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Detroit Diesel 110
Detroit Diesel 110
Detroit Diesel 110
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110
Overview
ManufacturerDetroit Diesel division of General Motors
Production1945-1965
Layout
ConfigurationStraight-6 cylinder
Displacement660 cu in (10.8 L)
Cylinder bore5 in (127.0 mm)
Piston stroke5.6 in (142.2 mm)
Compression ratio18.0:1
Combustion
SuperchargerCentrifugal-type or
Roots-type
TurbochargerOn later versions
Fuel systemUnit fuel injection
Fuel typeDiesel
Oil systemForced feed
Cooling systemWater-cooled
Output
Power output275–349 hp (205–260 kW)
Torque output496–1,020 lb⋅ft (672–1,383 N⋅m)
Dimensions
Dry weight4,000 lb (1,814 kg) (approx.)

The Detroit Diesel Series 110, with 110 cubic inches (1.8 L) displacement per cylinder, was introduced in 1945 as more-powerful alternative to the existing Series 71 engines. It was used in a variety of applications, including construction equipment, marine propulsion and power generation. The most popular use was in the Budd RDC self-powered rail car. It was also heavily used in Euclid construction machinery. In 1951 a marine version was also introduced.[1]

Overview

[edit]

The Detroit Diesel Series 110 is a two-stroke diesel engine series, available in straight-6 cylinder configuration (in keeping with the standard Detroit Diesel practice at the time, engines were referred to using a concatenation of the number of cylinders and the displacement, so this was a model 6-110). It was introduced as the second mass-market product of the Detroit Diesel Engine Division of General Motors in 1945.

Design

[edit]
Animation of two-stroke uniflow scavenging engine

The 6-110 series engines utilize uniflow scavenging, where a blower mounted to the exterior of the engine provides intake air through cored passages in the engine block and ports in the cylinder walls at slightly greater than atmospheric pressure. The engine exhausts through push-rod operated poppet valves in the cylinder head, with either two or four valves per cylinder. Unit fuel injection is employed, one injector per cylinder, with no high fuel pressure outside of the injector body. The injectors are cycled from the same camshaft responsible for opening the exhaust valves.

As a two stroke cycle Diesel engine cannot naturally aspirate, or draw in its own intake air, the blower is necessary to provide air in an amount sufficient both for scavenging of exhaust gasses from the cylinder and to support combustion.

Initial versions of the 6-110 engine used a centrifugal-type blower. This was very practical for fixed-speed applications such as marine or generator service, but proved a failure in automotive applications; because the blower was geared to spin approximately 10× engine speed, any overspeed condition would cause the impeller to come apart, sending debris into the engine.[2] "The engine was developed on the dyno and was never operated above rated RPM. The first application was in Euclid mining trucks, where the driver's income depends on how fast he drives the empty truck back down into the pit. The centrifugal blower ran about 10 times engine speed. Exceeding that RPM was fatal, and in a truck a single missed downshift could mean a failed engine."[3] For that reason a Roots type blower was made available as an option after about 1952. Later high performance versions were available with turbochargers.

Development

[edit]

The initial Series 71 engines from Detroit Diesel were produced in inline 1-, 2-, 3-, 4- and 6-cylinder configurations. The most powerful version, the 6-71, displaced 426 cubic inches (7.0 L) in total (71 cu in (1.2 L) per cylinder) and produced 170 hp (127 kW) at 1800 rpm. While these engines with their low cost and relatively light weight were highly successful, there was also great demand for higher horsepower, especially for non-highway applications such as power generation and construction equipment.

Since inline engines of more than 6 cylinders tend to have substantial technical problems, and since GM was not to perfect V-block engine technology for another decade, they took two divergent approaches to achieving higher horsepower. One was to couple together multiple 6-71 engines in twin (side-by-side), tandem (fore-and-aft) and the quad (four 6-71s all driving a single shaft). While these did produce high horsepower and even added some redundancy, they were mechanically complex and relatively expensive.

