Hemi to be replaced by inline six?

JRscooby wrote:

valhalla360 wrote:

JRscooby wrote:



Back in early '70s I leased on to a company that half the company trucks where inline 6I71 2-stroke. The others, 6V71. The worst of the I6s could out pull the best of V6s. Most of the owner operators had 8V71s Some of them could be passed by the best of the I6.

That's not inherent to "I" vs "V" that's because of the V6s were generally designed for cars/minivans where towing was not a priority, so they weren't worried about generating big torque numbers. Those vehicles generally didn't have an engine bay long enough to accommodate an "I" configuration.

False. Both the V-6, and I-6 I talk about where 2-stroke diesels built as truck or industrial engines back when the line was Detroit Diesel makes the engines by the mile, will cut off what you want. My '67 Pete, had a 12V71. (Buzzin' Dozen) At least 1 tugboat working the river had a pair of 16V71s I hauled a gen-set powered by inline 8, I assume it was 71) Most of the engines had CID of 71 inches per cylinder

I do not believe there was an actual single block I-8 71. Maybe two 4-71's. In V configuration there were 6V71s, 8V71s, 12V71s, 16V71s, and a few 24V71's. Heads were for 1,2,3,4, and 6 cylinders only I believe.

Series engines CU IN per cylinder:
51
53
71
92
120



Quote:
The Detroit Diesel Series 71 is a two-stroke diesel engine series, available in both inline and V configurations, manufactured by Detroit Diesel. The first number in the model series designation refers to the number of cylinders, and the second - 71 - the nominal displacement per cylinder in cubic inches, a rounding off of 70.93 cu in (1.2 L).

Inline models included one, two, three, four and six cylinders, and the V-types six, eight, 12, 16 and 24 cylinders.

The two largest V units used multiple cylinder heads per bank to keep the head size and weight to manageable proportions, the V-16 using four heads from the four-cylinder inline model and the V-24 using four heads from the inline six-cylinder model. This feature also assisted in keeping down the overall cost of these large engines by maintaining parts commonality with the smaller models

valhalla360 wrote:

JRscooby wrote:



Back in early '70s I leased on to a company that half the company trucks where inline 6I71 2-stroke. The others, 6V71. The worst of the I6s could out pull the best of V6s. Most of the owner operators had 8V71s Some of them could be passed by the best of the I6.

That's not inherent to "I" vs "V" that's because of the V6s were generally designed for cars/minivans where towing was not a priority, so they weren't worried about generating big torque numbers. Those vehicles generally didn't have an engine bay long enough to accommodate an "I" configuration.

False. Both the V-6, and I-6 I talk about where 2-stroke diesels built as truck or industrial engines back when the line was Detroit Diesel makes the engines by the mile, will cut off what you want. My '67 Pete, had a 12V71. (Buzzin' Dozen) At least 1 tugboat working the river had a pair of 16V71s I hauled a gen-set powered by inline 8, I assume it was 71) Most of the engines had CID of 71 inches per cylinder

JRscooby wrote:

valhalla360 wrote:

theoldwizard1 wrote:

BenK wrote:

In-line is smoother and of higher torque, generally speaking, than V's

I6 will always have more low end torque.

Only if "all else is equal"...which of course, it never is.

Back in early '70s I leased on to a company that half the company trucks where inline 6I71 2-stroke. The others, 6V71. The worst of the I6s could out pull the best of V6s. Most of the owner operators had 8V71s Some of them could be passed by the best of the I6.

That's not inherent to "I" vs "V" that's because of the V6s were generally designed for cars/minivans where towing was not a priority, so they weren't worried about generating big torque numbers. Those vehicles generally didn't have an engine bay long enough to accommodate an "I" configuration.

Me Again wrote:

FishOnOne wrote:

theoldwizard1 wrote:

BenK wrote:

In-line is smoother and of higher torque, generally speaking, than V's

I6 will always have more low end torque.

Why?

Longer stroke in most cases. Or under square. V engines tend to be square or over square.

Under square = bore less than stroke
Square = Bore and stroke the same
Over square = bore more than stroke

Short stroke engines make RPM's and HP
Long stroke engines make torque.

