Detroit diesel series 50 swap meet

Detroit Diesel In A Chevy Pickup - Other Truck Makes - gtfd.info

The proven L Series 50 engine is the smaller, four-cylinder version of the Series 60, with the same heavy-duty qualities. With a horsepower range from. A brief story of the Detroit Diesel - a two stroke high speed Diesel engine. I am happy to have met James Jensen, a serious enthusiast of Detroit Diesels, who The Series 71 built by Diesel Engine Division of General Motors, was, at first, only . to GM's Truck and Coach Division, and to Gray Marine for marine conversion. Ah the elusive diesel engine: power, strength and the raw horsepower to get the Cam replaced the small cam and was the first engine by Cummins to meet the The Detroit Diesel Series 50 cylinder heads were casted by John Deere.

Cummins guys will fight until their dying breath that the Cummins 5. The debate is as old as Rudolf Diesel himself. Good thing someone else is willing to take the bullet for me. The guys over at Capital Remanhave given it their best shot to rank the Top 10 Best and Worst diesel engines of all time. This article is about what they came up with. Did they hit the nail on the head or completely miss the target on this one?

You need to tow something these engines have got you covered. It is a favorite of fleet managers because they run forever, have great torque to power ratio and can actually be rebuilt right in the frame of the truck. Number 5 seems fitting for the best diesel engine for the sheer number of units currently still on the road. Ford adopted the Powerstroke officially in but was unofficially in production starting in The predecessors were bigger 6 cylinders however an International bean counter decided it would be a grand idea to chop off 2 of the cylinders producing a 4 cylinder engine.

Mack has always been known as a slow and steady workhorse. It produced its first hook and ladder fire engine inproduced over 6, trucks for the US and British Military during WWI and helped build the Hoover Dam in These are the engines that built America.

detroit diesel series 50 swap meet

This included development of governors, blowers, and new welded crankcases instead of cast steel. All of this, was an attempt to improve the weight to horsepower ratio. InKettering began his own research into two-stroke diesels, by having Winton build two single cylinder test engines, with 8 inch bores, and 10 inch strokes.

Detroit Diesel Series 50 - Wikipedia

Kettering sent his son Eugene to Cleveland, to work alongside Winton engineer, Carl DeWitt Salisbury, to perfect the injectors to be used in the engines. Development continued on these prototypes and in December,a 6 cylinder, two-stroke Winton Model began testing. It ran at rpm and produced HP, with a power to weight ratio of These engines were to be used to prove Mr.

Kettering's basic design; commercial applications were not expected to come as soon as they did. A gentleman by the name of Ralph Budd, was to change all of that.

Budd was a director at Burlington Rock Island Railroad, which was in the process of building a lightweight, streamline train, built of stainless steel. The engine was a perfect match for this new train, and in Octoberthe third was installed in the Pioneer Zephyr. These engines propelled this train past crowds of people that lined the track, to watch this new style of travel.

The US Navy began testing a V12 version of the engine, for use in submarines. Out of the five companies to submit engines for Navy tests, only the Winton engine was selected.

detroit diesel series 50 swap meet

Now that the engine was past the test stages and production was ramping up, there were some arguments between Winton and GM, about which direction their business should go. Continue the development of the two-cycle engines, or drop that program and continue with the four-cycle engines.

Winton, it seemed, did not want to continue the two-stroke engines, and GM did. But development continued and in ; Eugene Kettering and Carl Salisbury began development of a successor to the A engine. An increase in cylinder displacement, resulted in the Model A and a refinement of simpler construction, resulted in the A; an engine that would go on to be used in great numbers, for both the navy, and in postwar years for commercial use in the United States.

Once this project was complete inKettering and Salisbury brought some Winton engineers down to GM and began designing the Model Designed originally for use in EMC trains, the was introduced in and took the railroad world by storm. This division continued to develop four-stroke Winton designed engines, as well as two-stroke General Motors designed engines; making this, the only division of GM, to produce four-stroke diesel engines.

EMC would continue to develop trains and the engines. Several different displacement sizes were also developed for the war effort, including the "pancake" engine built by EMD. The A was a vertical engine with the pistons in a radial design, stacked on top of one another. It was used to power US Navy anti-submarine boats. This design maximized horsepower while minimizing weight and space needed for the engine room. GM 12V A The birth of GM's 71 Series While development on the "big" diesels continued, the two-stroke principal was being applied to a smaller engine.

The goals for these engines were that they be suitable for mass production, and be easily adapted to different applications.

It was recognized that these engines would have an entirely different market compared to its bigger brothers so a separate division was set up. William Crowe, an engineer, working for Kettering, was assigned to this project. Some space at the Cadillac Motor Company was set aside for this fledgling division.

It was decided that the engines, which would go on to become the Series 71, would be available in three sizes; a 3, 4 and 6 cylinder. But these engines were not just scaled down versions of the bigger diesels. The design was the same, but development of the smaller engine had its own problems.

Lubrication and supply sources for the blower rotors, almost cut the engine development completely. But these problems were overcome, largely due to Kettering's belief in the two-stroke theory, and in the first of these engines came off the line.