The alternative approach was to design a new engine and increase the displacement per cylinder from the existing 71 to 110 cubic inches (1.2 to 1.8 L), or roughly a 50% increase. This resulted in the model 6-110, with 660 cubic inches (10.8 L) total displacement, which produced a continuous rating of 275 hp (205 kW) at 1800 rpm. While the basic engine components (block, crankshaft, pistons, etc.) were all new, many of the additional components (injectors, governors, accessories, marine gears) were simply shared with the Series 71 engines. Since the 6-110 was designed from the outset for heavy-duty high-horsepower applications, it was never produced in a four-cylinder version, as that would have displaced 440 cubic inches (7.2 L), very close to the 426 cubic inches (7.0 L) displaced by the 6-71.

The introduction of the V-71 series in 1957 effectively doomed the 6-110, as both the 8-71 (568 cubic inches (9.3 L) displacement) and 12-71 (852 cubic inches (14.0 L) displacement) offered higher horsepower in a more compact form factor. However the high torque and great reliability of the 6-110 was still valued for heavy-duty applications.

The Series 110 was last produced in 1965, after which the manufacturing rights were purchased by the W. W. Williams Distribution Company, which continues to provide parts for these engines.

Specifications

[edit]

The 6-110 was a remarkably flexible engine. The same basic block was available in both clockwise and counterclockwise rotation, and the exhaust manifold was also available on either the left or right side. A turbocharged model was on the market by 1958, boosting the power to 349 hp (260 kW) at 2000 RPM.

All 6-110 engines were designated a Unit Model Number 62200, with 62200 RA designating starboard rotation and 62200 LA designating port rotation.

Other specifications include:

Description Specification
Bore 5 in (127.0 mm)
Stroke 5.6 in (142.2 mm)
Piston Speed @ 1800 rpm 1,680 ft/min (510 m/min)
Piston Speed @ 1600 rpm 1,490 ft/min (450 m/min)
Compression Ratio 18.0:1
Lubrication Forced feed
Heat absorbed by engine cooling water 35 BTU/HP/Min (82%)
Air required for scavenging and combustion at 1800 RPM 1,100 cu ft/min (31 m3/min)
Maximum angle of installation 16 degrees
Maximum exhaust backpressure 4 inches of mercury (14 kPa)
Capacity antifreeze cooling system 12 US gallons (45 L; 10.0 imp gal)[clarification needed]
Engine lube oil capacity (including filters) 8 US gallons (30 L; 6.7 imp gal)
Marine reduction gear oil capacity 8+1⁄2 US qt (8.0 L; 7.1 imp qt)
Approximate weight including reduction gear 4,000 lb (1,814 kg)

Advertising

[edit]

Quoting from an introductory ad (Yachting Magazine, January 1951):

"Here's the newest member of the General Motors Diesel family - the brawny 6-110 engine that develops 275 hp (205 kW). It is 50% more powerful than the famous 6-cylinder GM "71" engine that powers so many of America's fine yachts, tugs and fishing vessels -- yet it weighs less than 15 lb (6.8 kg) per horsepower, including the famous GM hydraulic reverse gear."

Quoting from an introductory article (Motor Boating Magazine, August 1950):[4]

"A new compact, light weight Diesel engine, now being manufactured by Detroit Diesel Engine Division of General Motors, promises the economy and efficiency of Diesel power in scores of applications where such power could not be used before because of size and weight. The new engine, designated the "110" because of its 110 cubic inches (1.8 L) displacement per cylinder, is a 6-cylinder, 2-cycle unit rated at 275 hp (205 kW). The engine has undergone extensive testing in U. S. Coast Guard vessels.

