a little from the bullfoot about his favorite engines, just for entertainment:
[bullfoot from threads on the stovebolt lounge:]
i've seen tops blown off 6 pistons in a few big ol diesel motors and it all went out the tail pipe and still ran. a diesel motor is like a wood stove: you had to keep de fire hot to perform, but you have to build de fire without making too much flame out de pipe, and most have pyrometers to watch de fire in de cylinders - tooo hot, for tooo long, tooo many times [the operator worked it petal to de metal all de time] that just used up the 9 lives a normal diesel engine has . . . . . just all left in small pieces, and it all went out the tail pipe . . . . . still ran.
i thinkzzz hmmmm, 3-71 jimmys ooyea they were cool. 4-71, 6-71, internals would interchange and rev like forever and thats de way they ran de best.
turbocharge dem little devils? oooyea.
had to run a point lower compression pistons.
after cool de turbo air before going in to de blower? ooyea
turbos help unload some of de parasite hp load caused by de blower - more horses to de drive tires.
parts are made by a bunch of after market sources and you can get big ol injectors for de 71 series.
the engine that was in my truck was a "general motors truck company" inline 6 cyl 71 cubes per cyl 2 stroke diesel - made before detroit diesel bought the rights from gmc. yea i rebilt more jimmys and detroits than i can count. all the 2 strokes required a roots type supercharger to supply the air (no intake valves - had intake ports in the lower part of cyls), and came in 53/71/92/101 cubes per cyl and larger (locomotives) other series. they came in inline & v blocks 1/2/3/4/6/8/12/15/32 cyl engines and could be bolted togeather for most any number of combinations.
jimmy diesels are 2-stroke engines (each piston fires every time they reach the top of the stroke so called rapid fire). they did not produce as much torque as the 4-stroke, and you had to keep them wound out and use all the gears avaliable. the newer diesels have mucho more torque at lower rpm also more h-power the idea being low rpm & high gears that = good fuel economy but the newer generation of drivers put the petal to the metal and drive to darn fast for safety thus throwing all gains in fuel savings out the window, not to mention endangering all the folks out there with them.
before the newer hi torque/low rpm raidoshack controled diesel engines, most all trucks had a 300 rpm split between gears to keep engine in proper power range: 2100rpm on the top - dropping 300-400 revs, pick up next one, wind to 2100, and pete & repete until you got up to top gear.
5-speed main, 3speed aux. main box was a larger gear split [as chief sez "main trans papa steps, aux trans moma steps"] shift main once then shift aux three times over and over until you reached the gear i call "good morning your honor, i was just trying to keep up with the flow of traffic".
Jerry "bullfoot" Powell, gone but never forgotten