That is why OTR trucks are mostly I-6, and Cat and other V-8s have gone by by!

That may be the preference but either configuration could be over/under if that was desired from the design.

JR wrote: "Sounds like driver issue to me."

Think you're right! Fish probably didn't know, that you needed to let the clutch all the way out?? Had a Great Uncle with same issue. He'd rev the engine so hard while barely letting the clutch out, (he could not hear) that it was said the fan was pulling the car forward.

Jerry

FishOnOne wrote:

Me Again wrote:

FishOnOne wrote:

Bionic Man wrote:


In regard to the claim of French engineering, I'd like to see some sort of proof source on that. This engine was being designed before there was a Stellantis.

I'm assuming you got this from my statement. I was highlighting Stelantis is a French company. I believe this I6 engine is based on the I4 engine that was designed in Italy.

So the Chevy that pulled the boat out of the water had an automatic transmission?????

Yes

Sounds like a driver issue to me.
Back when they first put autos in pickups the transmission was the weak link, and a large percentage of cars had manuals so to capacity was reduced for the automatics. Over time manual became rare in cars, and the automatics got better. Last I looked, they reduced tow capacity for manuals compared to auto.

Me Again wrote:

FishOnOne wrote:

Bionic Man wrote:


In regard to the claim of French engineering, I'd like to see some sort of proof source on that. This engine was being designed before there was a Stellantis.

I'm assuming you got this from my statement. I was highlighting Stelantis is a French company. I believe this I6 engine is based on the I4 engine that was designed in Italy.

So the Chevy that pulled the boat out of the water had an automatic transmission?????

Yes

FishOnOne wrote:

Bionic Man wrote:


In regard to the claim of French engineering, I'd like to see some sort of proof source on that. This engine was being designed before there was a Stellantis.

I'm assuming you got this from my statement. I was highlighting Stelantis is a French company. I believe this I6 engine is based on the I4 engine that was designed in Italy.

So the Chevy that pulled the boat out of the water had an automatic transmission?????

Bionic Man wrote:


In regard to the claim of French engineering, I'd like to see some sort of proof source on that. This engine was being designed before there was a Stellantis.

I'm assuming you got this from my statement. I was highlighting Stelantis is a French company. I believe this I6 engine is based on the I4 engine that was designed in Italy.

Me Again wrote:

FishOnOne wrote:
I drove a couple of the Ford fuel injected I6 F150's and they both were turds and I drove several V8 fuel injected 5.0 F150's and always felt like they performed so much better. One of the Ford I6 trucks I drove was my uncles/aunts truck when we would go water skiing I would back the boat into the ramp and also pull it out. There was one boat ramp on the Brazos river that F150 I6 couldn't even pull the boat out of the ramp. So we disconnected the boat trailer from that Ford and hooked it up to my dads 1981 Chevy C10 with a 305 V8 2.73 gear and we pulled that boat out of that ramp with no sweat. There were a few I6 die hard's on this site who swore that the Ford I6 was a torque monster, but that one truck struggled to even pull the trailer out of the ramp even without the boat. I want to say the I6 Fords, Chevy's and Jeep engines were prone to cracked heads and manifolds.

I was never impressed with the Ford I6 that had 300 C.I. even when pulling at low rpms compared to Fords and Chevy's similar size V8's.

When you say it would not pull it out of the water, what was happening? Spinning rear wheels? Transmission not able to put the power to the ground? Engine missed and farted?

The 300 I-6 Ford engine is legendary.

https://jalopnik.com/heres-why-the-ford-300-inline-six-is-one-of-the-greates-1795351528

Ford is said to be working on a new I-6 for F-150s.



https://www.motorbiscuit.com/ford-stabbing-straight-six-in-next-f-150-is-this-the-future-of-trucks/

The truck had a manual transmission and when you engaged the clutch too much it would literally kill the engine. Feathering the clutch too much and it started to smoke so that was when we switched trucks.

BTW... The I6 in your picture is a Jeep engine. My parents had a 1996 Jeep GC with that engine and it was a slug too.