"The new 110 engine embodies the same advanced principles of high-speed, two-cycle design as the 71 series, of which more than 45,000,000 horsepower have been produced by Detroit Diesel since 1937. The horsepower rating of 275 hp (205 kW) at 1800 r.p.m. is attained with a b.m.e.p. of 92 lb (42 kg) per square inch. Bore is 5 in (130 mm) and stroke, 5.6 in (140 mm). Features include blower scavenging with a new and highly efficient gear-driven centrifugal blower furnishing considerably more air for the cylinders than is needed for combustion. GM unit injectors (one for each cylinder) pump, meter and atomize the fuel, and are easily removed for inspection or exchange. Cylinder block and head are one-piece castings, both being symmetrical about a vertical plane between the No. 3 and 4 cylinders. This symmetry allows the cylinder head and block to be reversed, giving a choice of rotational directions and making possible a variety of accessory locations to suit installation requirements.

"The engine is of rugged heavy-duty construction throughout. All wearing parts such as cylinder liners, bearings, valve guides and inserts are precision parts and are readily replaceable, which adds to engine life and ease of repair. Large main bearing and crankpin journals assure long bearing life."

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Detroit Diesel 110

View on Grokipedia
from Grokipedia
The Detroit Diesel Series 110 is a series manufactured by the division of , featuring an inline-six cylinder configuration with 110 cubic inches (1.8 L) of displacement per cylinder, for a total of 660 cubic inches (10.8 L). It incorporates a bore of 5 inches (127 mm) and a of 5.6 inches (142 mm), utilizing unit fuel injectors, a Roots-type for scavenging and air supply, and exhaust valves in the cylinder heads. Introduced in 1946 as a scaled-up evolution of the popular Series 71 engines, the 6-110 model addressed the growing demand for higher power outputs in a single-unit package, avoiding the need to couple multiple smaller engines for heavy-duty tasks. Early versions produced a continuous rating of 220–275 horsepower at 1,800–2,100 RPM, with later turbocharged variants reaching up to 350–360 horsepower by the . Production spanned until 1965, during which a significant redesign in 1951 replaced the problematic centrifugal blower—prone to disintegration under variable speeds—with a more reliable side-mounted , improving durability for intermittent-duty applications like trucking. The engine found widespread use in for tugboats and fishing vessels, industrial generators, military equipment, and railroad self-propelled cars such as the (RDC), where twin 6-110 units delivered 550–600 total horsepower for reliable, continuous operation. Despite its innovative uniflow scavenging and compact footprint that maximized space, the 6-110's reputation was tempered by oil leakage issues from its two-stroke architecture and blower-related failures in early truck prototypes, limiting its adoption in over-the-road heavy compared to marine and stationary roles.

Introduction

Overview

The Series 110 is a series produced by Detroit Diesel, a division of , from 1945 to 1965. With a total displacement of 660 cubic inches (10.8 ) and 110 cubic inches per , the engine was engineered for high-horsepower applications outside of standard highway use. Serving as a more powerful successor to the Series 71 engines, it was primarily targeted at industrial and heavy-duty sectors, including construction equipment and marine vessels. In its straight-6 configuration, the Series 110 provided a power output ranging from 275 to approximately 360 hp (205 to 268 kW), with torque reaching up to 1,020 lb⋅ft (1,383 N⋅m) in higher-rated variants.

