One for the screamer buffs

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

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

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...............

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

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

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

Dave my shop manual says... No.

...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 ??

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

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.