Production was limited at first, and then inalmost engines were sent to GM's Truck and Coach Division, and to Gray Marine for marine conversion. Inthe engine was sent to various suppliers, such as Allis-Chambers for use in their tractors. Before the United States declared war inUS companies were producing equipment for allied countries already fighting the Nazi's. This included GM Diesel which provided engines for use in tanks, standby generators, road building equipment and other applications, for British and Russian armies.

For the marine side, GM provided EMD, Cleveland Division and Gray Marine with engines without oil pans, exhaust manifolds, flywheel housings, oil pumps, front mounts and cooling systems. This allowed each to develop their own components to work for their needs.

Gray Marine concentrated on providing engines for the landing craft program, while EMD and Cleveland built main, and auxiliary engine packages, for tugs and other Navy vessels.

Detroit 8.5L Series 50 DDEC 2 Diesel Engine-SOLD3-29-17-CR.

That jumped to 62, in ; and these numbers do not take into account engines built for Gray Marine. At its height of military production, engines were coming off the assembly line at approximately per month. Gray Marine really took GM's engine and made it shine. Power was available in single units up to a quad six arrangement, with either a single shaft or dual shafts. In multiple units, each engine could be taken off line individually, while the others carried on powering the ship.

detroit diesel series 50 swap meet

This flexibility, along with simplicity in design, made these engines ideal for war time use. Compared to other manufactures of engines for the war, GM provided Quite an accomplishment for relatively new engines. What might have been even more important to GM Diesel's success, were the returning servicemen praising and using the many surplus engines, available after the conflict ceased.

Gray Marine built two different styles of marine engines. The first was a standard unit which they describe as a "commercial style". This engine was rated at The other style was a "high output Navy style" with "battle rating" of Marked on the governor cover on high output engines, was the word BATTLE; and when placed in this configuration the engine put out a total of HP, whereas out of battle mode, it would make HP.

Detroit 50 SERIES Rebuild part 2

There were several other differences between the engines involving injection timing, oil coolers and thermostats, but the basic engine used, was the same. Navy style engines were mounted on frame rails and all vessels using these engines were made to fit these rails, making it quick and efficient to replace defective units.

Originally located at the Southeast corner of Denman and Georgia in Vancouver, Hoffars was also the distributer of Gray Marine gas engines, and Johnston outboards. Hoffars was started by two brothers, Jim and Henry Hoffars; and when the two split ways, Jim became the sole owner of Hoffars Limited.

Very few GM Diesels were on the west coast up tobut soon after hostilities ended, surplus Navy s became readily available. In Jim Hoffar passed away and his son Peter took over the business and few years later the company moved to a new location on-West 1st Ave at the head of the new False Creek commercial fishing floats. William Bill Hughes went to work for Hoffars Limited, as a Temporary Mechanic and within three months, was moved up to a Journeyman Mechanic working in field service.

He remembers Hoffars being a very busy place, with both new engines, and Navy surplus engines. Hoffars would buy the high output surplus engines; rebuild them with in-house modifications, such as replacing 90mm injectors, which were causing over fuelling problems, and replacing with 60mm injectors. The marine gears were also modified with kits sold by Twin Disc, to change the gear ratio from 1. Surplus 's were not always purchased from the Navy, many came out of generators and even GM Diesel powered tanks.

Local owners would buy two engines, using one in their boat and leaving the other as a spare engine. In many instances, it was easier to buy and rebuild a surplus engine, then it was to purchase a new engine from GM.

In the course of his duties, Bill did many startup inspections of engines, either in new or re-powered boats. These inspections included checking the alignment of the installations, hooking up water and fuel lines and horsepower checks. Done with the rocker cover off, "just in case something went wrong", these horsepower checks on tug boats would include a "dock push". The tug would be placed up against the dock and the governors buffer screw was taken out.

We'd look for RPM out of the engine. If they didn't get that speed then the propeller size was wrong and we wouldn't give them warranty. On pleasure boats they would do the same test, but they would have to do it in Coal Harbor once they were past the CN Docks, where they were allowed to "open her up". Bill remembers one wooden tugboat they were testing which had the entire afterdeck under water.

There was so much power out of the engine, that the propeller was sucking the back of the boat down into the water. It was only available as an inline six cylinder, and had a continuous rating of HP at HP. This engine, along with the 71 series, was available in twin sets, either beside each other, or running inline into a common marine gear. As an example, a HP Superior engine, which ran at RPM, was 22 feet long by 8 feet wide, would be replaced by a 's turning at RPM loaded, fitting easily into the same area, even allowing more space in the engine room.

In GM Diesel introduced the Series 51 engine. A valve-less engine rated at 87 HP, it used different port sizes on either side of the liner to allow exhaust gases to escape. Its replacement, the Series 53, came in This engine powered thousands of boom boats along with log skidders in the forest industry. Bill Hughes became Preventative Maintenance Mechanic at Hoffars, which involved going to different companies and doing a check list of work on the engines.

One engine stands out in Bills memory. One job stand out in his mind, "I did some work for a company that had about 40 boom boats, all tied up; bouncing and banging into each other. I had to do the work at night so everything was done with flash lights. I got down to where the engine was in one and discovered that all four engine mounts were broken. Every time they went forward, the engine moved forward.

Every time they went in reverse, the engine slid back. There were deep grooves cut into the cast iron oil pan. That was a Jimmy though.