Historical Context

The Detroit Diesel division was established by in 1938 as the GM Diesel Division, focusing on developing compact, high-speed two-stroke diesel engines to meet emerging industrial and needs, building on GM's earlier experiments with diesel technology in . The inaugural Series 71 engine, with its 71 cubic inches of displacement per cylinder, quickly proved versatile for applications in construction equipment, vehicles, and generators. This foundational work positioned GM as a key player in diesel innovation amid rising demand for reliable power sources beyond traditional engines. During , the Series 71 engines achieved remarkable success, powering critical equipment such as for D-Day operations, tanks, and auxiliary generators, with production surging from 9,000 units in 1941 to 62,000 in 1944 and employing over 4,300 workers by war's end. This wartime reliability and scalability highlighted the need for higher-displacement models to address limitations in power output for heavier post-war applications. The division's experience with uniflow-scavenged two-stroke designs during the conflict laid the groundwork for subsequent advancements. The Series 110 emerged in 1945, directly responding to the post-World War II surge in demand for more powerful diesel engines to support industrial reconstruction, including booming sectors like construction, propulsion, and off-highway machinery. Wartime had underscored the value of robust, non-highway engines, and the of the late 1940s—fueled by infrastructure projects and rail modernization—drove innovations in higher-output two-stroke diesels like the 110, which offered greater torque for demanding tasks while leveraging the proven Series 71 architecture. This period marked a shift toward civilian markets, with GM expanding production to capitalize on the era's wave. Production of the Series 110 ceased in as part of GM's reorganization of its diesel operations into the Engine Division. Parts availability and maintenance for legacy Series 110 applications, particularly in marine and industrial settings, have been supported by companies such as W. W. Williams through reproduction of obsolete components since the .

Design and Operation

Engine Configuration

The Detroit Diesel 110 features a straight-6 inline cylinder arrangement, a configuration that aligns with the company's early designs for balanced operation and simplicity in industrial applications. This layout allows for smooth power delivery and ease of maintenance, with the available in both clockwise and counterclockwise rotation options when viewed from the end, providing flexibility for various installation orientations in , marine vessels, and stationary . As a two-stroke cycle , the Series 110 completes its power cycle in one revolution, utilizing ports in the cylinder walls and exhaust valves in the rather than ports for exhaust, which contributes to a higher power density compared to contemporary four-stroke designs by enabling more frequent events per revolution. This operational principle, characteristic of Detroit Diesel's two-stroke lineup, supports compact sizing and elevated output relative to displacement, making it suitable for demanding heavy-duty roles. The engine's block and are constructed from durable , a material chosen for its strength, heat resistance, and longevity under high-stress conditions typical of two-stroke operation. Wet cylinder liners, made from centrifugally and in direct contact with the cooling jacket, enhance thermal management and wear resistance, allowing for straightforward replacement without disassembling the entire block. These features underscore the engine's robustness in rugged environments. Accessory drives are integrated directly into the , typically at the front or rear, to power essential components such as the Roots-type blower, , and generator via gear-driven mechanisms from the . This design minimizes external linkages, reduces vibration, and ensures reliable operation across diverse applications.

Scavaging and Fuel Systems

The Detroit Diesel 110 utilizes a uniflow scavenging designed to efficiently clear exhaust gases from the and introduce fresh air for in its two-stroke cycle. This directs air unidirectionally through ports located around the circumference of the walls near the bottom, while exhaust gases exit via push-rod operated valves (two or four per ) in the at the top, minimizing mixing and promoting complete gas exchange. Air is supplied by a blower, with early models (pre-1952) featuring a rear-mounted centrifugal blower and later versions adopting a side-mounted Roots-type blower for improved efficiency and reliability in delivering the required airflow. This blower-driven approach ensures thorough scavenging without relying on piston-induced vacuum, enabling high power density in the compact design. The fuel delivery system employs a unit injection mechanism, with one injector per cylinder integrated directly into the combustion chamber for precise control. Each unit injector combines the fuel pump and nozzle functions, delivering fuel at high pressures—typically 2,500–3,000 psi—timed mechanically by a camshaft-driven rocker arm assembly to synchronize with the piston's position during the compression stroke. This setup allows for atomization and distribution optimized for the two-stroke cycle, enhancing combustion efficiency and reducing emissions compared to earlier common-rail systems. Lubrication in the Detroit Diesel 110 is provided by a forced-feed circulating oil system, where a gear-driven circulates oil through main bearings, connecting rods, and other critical components to minimize and wear. The blower assembly receives lubrication from this system, but to prevent oil carryover into the intake air—which could lead to excessive smoke and carbon buildup—a dedicated scavenging mechanism collects and returns excess oil from the blower housing to the sump via drain lines and a scavenge . This total-loss element for the blower contrasts with the main circulating path, ensuring clean scavenging air while maintaining overall engine longevity.

