In my time reading and researching I may have been misled or led astray from different sources like this [ thedieselpageforums.com
wyodetroit
aluminum Detroit V653T twin turbo- supercharged
1988 Chevy 4x4 1 ton truck with Detroit V653T twin turbo- supercharged aluminum block engine and Allison automatic trans. Engine starts and runs perfect. Has twin 5.9 cummins turbos along with stock supercharger. Very fast, pleanty of power, Very light engine, block is aluminum. Injectors were 170s, from diesel doug world record Detroit 6V53t drag car racer, but truck was too way fast, replaced with 90s. Massive torque, turbos match engine perfect and spool up fast and responsive. Transmission is 654 Allison and transfer case is out of light & power truck. Set up right. Truck has so much torque just driving easy it barks tires in all gears, even when it goes into lockup at 65 mph.
here is link..
http://denver.craigslist.org/cto/4673103375.htmlThe Good---- rare aluminum block 6V53T Detroit, runs perfect, cheap to work on entire fuel system can be replaced for 400 bucks, injectors on ebay are only 50 bucks. less than 1200 bucks rebuilds entire engine. Solid truck and solid engine and trans. 100% rust free Wyoming truck NO RUST.
The bad --- needs new carpet, paint job is fading in a few places, radio does not work, rear tires hold air, but rubber is thin..
truck is for sale locally, reserve right to end auction early.. Just this rare engine alone as core you can pay 5k, only want 8k for all of truck, and engine does not need rebuilt.
If you need help shipping , I can help as long as truck is paid for 1st. truck is located at 82301 zip code..
Detroit V653T aluminum block engine facts
Detroit V653T alumuim block engine only 1200 lbs instead of 1900 lbs cast iron block ^v53 engine.
V653T alumuim block Has 4 bolt main craddle all the way down unlike standard cast Iron block.
V653T alumuim block has Higher compression 21:1 proformace with turbo, not 17:1 like non turbo standard cast iron block engines. higher compression starts easier in cold weather.
V653T alumuim block Stock dyno 330hp 800 ft lbs torque with N70 injectors.
HP can be bumped up to
400hp with n90 injectors
650 hp with N 160 injectors
with nitros can go to 950 hp and still be a daily driver.
OIl pressure is high volume oil pump 90 psi unlike standard cast iron 6v53 engines.
more water jackets around sleeves lower down for better and faster cooling.
even though block is alluim block it has brass inserts so it still has full integretiy and strenght.
Twin turbos off of 5.9 cummins 12 valve diesel.
larger oil pan , with special sump so oil pressure even at masive inclines.
extra water ports in block in lower part of block for exstreme cooling.
But has smae irom pistons and sleves as iron block engine.
Iron heads.
Bell houseing is SAE 3#, but can be changed if needed.
because it is alluim block, it only weighs 1200# lbs instead of 1800 lbs#
stock RPMS
no load 3000 rpms
with load 2800 rpms
detroit diesel had fire ring head gaskets before it was cool.
Detroit also had the first roller cam stock that all newer gas engines now have.
wwII won.
Also will run any fuel, diesel , keresene, waste oil, gasoline oil mix, if it burns engine can be made to run on it.
] as well as this [ Gone Fishen
The 71 is a dry liner engine. Can be bored to 0.010,0.020, 0.030. Hp went from 265 to 400 hp depending on how much fuel you wanted to put in. The 'n' engine was the best configeration. Problems arose when someone decided to put a turbocharger on them. Went down hill from there. Then came the 92 series. Early engines had the same problems as the old 71. Slobber tubes leaking, excessive idling, cracked liners ect. The 92 series came out turbocharged from the get go. They did make an 'n' configeration but I only saw them in industrial applications. Then came the 'silver' engine. Blocks were beefed up, water pumps were better, cooling was better, hp went to 475 with 'normal injectors. I did a few with 9225 injectors. 9290 was the norm, 90mm output. 9225 was a 125mm output injector. The early 92 series had head problems but then they corrected that. The new style had a different part# on the head casting and a 'dog-bone' mark on the casting also. The 92 could take 220* for a short while.
Now the next thing heard here. The 71 and 92 are the same size. Blocks,flywheel housings,heads,blowers,turbo's injectors ect ect. The difference is 3/4 inch longer for the 92 motor mounts. THAT IS ALL. Oh ya the hp is different but everything can be interchanged. However do not try to mix the heads, cooling passages and valves are different configeration. Yes they can be bolted on each other. It won't work but they can be bolted on each. Nest came the new improved cylinder kits.
They all were a 2 piece design and had a 'rubber' seal between the piston skirt and piston dome. This was a much better design because the old models had a metal sealring. A lot less oil dripping. The blowers can be intermixed between them, turbo's also, injectors are the same size, fuel lines, NOT the valve bridges, jakes were a 71/92 configeration, same thing. same setting. Anything I have forgotten? Oh ya, DO NOT let any contamination get into the 92 oil pan like diesel or coolant. The main bearings will spin and ruin the crankshaft/block. The 71 seeries will take it but the 92 will not. Interesting enough is that the 71 and the 92 crankshaft bores in the block are the same except for 0.0005 difference. 92 is that much larger due to main bearing torque of 50ft# more. The bearings can be mixed up but DON"T Do IT. They are different. DDA is trying to get out of the 2 cycle business, has been for years. You will find out in todays market that parts are scarce. They are not making them anymore and someone else is. We have 2 92 series in shop now and the waiting list for parts for us is 2 months for parts. Forget the 71 parts, go find parts in the wrecking yards. Cannot get a used/new 8v-71 head for love or money. Now did I forget anything?
? Oh ya, 92 series went to 500 hp with electronic's. Did see a few 515 hp in motor homes.
] according to Gone Fish the 71 Series Detroit and the 92 Series Detroit are more similar than I had originally thought, and if by simply upping the injector and turbo size like wyodetroit did to a 53 Series then a 6V92 or a converted 4V71 to 4V92 should blow the doors off modern diesel pickups. For just a hair more engine weight than a 5.9/6.7 Cummins. Also may just be wishful thinking on my part.
Rifleman
