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. Lots of old guys got power out of 2 stroke dd . Old hillbilly around here we will call him Earl made a 8V71 breath fire. He worked at the local cement block company. 1988 bosses son bought a new T800 with a 425 kitty young driver thought he was walking in tall cotton. They sent 2 loads of block to a basement so they told young guy leave the moffet behind Earl will follow you with the boom truck (old Ford COE with 8V71) now this is Michigan so they both load about 80K on the deck and headed out. Young guy gets to first good pull (locals call it garbage hill about 4% grade) down shifts into 12th gear and feels the truck lurch forward. Earl is on the cb saying what are you slowing down for we got block to deliver and pushed him up the hill. Now Earl did have to overhaul this every winter but these were the old days everyone making money and Detroit parts were cheap and Earl could get an extra load a day.

 

i had a silver 8-92 detroit in my first truck a 1977 pete 359 turbocharged and blown from the factory rated at 430 HP that exact same motor could be purchased in a marine application at 800 Hp i left mine stock but lots of guys were putting in the marine injectors and running 500+HP the fuel mileage was terrible i averaged 3.4 MPG running a truck and transfer hauling 80k delivering rock and sand.
when the 8-92 died the second time i installed a M11 cummins 370 Hp it pulled the hills better the jake was better and the MPG went up to 6.1

 

Yeah it’s the head. The hole in the middle of each set of valves, is where injectors go. Maybe blew a head gasket, or cracked the head, maybe a bad piston liner. No telling why the heads off, maybe just overhauling the engine. Sounds like you’re interested in Engines, and how they work. Keep studying them, you can learn quick, if it interests you.

 

they would go...had guys in south jersey running from Paulsboro to Delaware City and the guys with the 425's were blown away by a detriot. Loaded hitting the Delaware Memorial bridge together, the cat's would be half way up as the black cloud topped the span. He could pass everything but the fuel island

 

In line engines can be easier to produce. Harder to upsize a V configuration, google largest diesel and that huge ship engine is an inline configuration.

Early auto 8 cyl cars were inline, dad's 36 Buick had a massive straight 8 that could outrun flat head ford v-8's.

 

Older motors did everything differently from the new ones. The oldest motors were purely mechanical, low pressure fuel rails, injectors fired mechanically via the camshaft, mechanical injection fuel pump, they literally did not need electric power to run. Of course, most had some electrical for the starter and maybe a few gauges but if you snipped every bit of wire off a running engine it would keep running. Some rigs had air starters that used compressed air to start the engine, so theoretically they did not need any wires. These motors were mostly pushrod, with the cam in the block and pushrods going up to the rockers, like a Chevy V8. Throttle was a mechanical wire. Examples include the 855 and early N14 Cummins and earlier motors, non electronic Caterpillars, and the two stroke (Series 53,71,92) Detroits, and on the medium duty side the International 444 IDI/ Ford 7.3 non powerstroke, 466, and 12 valve Cummins.

Then you had the first gen electronic control motors. These came into play in the early to mid 90's. These motors were just the previous motors but with electronics controlling and monitoring the motor, and running the fuel system/ injectors thereby reducing emissions, upping power, and saving fuel. Examples include Cummins N14 Celects and early ISX/M/L/C/B, 3406E Cat, DDEC (later) Detroit two strokes and Detroit Series 60s (which used overhead cams, like a Honda Civic) In order to do this, the injectors had to be able to be controlled electronically. Detroit and Cummins used EUIs, which were the old style of injector with the camshaft hitting the injector to pump fuel (like a soap bottle dispenser) but added a solenoid controlled dump valve to allow fuel to flow back to the tank when the computer does not want fuel injected. This allows the motor to control how much and when the fuel was injected. Cat, and International (and by association Ford Powerstrokes) used HEUI, where the injectors were fired by high pressure engine oil, not the camshaft, and the control of the flow of engine oil controlled the timing and duration of fuel injection. During this era, other emissions controls were installed, like exhaust gas recirculation, which fed some exhaust back into the intake to reduce combustion temps, which reduced NOX emissions. This however, lead to incomplete combustion, which caused lower power and fuel economy, as well as excessive soot. To combat this, DPF (particulate filters) and SCR (selective catalyst reduction) was installed, the latter of which used DEF (the fluid).

Then came the common rail motors. These engines use a pump to pressurize the fuel rail to extremely high pressures, tens of thousands of PSI. The rail is plumbed directly into the injectors, where the high pressure allows the injectors to control the flow of fuel directly, and this allows extremely precise control of fuel flow and timing. This is what is being used today. Examples include the Detroit DD15, post 2010 Cummins ISX, Paccar MX, Volvos, basically anything post 2010.

Of course, as each generation of fuel system allowed better control of fuel, more sensors were added to take advantage of those controls, and more computers were added. In addition, the computers could control more things, and had more thinking to do as time went on. The trend is to control more things electronically, which means more sensors, actuators, and wiring.