Development and Production

Initial Development

The design of the Detroit Diesel Series 110 was initiated in the early 1940s at ' Detroit Diesel Engine Division to address growing demands for higher-power two-stroke diesel engines that surpassed the capabilities of the existing Series 71, particularly in applications requiring greater displacement without stacking multiple smaller units. Development involved engineering teams building on the two-stroke architecture of prior models, with prototypes rigorously tested for reliability under high-load conditions to ensure durability and performance in demanding environments. These efforts culminated in the production of the first units in , marking the Series 110's launch as a scaled-up alternative offering 110 cubic inches per cylinder. Key challenges during the engineering and testing phases included managing increased vibration from the larger displacement compared to the Series 71 and enhancing blower efficiency for better scavenging; initial versions featured a gear-driven centrifugal blower that provided superior air supply to the cylinders over earlier Roots-type designs in comparable engines. In 1951, a marine-adapted version was introduced, modifying the base design with a redesigned block and Roots blower integration to better suit propulsion requirements, such as constant-speed operation and reduced noise in nautical settings.

Variants and Production History

The Detroit Diesel Series 110 was produced exclusively as an inline-six engine, with no V-configuration variants ever manufactured. Introduced in 1946 as a more powerful alternative to the Series 71, the initial base model featured a 110 displacement per for a total of 660 cubic inches, utilizing a centrifugal blower for scavenging in its two-stroke design. Early production from 1946 incorporated a centrifugal blower, which was redesigned to a around 1951 for improved reliability and performance in industrial and marine applications. Later variants introduced turbocharging to supplement the blower, enhancing power output and efficiency for demanding uses such as heavy equipment and railroad locomotives. These turbocharged models represented an evolution from the naturally aspirated configurations, allowing adaptation to higher-load operations without major redesigns to the core block or cylinder layout. Manufacturing occurred at General Motors' Engine Division facilities in Detroit, Michigan, where handled all two-stroke diesel production following its formation in 1938. Engines were built to support both domestic and international markets, with installation adaptations for vehicle applications including variations for right-hand and left-hand drive configurations in exported trucks and equipment. Production peaked during the 1950s amid the post-World War II economic expansion, particularly in and industrial sectors, before tapering as demand shifted. The introduction of the V-71 series in 1957 provided larger-displacement V-configured alternatives within the established 71 family, leading to partial replacement of the 110 in many applications and a phased reduction in output. Full production of the Series 110 ceased in 1965, after approximately two decades of service across thousands of units in , marine, and power generation roles.

Technical Specifications

Core Dimensions and Components

The Detroit Diesel 110 engine, a two-stroke diesel design, has a bore of 5 inches (127 mm) and a stroke of 5.6 inches (142 mm) per , yielding a displacement of 110 cubic inches (1.8 L) per . This configuration contributes to the engine's total displacement scaling with count, such as 660 cubic inches (10.8 L) for the common 6- inline variant.

Performance Ratings

The Detroit Diesel 110 engine, in its naturally aspirated form, produced 275 hp (205 kW) at 2,100 rpm. This configuration was optimized for industrial and rail applications, where continuous operation at governed speeds up to 90% of maximum was recommended to maintain reliability. Turbocharged variants of the 110 series enhanced performance, achieving up to 349 hp (260 kW) at 2,300 rpm. These upgrades, introduced in later production years, allowed for higher outputs in demanding environments while adhering to intermittent duty cycles limited to 10% of operating time at full power. Mechanical governors regulated speed, ensuring safe operation across RPM ranges for continuous (up to 1,800 rpm) and intermittent (up to 2,300 rpm) duties, with torque peaks typically occurring at lower engine speeds for improved low-end response.

