1693TA
Senior Member
I look at the two strokes and older equipment a little differently; but, if it still brings home the "bacon", it has value, (to me).
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8V92TA Running Hot
- Thread starter Huffa
- Start date
I look at the two strokes and older equipment a little differently; but, if it still brings home the "bacon", it has value, (to me).
Truck Shop
Senior Member
What ever powers your boat.
Spud_Monkey
Senior Member
About the only reason anyone runs them now days is for two reasons, one cause they got it cheap or two cause it's the only thing that helps them get it up anymore since anyone that remembers them is at that age is needing help by now in that department and the sound of them does just that.
petepilot
Senior Member
About the only reason anyone runs them now days is for two reasons, one cause they got it cheap or two cause it's the only thing that helps them get it up anymore since anyone that remembers them is at that age is needing help by now in that department and the sound of them does just that.
Truck Shop
Senior Member
About the only reason anyone runs them now days is for two reasons, one cause they got it cheap or two cause it's the only thing that helps them get it up anymore since anyone that remembers them is at that age is needing help by now in that department and the sound of them does just that.
There is a new wave of the younger generations that have that same problem. Some of the other forums
I visit it's a constant question {Does it have a V-12?}=boner. They don't understand what it's like listening
to that after 12 hours. Plus in those days no one really wanted to admit they were driving a Detroit powered
truck==sack over head. Under powered noise maker on a 6 mile 6% grade in 4th gear in a 13spd {or less}
just grinding along. Clean shaved at the bottom of the hill by the time they crested the summit they had
grown a full beard. Anything less than a V92 was a gutless dog, and even that was a turd when it came
to using the jake down the other side. Sorry fellas but anyone who spent day after day setting on top
of one of those in a cab over couldn't wait for new trucks to arrive powered with Cummins or Cat. Fact.
cfherrman
Senior Member
When I bought my rig I got it cheap with a 671. Having done a ton of wells in the past with one I wasn't scared and I made money with the noisy pos. It did even run away on me one time. When I overheated the transmission I changed the engine and transmission at the same time. The money that the 671 made me was it's demise as well
1693TA
Senior Member
Probably a geographic thing also. Lot of the now gone fleets had them by the score due to rugged simplicity, cost of acquisition, and operation. Strickland, Mclean, Yellow, Roadway, etc. had dozens of them running constantly. I well remember them running Rt. 66 between St. Louis, and Chicago.
Kind of a love or hate relationship with drivers and/or mechanics was my experience. I have always liked them as kind of the small block Chevy of diesels.
Kind of a love or hate relationship with drivers and/or mechanics was my experience. I have always liked them as kind of the small block Chevy of diesels.
I trained on them when I was really young so I will always have a love for them. Once they get in your blood you can never shake them. It's actually a treat for me when I get called out on one.................brings back a lot of fine memories! I was told wayy back that if you can build a Detroit 2 stroke properly then you can build ANY engine. The set-up is always the funnest part for me.............I enjoy the challenge of getting them perfectly tuned.
I ran TS-14’s when i was fresh out of high school. After the first couple days i bought earmuff type protectors. I got used to the scream. I miss it. It reminds me of my youth and now i’m just a cranky old guy with various ailments. Ah, to be 18 again with what i know now……..
Junkyard
Senior Member
They were on the way out when I was on my way into turning wrenches. The crane co I worked at had a bunch. They made an impression on me and I dig em. Would I want to sit behind one all day? Nope. Do I like running our old crane with one or the crane attachment? Yep.
92U 3406
Senior Member
When I took the engine portion of my apprenticeship, we were informed by our instructor that we would be the last class to even touch on 2 stroke Detroits. They were being completely removed from the program and the next class would have a lot more emission information in it. That was well over a decade ago.
Never really cared much for engine work myself to be honest, I was more interested in hydraulics, electrical and drivetrain.
Never really cared much for engine work myself to be honest, I was more interested in hydraulics, electrical and drivetrain.
Its funny how something when it was new or in being used was a good deal and some thought it was one of the best but when it gets old the way some talk about it how did they ever make it out the factory door. I worked on alot of them i ran alot off them and owned some i think Detroits were ok or maybe even very good . They were simply and very proven they filled the bill just at the time the world need a engine like them.
terex herder
Senior Member
For about 35 years they were the best diesel available. The trouble was General Motors was full of car guys, who wanted to build cars. So GM built them and sold them and milked the cash cow. GM made half hearted attempts to replace it, any one remember the Toro-Flow or the 8.2L fuel pincher? It was the late '70's when GM got serous about a new heavy truck diesel, then shortly thereafter came the recession and 20% interest rates, so it was 1987 before the engine made its debut, and then the block was machined by an outside company in Detroit.
Coaldust
Senior Member
- Joined
- May 9, 2011
- Messages
- 3,354
- Location
- North of the 60
- Occupation
- Cargo Tanks, ULSD, RUG, Methanol, LPG
When the 92 Silver was introduced, that bad chicken was could be ternt’-up to 550hp with a set of injectors. Not a good fleet engine, but the owner-op’s liked them. Just enough extra to pass that company driver on the hill and get to the sort yard before it closed to get that extra load delivered. The good days before deregulation.
Coaldust
Senior Member
- Joined
- May 9, 2011
- Messages
- 3,354
- Location
- North of the 60
- Occupation
- Cargo Tanks, ULSD, RUG, Methanol, LPG
My father started his log trucking biz by purchasing used trucks from ITT Rayonier when they pulled out of Forks, Wa. Detroit powered. They all had the bad double o blocks and got replaced with the Silver under some kind of extended warranty. I don’t recall the deets.
