Test run of an old Detroit 2 stroke diesel , this engine is from a sunken fisching boat in Lake Vänern . See fhotos on Webshots,search Album INGER-BRITT
I had a 6-110 generator on a small ac plant started accidently wide open after sitting two years scared the shit outa me, used it for ten more years with out touching it! great engine
Yes, Detroits are a mechanically scavenged 2 stroke diesel. The 'supercharger' is nothing more than a blower to force intake air in and exhaust gases out. There is a bit of supercharge there but later versions had turbos to improve power.
spencnaz..... actually, the first GM Diesel engine to be turbocharged, was the 6-110... nearly 16 years before the 8-71 truck engine was made available in 1975.
I repaired these engines from sardines fishing boats a long time ago. These engines are very good, lot of power and torque. This engine is smoiking a lot, smoke should be gone in a minute. This smoke could be bad adusted fuel injectors, I do wonder why the salt water pum was not removed from the engine. These motors were connecte to Allisons transmissions and used to go very far! Polltion and contamination stoped the production, the same with many two strokes engines.
@@mikecubes1642 these older engines also don't have valve stem oil seals. A little blue smoke from leakdown from the valve stems usually clears up when the engine gets warm.
JORGE E Thomas.... "Pollution and contamination" had absolutely Nothing to do with the discontinuing of production of the 6-110 in 1965. It had Everything to do with the introduction of the Series 71 "V" engines in 1957.... especially the V12 in 1961. The V12NA (Series71) even with the "smaller" N60 injectors at 2100 was rated at 390hp (depending on altitude, air temp & density, etc, etc, etc... like All engines) with about the same amount of torque as the 6-110... and about 800+ lbs Less weight than the 6-110. The 6-110N or T weighed between 4,050 and 4,500 lbs depending on application (marine, being the heaviest) and added engine accessories, such as an air compressor, Turbocharger, etc, etc. The V12 - 71 weighed between 3,160 and 3,600 lbs depending on application - again, with the Marine engines being the heaviest with water cooled manifolds, heat exchanger, water cooled turbocharger (usually twins), etc, etc. The V12TA's that I had in my two KW's were around 3,310 lbs with twin turbos.
@lexpee this is a marine engine, they have heet exchangers on them wich is basicly a radiator in a box on the front of the engine. without water pumping through the heet exchanger you are safley able to run them for like 5 min before you need to let them cool down.
Basically unfiltered air going in the blower - but I supposed he'll put a filter on it eventually. Can't imagine that they get a lot of dust in his area : )
That's because of the open intake, plus when Detroit recast the blocks to accept the 6-71 blower, they had to speed it up 30% to provide enough airflow for correct scavenging and air/fuel ratio.
Too every one commenting on it not having cooling it is a diesel with no load so little heat too rev too high idle, if it were a gas engine it would produce much more heat.
Detroit Diesel 6-110 straight six 2 cycle 10.8 liters displacement great engine. In Brazil GM vehicle plant built 53 series or models 4-53 and 6V53 this engines started production in Brasil in 1977 and production ended 1979 delivered Ford F- Series F/FT-7000 and GM C/K D-60 4.53 engines 3.5 liters displacement 140 CV DIN and Ford F- Series F/FT-8000 6V53 engines 5.2 liters displacement 202 CV DIN and semi-trailer heavy truck two axles Ford F- Series F-8500 6V53 5.2 liters displacement 202 CV DIN 30.5 tons combined weight 61000 lbs.
It was Not "cold".... it was running Before he recorded the video. If you look closely at the exhaust stack, you can see small wisp's of smoke trailing off in the air.
