Hemi to be replaced by inline six?

Grit dog wrote:

MFL wrote:
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

Yeah......no.
Even with a deeper first gear than an auto, or comparing 5 speed trucks with a 4.9 or 5.0, the 4.9 was a clutch eatin mofo if you had to use it to start a load up a hill.
I smoked the original clutch in that 4.9 5 speed in pretty short order and the next one would still have to get slipped more than it should to get enough rpms out of the 4.9 to pull a trailer up a hill from a dig.

I'm good with a stick... My first car was a 1970 Chevelle Cowl Induction 454 torque monster 4 speed. :B

That particular ramp was pretty steep and while the boat was trailered still in the water my uncle was literally gunning the boat in drive trying to help push that Ford to get going and that's when I would lock to clutch and it would just kill the engine.

Trust me there was some pride swallowing to have that 305 Chevy come to the rescue. We visited that location once, but never went back.

JRscooby wrote:

Me Again wrote:

JRscooby wrote:

And yes, they did make several size cylinders but bet more 71 than all others combined

US Navy had a conzillion of them. WWII landing crafts had two. The blocks are symmetrical along with many other components. You can build a mirror image left hand turning 6-71 with less than one hand of different parks. Take the fuel pump, take a plug out of each side and reverse the check ball and spring and put to two plugs back in.

I corrected and earlier statement. There was not a 8 cylinder head.

LOL, more than once a driver would power out, kick clutch in just before it stops and exhaust starts blowing out the air cleaner!

We kept two boards and rags one for each end of the intake air box in the engine room to snuff out a run away engine.

Me Again wrote:

JRscooby wrote:

And yes, they did make several size cylinders but bet more 71 than all others combined

US Navy had a conzillion of them. WWII landing crafts had two. The blocks are symmetrical along with many other components. You can build a mirror image left hand turning 6-71 with less than one hand of different parks. Take the fuel pump, take a plug out of each side and reverse the check ball and spring and put to two plugs back in.

I corrected and earlier statement. There was not a 8 cylinder head.

LOL, more than once a driver would power out, kick clutch in just before it stops and exhaust starts blowing out the air cleaner!

JRscooby wrote:

And yes, they did make several size cylinders but bet more 71 than all others combined

US Navy had a conzillion of them. WWII landing crafts had two. The blocks are symmetrical along with many other components. You can build a mirror image left hand turning 6-71 with less than one hand of different parks. Take the fuel pump, take a plug out of each side and reverse the check ball and spring and put to two plugs back in.

I corrected and earlier statement. There was not a 8 cylinder head.

Me Again wrote:



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 1,2,3,4,6,and 8 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

I can't say for sure about the straight 8. It was part of a load of scrap I pulled of a refinery. 4 cylinders where open, head still on others. Only had opening for 1 blower, would think if it was 2 engines there would been 2.
Pulling the long, heavy head off a I6 in a 93 inch BBC GMC took 2 good men, because had to go out the right door.
And yes, they did make several size cylinders but bet more 71 than all others combined

MFL wrote:
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

Yeah......no.
Even with a deeper first gear than an auto, or comparing 5 speed trucks with a 4.9 or 5.0, the 4.9 was a clutch eatin mofo if you had to use it to start a load up a hill.
I smoked the original clutch in that 4.9 5 speed in pretty short order and the next one would still have to get slipped more than it should to get enough rpms out of the 4.9 to pull a trailer up a hill from a dig.

Turtle n Peeps wrote:
The Dirty Max with the waaaaaaay shorter stroke makes way more torque than the Cummins I with a long stroke. Myth busted.


Both of these Cummins engines have the same bore and stroke. They did not increase the stroke length to get way more torque. Fueling parameters, timing, turbo boost and probable 50 other things changed, but not the stroke length.

Listen to the videos I posted and learn.

BTW I personally think Cummins is doing an outstanding job making the power they do with that long of a stroke. It's hard to make power with a long stroke engine and Cummings is pulling it off. A hard thing to do.

I'll qualify, that I agree with you. an inline motor, longer stroke does not automatically make "more torque" than a comparable V config engine. That is true.
But your statement that the Dmax makes waaay more torque is laughable and you're trying too hard to prove a point.

And, still off topic, comparing a Cummins engine to a Dmax, the Cummins has greater torque rise, which seat of the pants, "feels" like more torque, since the V engine has to spin up to keep up and the big C hunkers down and pulls.

LIKE button for the last 2 posts!

Meh... my Ram already has an inline 6 cylinder. Works pretty good for me.

As a Sea Scout in the early 1960's we put a Navy surplus Grey Marine 6/71 is our Sea Scout ship, a ex 38's USCG Picket Boat. That's me with my back to the camera.