific) being fitted with the 6-110, but would imagine it would have been very early days.
Possibly Swishy or one of his screamer mates would be able to shed some light?
Cheers, Dave
But, I have never seen any reference to a STRAIGHT 6-53. 3-4, V6 yes, I have even heard but cannot confirm a V8/53 but somehow doubt the authenticity of it. But no straight 6-53.
The other query is, can anyone confirm if the 110 series were EVER installed in a production line vehicle. I know that they were primarily a railcar/industrial application. Perhaps because of the size/weight of the engine they wouldn't have been considered. Again, and i.d.s.t.b.c. I have heard of special application off-highway trucks (think it may have been a Pacific) being fitted with the 6-110, but would imagine it would have been very early days.
Possibly Swishy or one of his screamer mates would be able to shed some light?
Cheers, Dave
Please Log in to join the conversation.
8 years 7 months ago - 8 years 7 months ago #162452
by roKWiz
Heritage Stonemason
In order that the labour of centuries past may not be in vain during the centuries to come... D. Did
Replied by roKWiz on topic Re: One for the screamer buffs
Hi Dave, 8V53 do exist there's a couple of good youtube video around.
Here's some information on them
www.4btswaps.com/forum/showthread.php?72...an-8V53N-truck-motor
Here's some information on them
www.4btswaps.com/forum/showthread.php?72...an-8V53N-truck-motor
Heritage Stonemason
In order that the labour of centuries past may not be in vain during the centuries to come... D. Did
Last edit: 8 years 7 months ago by roKWiz.
Please Log in to join the conversation.
Less
More
- Posts: 1584
- Thank you received: 839
8 years 7 months ago #162453
by BillyP
I CAME INTO THIS WORLD WITH NOTHING & STILL HAVE MOST OF IT.........................
I used to be a truck driver,
but i am now not a truck driver ,
on a good day i can remember
that i used to be a truck driver.
Replied by BillyP on topic Re: One for the screamer buffs
Dave
Yep, there were quite a few 8V53 re powers around (but I never came across one fitted
as new....but that is not to say that they didn't exist)
When I had my second trot at Liquid Cartage (Brambles) they had just started getting subbies.
One bloke there had a Deutz Jupitor ....he turfed the engine out & fitted an 8V53 .
Yeah,......it sounded like a swarm of bees going down the road. Funny bloke...he had a driver (called shakey)
that lived in the truck full time(that's another story) as they had fitted a sleeper to the cab & drove 2 up.
From memory I think the jimmy went OK.
Another was (I'm sure by the exhaust note) a plastic cab Atkinson, dark blue, that dragged an ally tipping trailer
carting gravel in west Sydney area..The exhaust note was a high pitched scream,that you could hear for
miles .If you were travelling next to it, you were looking for your ear plugs.
...............Billy...............
Yep, there were quite a few 8V53 re powers around (but I never came across one fitted
as new....but that is not to say that they didn't exist)
When I had my second trot at Liquid Cartage (Brambles) they had just started getting subbies.
One bloke there had a Deutz Jupitor ....he turfed the engine out & fitted an 8V53 .
Yeah,......it sounded like a swarm of bees going down the road. Funny bloke...he had a driver (called shakey)
that lived in the truck full time(that's another story) as they had fitted a sleeper to the cab & drove 2 up.
From memory I think the jimmy went OK.
Another was (I'm sure by the exhaust note) a plastic cab Atkinson, dark blue, that dragged an ally tipping trailer
carting gravel in west Sydney area..The exhaust note was a high pitched scream,that you could hear for
miles .If you were travelling next to it, you were looking for your ear plugs.
...............Billy...............
I CAME INTO THIS WORLD WITH NOTHING & STILL HAVE MOST OF IT.........................
I used to be a truck driver,
but i am now not a truck driver ,
on a good day i can remember
that i used to be a truck driver.
Please Log in to join the conversation.