@@Romans--bo7br Prototypes we’re rumored to have been made for 53, and 92. You’d have to talk to a representative at Detroit, and they’d have to dig through the archives to confirm though…
@@Joe-tu5qw... Hi Joe, Thank you for your reply. With regards to your reply.. I would place very heavy emphasis on the use of the word "Rumored". Speaking as one who has been in the "back room" of DD, years ago... and who worked with DD on an advisory / consulting level in the early/mid 1970's and also having a 4 year degree in Diesel Engine Design, Development & Theory, specializing in 2 cycle from the 1960's (studying 3 of 4 years directly under P. Nicholas, one of the lead engineers who designed the very first GM Diesel 2 cycle prototype engine (a 4-71).... my previous statement above, still stands. Thank you, again for your reply and thoughts. Respectfully.
Logan333.... The 6-110 was produced from April 1945 through August of 1965. When Detroit Diesel released the "V" blocked Series 71 engines (& the Series 53 as well) in 1957 and especially the V12 (Series 71) in 1961.... that signaled the end of the 6-110, most unfortunately. The original 6-110's were produced with a rear mounted Centrifugal blower, which was driven at a 13:0.1 over-driven ratio which was fine for constant rpm applications, or as used in Budd RDC's (Rail Diesel Car) where they were governed at a maximum of just 1,600 to 1,800 rpm and no chance of Over-speed above 2100 rpm (crank speed). As used in Mining / Haul Trucks and governed at 2100 rpm.... they would not tolerate ANY amount of over-speed conditions without the compressor turbine in the centrifugal blower disintergrating and sending fragments into the engine. They (R&D) began a redesigned of the block in late 1950 to accept a roots blower (as used in various sizes on All the Series 71 in-line engines of the era) and eliminated the centrifugal blower. Detroit Diesel added a Turbocharger to the Roots blower in 1960... with minimal boost, and a hp rating of 349 from the factory.
Slooter3s..... Forget it. They're Too Heavy (4,100lbs+/- for the post 1952 Roots scavenged engines) and physically too large to fit in Any GMC Bus, of Any year. Power output (stock) for the 6-110T was about the same as an 8-71T with N70 injectors (350hp @ 2100+/-)... but more torque than the 8-71T. The 6-110NA (like this one in the video) was "generally" rated in the range of 325hp with anywhere from 980 to 1141 ftlbs of torque, depending on settings, rpm, altitude, ambient air temp, air-box air temp & density, etc, etc.
@Mister S thanks, wish I had more in person experience with these old Detroits. Only ones I have experience with is the boat anchor 6.5 and 6.2 they put in the late 80's early 90s chevy pickups and blazers.
@@conner5611.... it's also Not "loop scavenged" as is the common, small 2 cycle gasoline powered versions.... the Series 51 engine was the only exception to that rule, at GM Diesel in the 1950's.
That was experimented with in the early/mid 1950's in colaboration between the GM Heavy Truck Div. and GM Diesel, with 3 modified units being built. Unfortunately, the engine was too far ahead (in terms of hp and torque outputs) of the metallurgical technology of the era for truck clutches and power trains and was therefore shut down... too soon. That turned out to be a very bad decision on GMD's part with regards to the coming needs of the trucking industry, as the 6-110 & it's future (at that time) 6-110T version, (especially).. was Years ahead of all the 4 cycle diesel truck engine competitors in relation, again, to power output.
They were also too heavy. That would cut into pay load, especially back when most state highways east of the Mississippi where maxed at 73,280 lbs, as opposed to 80,000 as of the mid 80’s. They were a very smooth sounding engine, I believe they had inline crank throws at 180 degrees as what would 120 degrees as typical in a six cylinder engine. I had a friend who had one in a 100 ton American crane. They where popular in boats. Last one I saw was chained across the chassis of a truck being used as a weight over the drive wheels used for ploughing the trucking company yard in Sault Ste Marie Ontario into the early 90’s. A rather ignominious end to a work horse. It’s a shopping centre now.
'm Sorry for this engine that he so must come on his end. Full gas without cooling. At the smoke to see is the engine in very poor condition poor engine. He rest in peace for all he has done. Hopefully he is quickly out of his misery redeemed.
I had a 6-110 generator on a small ac plant started accidently wide open after sitting two years scared the shit outa me, used it for ten more years with out touching it! great engine
Qwantos hp ?