Applications

Industrial and Construction Uses

The Detroit Diesel 110 series engines were prominently deployed in dump trucks and tractors starting in the , where their high characteristics enabled efficient earthmoving in challenging off-road conditions. These applications leveraged the engine's two-stroke design for superior low-end power delivery, making it well-suited to the demands of heavy tasks like hauling and grading terrain. A specific illustration of its industrial utility is the GMC 954 , which incorporated the 6-110 configuration to handle extreme heavy-hauling duties, marking an early high-power diesel effort for mobile equipment. In operations, the 110 series powered haul s, prized for its reliability amid dusty, high-load environments that tested endurance.

Marine, Rail, and Power Generation

The Detroit Diesel 110 series was adapted for beginning in , finding widespread use in workboats and tugs where its compact size and high proved advantageous. The engine's design allowed for reversible rotation, achieved by reorienting the blower and accessories, which facilitated precise maneuvering in confined waterways without additional transmission components. In applications such as coastal tugboats and vessels, configurations like the inline-six 6-110 delivered continuous ratings around 220 horsepower at 1800 RPM, often paired in twin setups with marine gears from Twin Disc to optimize propeller speeds from 1.5:1 to 3:1 reduction ratios. These installations replaced older engines and slower diesels, providing reliable for towing and pushing operations in demanding saltwater environments. For rail applications, the 110 series powered Budd Rail Diesel Cars (RDCs), self-propelled lightweight vehicles introduced in 1949 for efficient passenger service on low-traffic routes during the . Each RDC typically featured two 6-110 engines, each rated at 250-280 horsepower, driving the axles through hydraulic torque converters for smooth acceleration and operation even with one engine disabled. Deployed by railroads including the Boston & , New York Central, and & Ohio, these cars handled commuter and intercity services, reducing operating costs by up to 50% compared to traditional locomotive-hauled trains and enabling service on branch lines where full trains were uneconomical. Production of RDCs continued until 1962, with nearly 400 units built, underscoring the 110's role in modernizing lightweight . In power generation, the 110 series was configured as stationary generator sets for remote sites and backup power, particularly in the mid-20th century when electrical was limited. A example of the 6-110 diesel generator set, produced under ' division, supplied electricity in areas without grid access, leveraging the engine's durability for continuous duty. These units operated at 1800 RPM to produce 60 Hz output, aligning with North American standards for stable electrical generation in industrial and off-grid scenarios.

Legacy

Replacement and Discontinuation

The introduction of the V-configuration engines in 1957 marked the beginning of a phased replacement for the inline Series 110, as the V-71 models addressed growing demand for more compact, higher-displacement powerplants in heavy-duty applications such as trucks and marine vessels. These successors, including the 8V-71 and 12V-71 variants, offered displacement and power outputs comparable to twin 6-110 setups while reducing installation complexity. Production of the Series 110 concluded in 1965, with the inline model succeeded by the larger Series 149 V-engines introduced in 1967, as shifted focus to more powerful V-configurations amid evolving market preferences for compact layouts in larger equipment. This discontinuation aligned with broader industry trends favoring four-stroke designs from competitors like , whose engines provided better fuel efficiency—often 0.2 to 0.7 miles per gallon superior to two-stroke Detroit models—despite the higher production and maintenance costs associated with the 110's two-stroke architecture. Post-1965, maintained inventory and parts support for existing 110 installations to ensure ongoing reliability in legacy applications. In subsequent years, these responsibilities transferred to specialized distributors, including W.W. Williams, which continues to supply out-of-production OEM parts for engines, enabling prolonged service life for remaining units in industrial and marine roles.