Always working on them. It would never fail. Perform the perfect tune-up. Get the injector sync perfect and have it running like a top. Then, something would happen that would require work on the top end and there goes the tune-up. A busted valve spring or a bad injector.
Mx costs & downtime went down when we switched to Cummins. Better yet,
when we switched to Cat.
Always working on them. It would never fail. Perform the perfect tune-up. Get the injector sync perfect and have it running like a top. Then, something would happen that would require work on the top end and there goes the tune-up. A busted valve spring or a bad injector.
Mx costs & downtime went down when we switched to Cummins. Better yet,
when we switched to Cat.
John C.
Senior Member
Most of my work on them was in boats and for that nothing was better. Problems were with fuel and condensation. Boats would sit in the skids for months and when pulled into port the guys wouldn't strip the tanks. Water would hit a nozzle and away they would run. We had two variations on a theme. Utility boats with low block two valve heads and S65 injectors. Two personnel boats with rail car N engines running four valve heads and N90 injectors. The captains gig had a speed screw and would do about twenty five knots. The other P boat had a power screw and would only run around 12 to 14 knots. When I got out of the navy, the logging trucks were still running 8V71s at 350 horses. Cummins had the 350 small cam engines and the mix was about even. The green block 92s came out and worked well for a couple of years until the grenades in the basements started to explode. The Silvers then replaced the green blocks, a lot under warranty or factory campaigns but the damage was done. Cummins came out with the big cams and the hand writing was on the wall. When the 3406 Cats hit the markets and the EPA closed the door, that was the end of two strokes in trucking.
The small engine market went on for I'm guessing another fifteen years. 4-53, 3-71 and 4-71s went in lots of gensets, welders, pumps and so on. Onan got into the light plants and small gensets, Deutz took over a lot of things, Lister was another and Deere got to be found in a lot of mid range stuff.
Detroit was way ahead of everyone else though in electronic controls on engines. The Dedec systems we started seeing on the large haul trucks was miles ahead of everyone else.
The small engine market went on for I'm guessing another fifteen years. 4-53, 3-71 and 4-71s went in lots of gensets, welders, pumps and so on. Onan got into the light plants and small gensets, Deutz took over a lot of things, Lister was another and Deere got to be found in a lot of mid range stuff.
Detroit was way ahead of everyone else though in electronic controls on engines. The Dedec systems we started seeing on the large haul trucks was miles ahead of everyone else.
Truck Shop
Senior Member
The Green block 92's were designated OO, those were nothing more than a 8V-71 block machined for
92 liners, using 71 crank and rods. Had a real problem breaking main caps and some cranks.
A model cat arrived in early/mid 70's, Big Cam Cummins arrived in 1976. Because of the issues with
the OO, Detroit came out with a 200,000 mile warranty but the damage was done.
If not for the Penske involvement Detroit was headed down the drain. Penske's Series 50, & 60 was
the beginning of the true Tier 2 engine. It was damn near bullet proof compared to anything else.
The designers of the Series engines knew 2 stroke power was a dead end, the way out was a
revolutionary 4 stroke. In reality had it not been for the mistakes made with the 92, Detroit probably
wouldn't be where it's at today with better than 1/3 of the on highway truck engine market.
Years ago I worked with one of the best 2 stroke mechanics, I was lucky in that respect.
Ed worked for Emerson Diesel a Detroit dealer shop in Seattle, and for awhile Emerson shipped him
north to service/repair the power houses along the Alaska pipeline. He had many funny stories.
He had his way of tuning and obviously it worked well because he was never out of work or someone
hounding him to tune a green engine. Ed would say {if you see a Grayhound or any other Detroit
powered bus that has a clean ass, either it was just washed or the jackass who tuned didn't know
his ass from a hole in the ground, it better have a gray cloud on hard throttle and right now}.
I asked him if he liked Detroit's {it's a pay check only slightly better than pimping}
92 liners, using 71 crank and rods. Had a real problem breaking main caps and some cranks.
A model cat arrived in early/mid 70's, Big Cam Cummins arrived in 1976. Because of the issues with
the OO, Detroit came out with a 200,000 mile warranty but the damage was done.
If not for the Penske involvement Detroit was headed down the drain. Penske's Series 50, & 60 was
the beginning of the true Tier 2 engine. It was damn near bullet proof compared to anything else.
The designers of the Series engines knew 2 stroke power was a dead end, the way out was a
revolutionary 4 stroke. In reality had it not been for the mistakes made with the 92, Detroit probably
wouldn't be where it's at today with better than 1/3 of the on highway truck engine market.
Years ago I worked with one of the best 2 stroke mechanics, I was lucky in that respect.
Ed worked for Emerson Diesel a Detroit dealer shop in Seattle, and for awhile Emerson shipped him
north to service/repair the power houses along the Alaska pipeline. He had many funny stories.
He had his way of tuning and obviously it worked well because he was never out of work or someone
hounding him to tune a green engine. Ed would say {if you see a Grayhound or any other Detroit
powered bus that has a clean ass, either it was just washed or the jackass who tuned didn't know
his ass from a hole in the ground, it better have a gray cloud on hard throttle and right now}.
I asked him if he liked Detroit's {it's a pay check only slightly better than pimping}
terex herder
Senior Member
I'll guess the electronic controls came from Delco Electronics. That division of GM had been making electronic engine controls since the early '80's. By 1984, Delco Electronics was the world's largest computer manufacturer.
Truck Shop
Senior Member
I don't think so, Daimler had their mitts involved. Series 60 began production in 1987, Not positive but
Bosch was involved.
Bosch was involved.