Exactly. Lots of folks seem to think the blower is some sort of optional power adder. Nope - installed on every 2 stroke Detroit.
Wow, even after being submerged in water for about 6 years, it still runs! It is impossible to kill a 2 stroke Detroit!
Awesome engine! I sit behind a Detroit every day, but it's nothing like this one!
The open blower was cool never seen one like that!
Ahhhhhh, that's the cause of that magnificent noise. (^o^)
Yes, Detroits are a mechanically scavenged 2 stroke diesel. The 'supercharger' is nothing more than a blower to force intake air in and exhaust gases out. There is a bit of supercharge there but later versions had turbos to improve power.
spencnaz..... actually, the first GM Diesel engine to be turbocharged, was the 6-110... nearly 16 years before the 8-71 truck engine was made available in 1975.
Qwantwz hp??
I repaired these engines from sardines fishing boats a long time ago. These engines are very good, lot of power and torque. This engine is smoiking a lot, smoke should be gone in a minute. This smoke could be bad adusted fuel injectors, I do wonder why the salt water pum was not removed from the engine. These motors were connecte to Allisons transmissions and used to go very far! Polltion and contamination stoped the production, the same with many two strokes engines.
blue smoke means its worn out usually but it could be a bad injector or 2
@@mikecubes1642 these older engines also don't have valve stem oil seals. A little blue smoke from leakdown from the valve stems usually clears up when the engine gets warm.
JORGE E Thomas.... "Pollution and contamination" had absolutely Nothing to do with the discontinuing of production of the 6-110 in 1965. It had Everything to do with the introduction of the Series 71 "V" engines in 1957.... especially the V12 in 1961.
The V12NA (Series71) even with the "smaller" N60 injectors at 2100 was rated at 390hp (depending on altitude, air temp & density, etc, etc, etc... like All engines) with about the same amount of torque as the 6-110... and about 800+ lbs Less weight than the 6-110.
The 6-110N or T weighed between 4,050 and 4,500 lbs depending on application (marine, being the heaviest) and added engine accessories, such as an air compressor, Turbocharger, etc, etc.
The V12 - 71 weighed between 3,160 and 3,600 lbs depending on application - again, with the Marine engines being the heaviest with water cooled manifolds, heat exchanger, water cooled turbocharger (usually twins), etc, etc. The V12TA's that I had in my two KW's were around 3,310 lbs with twin turbos.
Buenas tardes, alguien podrá informarme acerca de que si estos motores aun se les conseguirá partes de repuestos. GRACIAS.
Awsome video! detroit diesel power all the way, good running engine!
I got one of those in my 1941 seiner but it is now keel cooled. Hadn't run in 3 years and it fired up no problem.
Hardware Store..... When was your 1941 seiner, re-powered with a 6-110? Did you do the re-power, yourself?
That Jabsco raw water pump was fried in the first few seconds.
Yep...
@lexpee this is a marine engine, they have heet exchangers on them wich is basicly a radiator in a box on the front of the engine. without water pumping through the heet exchanger you are safley able to run them for like 5 min before you need to let them cool down.
The series 110 Detroit diesel engines are Pretty rare.
Qwantwz hp??
@@manoelgid4283 this one is about 330-400hp
We used to run th 671 Detroit in the Navy when I was in. The slant 671 would turn over 3300RPM
Basically unfiltered air going in the blower - but I supposed he'll put a filter on it eventually. Can't imagine that they get a lot of dust in his area : )
holy fuck, I can definitely hear the difference between this and a 6-71
Qwantwz hp??
That blower sounds like a freakin air raid siren
That's because of the open intake, plus when Detroit recast the blocks to accept the 6-71 blower, they had to speed it up 30% to provide enough airflow for correct scavenging and air/fuel ratio.
To bee a tostroke engine run the engine very nice 😁👍👍👍👍
Listen to that blower scream!
The plan is to put in in an Isetta...
Hey klaus l just acquired a 6-110 any tips for sourcing parts and getting this beautiful machine working again?