8 years 7 months ago - 8 years 7 months ago #162454
by Swishy
FWIW
KWopper chain drive me thinx twaz repowered wiff a 6-110 bout 330 HP long B 4 V8, V6,etc
Me thinx the U.S. Navy R inluv wiff the V6-53 as they stihl make n m n may B available wiff alloy block
Not for get n
the rare 2 n 4-51 series a tru 2 stroke wiff out valves
EDIT: SMORE INFO
The Detroit Diesel Series 51 was a two-stroke diesel engine built by General Motors, Detroit Diesel Division from 1951 to 1959. Unlike other GM/Detroit Diesel engines, the 51 series designation did not refer to the cylinder displacement, but rather to the year it was introduced. Two versions were produced, an inline two-cylinder (2-51, 108 cu in (1.8 L)) and an inline four-cylinder model (4-51, 216 cu in (3.5 L)). It was a simplified version of the Series 53 that did not have exhaust valves. This was accomplished by using loop scavenging ports for both intake and exhaust along with a mechanical blower (supercharger).
This engine used a dry sleeve with 9 intake ports and three exhaust ports in that sleeve. These sleeves were located in such a way that the exhaust ports lined up with exhaust ports in the block that were physically higher than the intake ports in the block. This resulted in pressurized cool air being forced through the intake ports just after the exhaust started exiting (note that the exhaust ports in the sleeves were higher at the top than the intake ports while the bottom of all ports in the sleeve are at the same height. The net compression ratio is 18:1.
Unlike a two cycle gasoline engine, the crankcase was not used to draw in the fuel/air mixture. Instead, the supercharger forced air in the intake ports and diesel was injected by a camshaft actuated injector which was pressurized by a gear pump. Since the Diesel fuel is injected just before top dead center virtually no unburnt fuel is expelled in the exhaust unlike a two-cycle gasoline engine. The elimination of exhaust valves reduced the complexity and weight of the engine. The power output and rpm of this engine was controlled by governing the intake air and controlling the opening of the injectors with shutdown accomplished by completely closing off the air intake.
The much lower weight of this engine compared to engines with valves made it quite suitable for applications where other motors of the same horsepower were not feasible. Its uses include: Marine propulsion, generators, pumps, air compressors, road graders and other industrial uses. It was never factory installed for automotive purposes but conversion kits and engines were made available for automotive use. This engine design did not see wide use due to not being able to reduce the exhaust noise to an acceptable level due to any exhaust restriction causing a reduction of power and efficiency. It was a very fuel efficient engine with a very high power output to fuel consumption ratio.
cya
OF ALL THE THINGS EYE MISS ................. EYE MISS MY MIND THE MOST
There's more WORTH in KENWORTH
Replied by Swishy on topic Re: One for the screamer buffs
FWIW
KWopper chain drive me thinx twaz repowered wiff a 6-110 bout 330 HP long B 4 V8, V6,etc
Me thinx the U.S. Navy R inluv wiff the V6-53 as they stihl make n m n may B available wiff alloy block
Not for get n
the rare 2 n 4-51 series a tru 2 stroke wiff out valves
EDIT: SMORE INFO
The Detroit Diesel Series 51 was a two-stroke diesel engine built by General Motors, Detroit Diesel Division from 1951 to 1959. Unlike other GM/Detroit Diesel engines, the 51 series designation did not refer to the cylinder displacement, but rather to the year it was introduced. Two versions were produced, an inline two-cylinder (2-51, 108 cu in (1.8 L)) and an inline four-cylinder model (4-51, 216 cu in (3.5 L)). It was a simplified version of the Series 53 that did not have exhaust valves. This was accomplished by using loop scavenging ports for both intake and exhaust along with a mechanical blower (supercharger).
This engine used a dry sleeve with 9 intake ports and three exhaust ports in that sleeve. These sleeves were located in such a way that the exhaust ports lined up with exhaust ports in the block that were physically higher than the intake ports in the block. This resulted in pressurized cool air being forced through the intake ports just after the exhaust started exiting (note that the exhaust ports in the sleeves were higher at the top than the intake ports while the bottom of all ports in the sleeve are at the same height. The net compression ratio is 18:1.
Unlike a two cycle gasoline engine, the crankcase was not used to draw in the fuel/air mixture. Instead, the supercharger forced air in the intake ports and diesel was injected by a camshaft actuated injector which was pressurized by a gear pump. Since the Diesel fuel is injected just before top dead center virtually no unburnt fuel is expelled in the exhaust unlike a two-cycle gasoline engine. The elimination of exhaust valves reduced the complexity and weight of the engine. The power output and rpm of this engine was controlled by governing the intake air and controlling the opening of the injectors with shutdown accomplished by completely closing off the air intake.