Cultural and Technical Impact

The Detroit Diesel 110 contributed to advancements in two-stroke diesel technology through its implementation of uniflow scavenging, a system that directed intake air through ports in the cylinder walls while exhaust exited via overhead valves, improving efficiency over earlier loop-scavenged designs. This approach, building on the uniflow scavenging pioneered in the Series 71, influenced later Detroit Diesel models such as the Series 92, which adopted similar uniflow principles for enhanced power density and compact sizing in industrial and marine applications. The engine's design emphasized simplicity and robustness, paving the way for two-stroke diesels that powered vehicles and vessels for decades until emissions regulations favored four-stroke alternatives. In and industry lore, the 110 earned the nickname "Green Leaker" due to its tendency to seep oil from seals and breathers, a common trait of Detroit's two-stroke engines that became a humorous yet affectionate reference among mechanics and operators in the mid-20th century. Despite this quirk, it gained a reputation for near-indestructibility in trucking and marine communities, often praised in anecdotal accounts for withstanding extreme abuse where other engines failed, cementing its status as a symbol of rugged American engineering. Today, surviving 110 units remain relevant through restoration projects at institutions like the Berkshire Scenic Railway Museum, where examples are rebuilt for historic railcars, preserving their operational heritage. Aftermarket parts suppliers continue to support , enabling enthusiasts to keep these engines running in vintage equipment long after their 1965 discontinuation. Compared to contemporaries like early four- diesels, the 110 delivered superior low-end torque thanks to its two-stroke cycle and longer design, providing immediate pulling power ideal for heavy loads, though its noisy operation and emissions profile ultimately led to its phase-out.

References

  1. https://www.curbsideclassic.com/blog/vintage-trucks/vintage-truck-1950-gmc-954-prototype-with-giant-6-110-detroit-diesel-first-high-power-diesel-truck/
  2. https://www.thedieselshop.us/EMD-Export-Line.pdf
  3. https://www.dieselduck.info/historical/01%20diesel%20engine/detroit%20diesel/index.html
  4. https://atldiesel.com/blogs/news/the-amazing-history-of-detroit-diesel-engines
  5. https://www.demanddetroit.com/our-company/history/
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  8. https://www.wwwilliams.com/parts-products/other-out-of-production-oem-parts/
  9. https://www.chinaik.com.sg/blog/Types-of-Detroit-Diesel-Engine-Parts-and-Various-Engines
  10. https://www.files.ethz.ch/isn/55807/MDE-Catalogue.pdf
  11. https://dieselpro.com/blog/cylinder-block-and-components-for-detroit-diesel-92-series-engines-6v92-8v92-12v92-16v92/
  12. https://www.thedieselstore.com/blog/detroit-671-diesel-engine-overview
  13. https://interstate-mcbee.com/wp-content/uploads/2019/03/detroit-diesel-catalog-2-cycle-2013-lr.pdf
  14. https://www.chinaik.com.sg/blog/3-Types-of-Detroit-Diesel-Marine-Engines-for-Sale
  15. https://historicvehicles.com.au/truck-feature/two-stroke-truck-diesel-history/
  16. https://www.smokstak.com/forum/threads/detroit-6-110.227216/
  17. https://www.youtube.com/watch?v=l1Ur7TLjYqY
  18. https://www.powerlinecomponents.com/mtu-detroit-diesel/5175988/oil-pump-6-71-rh-scavenging
  19. https://dieselpro.com/blog/history-of-detroit-diesel-engines/
  20. https://www.youtube.com/watch?v=y1n1ekgruiI
  21. https://www.scribd.com/document/627709788/Detroit-6-110-Engine-Service-Manual
  22. https://www.jensales.com/products/Euclid-35-Equipment-Service-Manual-DD-S-6-110_p_70351
  23. https://maine3railers.org/wp-content/uploads/M3R-Budd-Cars.pdf
  24. https://hcea.net/page-1680145
  25. https://dieselpro.com/blog/history-of-the-detroit-diesel-149-series-marine-diesel-engine/
  26. https://forums.aaca.org/topic/183082-gm-71-diesels/
  27. https://www.4btswaps.com/attachments/detroit-injector-history-pdf.29618/
  28. https://www.yachtsurvey.com/comparing_diesel_types.htm
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