At least this one has the root blower on it instead of the other blowers that were extremely loud and didn't work so well
I know a Budd RDC car that needs two of these. This one has an injection orob.
That's remarkable! It does have water in it's water jacket though, right?
Too every one commenting on it not having cooling it is a diesel with no load so little heat too rev too high idle, if it were a gas engine it would produce much more heat.
Detroit Diesel 6-110 straight six 2 cycle 10.8 liters displacement great engine. In Brazil GM vehicle plant built 53 series or models 4-53 and 6V53 this engines started production in Brasil in 1977 and production ended 1979 delivered Ford F- Series F/FT-7000 and GM C/K D-60 4.53 engines 3.5 liters displacement 140 CV DIN and Ford F- Series F/FT-8000 6V53 engines 5.2 liters displacement 202 CV DIN and semi-trailer heavy truck two axles Ford F- Series F-8500 6V53 5.2 liters displacement 202 CV DIN 30.5 tons combined weight 61000 lbs.
@Loganp333 thanks sir.
@nick49669 as quickly as it started i doubt it was cold. might have been preheated ( started first before filming?) i could be wrong though
The pipe was smoking before the startup.
Dont understand everbody speeding Up .thats is a old engine dear user !
Well at least there wont be any birds getting ingested.
i was already warmed i saw the smoke at the very beginning
what are you going to put it in.
thats good rev a cold motor
It was Not "cold".... it was running Before he recorded the video. If you look closely at the exhaust stack, you can see small wisp's of smoke trailing off in the air.
@AcaAllertor127 There are 6-92's out there although it's more common to find 6V92's.
Loganp333..... There were NO in-line engines produced in the Series 92 family.... not even a single prototype.
@@Romans--bo7br Prototypes we’re rumored to have been made for 53, and 92. You’d have to talk to a representative at Detroit, and they’d have to dig through the archives to confirm though…
@@Joe-tu5qw... Hi Joe, Thank you for your reply. With regards to your reply.. I would place very heavy emphasis on the use of the word "Rumored".
Speaking as one who has been in the "back room" of DD, years ago... and who worked with DD on an advisory / consulting level in the early/mid 1970's and also having a 4 year degree in Diesel Engine Design, Development & Theory, specializing in 2 cycle from the 1960's (studying 3 of 4 years directly under P. Nicholas, one of the lead engineers who designed the very first GM Diesel 2 cycle prototype engine (a 4-71).... my previous statement above, still stands.
Thank you, again for your reply and thoughts. Respectfully.
! No! I´ts in my garage ! planning to connect some radiator from a truck
What hp
Gun ??? where ??
100% C♥♥L
How many Hp is a 6110? I knew they had some but never seen one , Wonder how it would be in a truck ???
In the centrifugal blower version they were 300 hp at 1800 rpm. Not sure about this Roots blown version.
I thought they went from the series 92 to the series 149? I've never heard of a series 110 before.
They quit building the 6 110 in 1956. With the external fuel rails on the 110 they were to long and tended to break
@@cbmech2563.... Sorry, but.. Neither of what you stated is true.
Logan333.... The 6-110 was produced from April 1945 through August of 1965. When Detroit Diesel released the "V" blocked Series 71 engines (& the Series 53 as well) in 1957 and especially the V12 (Series 71) in 1961.... that signaled the end of the 6-110, most unfortunately.
The original 6-110's were produced with a rear mounted Centrifugal blower, which was driven at a 13:0.1 over-driven ratio which was fine for constant rpm applications, or as used in Budd RDC's (Rail Diesel Car) where they were governed at a maximum of just 1,600 to 1,800 rpm and no chance of Over-speed above 2100 rpm (crank speed).
As used in Mining / Haul Trucks and governed at 2100 rpm.... they would not tolerate ANY amount of over-speed conditions without the compressor turbine in the centrifugal blower disintergrating and sending fragments into the engine.
They (R&D) began a redesigned of the block in late 1950 to accept a roots blower (as used in various sizes on All the Series 71 in-line engines of the era) and eliminated the centrifugal blower.