The much lower weight of this engine compared to engines with valves made it quite suitable for applications where other motors of the same horsepower were not feasible. Its uses include: Marine propulsion, generators, pumps, air compressors, road graders and other industrial uses. It was never factory installed for automotive purposes but conversion kits and engines were made available for automotive use. This engine design did not see wide use due to not being able to reduce the exhaust noise to an acceptable level due to any exhaust restriction causing a reduction of power and efficiency. It was a very fuel efficient engine with a very high power output to fuel consumption ratio.
cya
OF ALL THE THINGS EYE MISS ................. EYE MISS MY MIND THE MOST
There's more WORTH in KENWORTH
Last edit: 8 years 7 months ago by Swishy.
Please Log in to join the conversation.
8 years 7 months ago - 8 years 7 months ago #162455
by werkhorse
You might Laugh at me because I'm different, I laugh at you because you're all the same
Replied by werkhorse on topic Re: One for the screamer buffs
Yes the 110 exists .... A lot of rail motors had them ....
8V53 were a great repower as Billy said .... Around 247 hp .... There was a guy in the early 70s that had an LAD cabbed Leyland repowered with one .... He featured in a few ads in Truck & Bus magazine ... Think he did Syd-Adelaide with it
8V53 were a great repower as Billy said .... Around 247 hp .... There was a guy in the early 70s that had an LAD cabbed Leyland repowered with one .... He featured in a few ads in Truck & Bus magazine ... Think he did Syd-Adelaide with it
You might Laugh at me because I'm different, I laugh at you because you're all the same
Last edit: 8 years 7 months ago by werkhorse.
Please Log in to join the conversation.
8 years 7 months ago #162456
by Dave_64
Replied by Dave_64 on topic Re: One for the screamer buffs
Thanks Guys!
Answered 2 out of 3 of my dumb questions, now all I want to know is if there was ever a STRAIGHT 6 cyl 53 series?
Dave
Answered 2 out of 3 of my dumb questions, now all I want to know is if there was ever a STRAIGHT 6 cyl 53 series?
Dave
Please Log in to join the conversation.
8 years 7 months ago #162457
by roKWiz
Heritage Stonemason
In order that the labour of centuries past may not be in vain during the centuries to come... D. Did
Replied by roKWiz on topic Re: One for the screamer buffs
Dave my shop manual says... No.
Heritage Stonemason
In order that the labour of centuries past may not be in vain during the centuries to come... D. Did
Please Log in to join the conversation.
8 years 7 months ago #162458
by defective
Replied by defective on topic Re: One for the screamer buffs
...the simple answer would be that if you could have a 3/53 should almost be able to have a 6/53...the whole range of GM 2 strokes were of a "modular" design weren't they ??
Please Log in to join the conversation.
Less
More
- Posts: 6830
- Thank you received: 4758
8 years 7 months ago #162459
by Mrsmackpaul
Your better to die trying than live on your knees begging
Replied by Mrsmackpaul on topic Re: One for the screamer buffs
8V53 were factory fitted to Diamond Reo's in Australia out of the factory so to speak
Diamond Reo removed the 6V53 and fitted the 8V53 in its place and sold them to the customer that way as new with V8
Dunno how many they sold but it must have been a few and it was the older P series as I call them the very first one was talked about as a Diamond Reo but was badged as a Diamond T so that should give a hint to the age when these were done I fairly sure it was 1968
Paul
Diamond Reo removed the 6V53 and fitted the 8V53 in its place and sold them to the customer that way as new with V8
Dunno how many they sold but it must have been a few and it was the older P series as I call them the very first one was talked about as a Diamond Reo but was badged as a Diamond T so that should give a hint to the age when these were done I fairly sure it was 1968
Paul
Your better to die trying than live on your knees begging
Please Log in to join the conversation.
8 years 7 months ago #162460
by bigcam
Replied by bigcam on topic Re: One for the screamer buffs
As far as I know there has never been an inline 6/53.
I heard Detroit dropped the 8V53 because its power rating was pretty much the same as a 6V71 or 6/71.
8V53's were popular as boat engines as well.
I heard Detroit dropped the 8V53 because its power rating was pretty much the same as a 6V71 or 6/71.
8V53's were popular as boat engines as well.
Please Log in to join the conversation.
Time to create page: 0.544 seconds