Detroit Diesel added a Turbocharger to the Roots blower in 1960... with minimal boost, and a hp rating of 349 from the factory.
@GINmetallist cuz theres no induction in a 2 stroke diesel
What is that big motor at 2:00 ?
maybe a 75hp fairbanks morse hot bulb
Güzel
it looks it's set up as a marine engine
They were, but they worked pretty well for trucks at the time.
Hey...your house at 1:54 is totally buried. You should dig it out.
soo, how good and how hard would this motor pull in a 1994 GMC BUS?
Slooter3s..... Forget it. They're Too Heavy (4,100lbs+/- for the post 1952 Roots scavenged engines) and physically too large to fit in Any GMC Bus, of Any year. Power output (stock) for the 6-110T was about the same as an 8-71T with N70 injectors (350hp @ 2100+/-)... but more torque than the 8-71T.
The 6-110NA (like this one in the video) was "generally" rated in the range of 325hp with anywhere from 980 to 1141 ftlbs of torque, depending on settings, rpm, altitude, ambient air temp, air-box air temp & density, etc, etc.
Qwantwz hp??
Nice Messerschmitt.
It will now forever burn in Hell ! -I have sold it to Norway !
@sideshow45 blue smoke = oil
whats the cause of the blue smoke? running lean?
Cold
@Mister S some one else beat you to it 12 years ago. Lol back when I didn't know a damn thing
@@sideshow45 Ha, the old comment is gone! - Those old N/A Detroit's smoked until they were practically overheating! - You Gotta Start Somewhere!
@Mister S thanks, wish I had more in person experience with these old Detroits. Only ones I have experience with is the boat anchor 6.5 and 6.2 they put in the late 80's early 90s chevy pickups and blazers.
cool...burnin some oil......
For a diesel its so quite
It has a miss -
hmm..... why you think it will forever burn in Hell?
Its 2 stroke so the oil works its way through, i think i call for low ash SAE 40.
It doesn't burn oil like a normal 2 stroke it has a closed crank case
@@conner5611.... it's also Not "loop scavenged" as is the common, small 2 cycle gasoline powered versions.... the Series 51 engine was the only exception to that rule, at GM Diesel in the 1950's.
Qwantuz hp? ?
What is cooling this engine? You shouldn't run any engine without coolant for more than 30 seconds, or you will cause serious damage to the internals.
Put that in a truck :D
That was experimented with in the early/mid 1950's in colaboration between the GM Heavy Truck Div. and GM Diesel, with 3 modified units being built.
Unfortunately, the engine was too far ahead (in terms of hp and torque outputs) of the metallurgical technology of the era for truck clutches and power trains and was therefore shut down... too soon.
That turned out to be a very bad decision on GMD's part with regards to the coming needs of the trucking industry, as the 6-110 & it's future (at that time) 6-110T version, (especially).. was Years ahead of all the 4 cycle diesel truck engine competitors in relation, again, to power output.
They were also too heavy. That would cut into pay load, especially back when most state highways east of the Mississippi where maxed at
73,280 lbs, as opposed to 80,000 as of the mid 80’s. They were a very smooth sounding engine, I believe they had inline crank throws at 180 degrees as what would 120 degrees as typical in a six cylinder engine. I had a friend who had one in a 100 ton American crane. They where
popular in boats. Last one I saw was chained across the chassis of a truck being used as a weight over the drive wheels used for ploughing
the trucking company yard in Sault Ste Marie Ontario into the early 90’s. A rather ignominious end to a work horse. It’s a shopping centre now.
it dont sound like no Detroit
Yes, it sure Does!! The 6-71NA sounds the same with a center outlet manifold and left hand rotation.
Messurshcmitt
'm Sorry for this engine that he so must come on his end.
Full gas without cooling.
At the smoke to see is the engine in very poor condition
poor engine.
He rest in peace for all he has done.
Hopefully he is quickly out of his misery redeemed.
Gun ?? where ??