Detroit Diesel 6-110 Specifications
| Engine Model: Detroit Diesel 6-110 |
| Engine Type: 2-stroke inline 6-cylinder liquid-cooled diesel |
| Total Displacement: 660 cu.in (10.8 L) |
| Rated Engine Power: 220-300 Hp (164-224 kW) at 2000 rpm |
| Fuel System Type: Unit fuel injector |
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The Detroit Diesel 6-110 represents a
significant chapter in the history of heavy-duty diesel engineering,
standing as the largest displacement inline engine produced by the
Detroit Diesel Engine Division of General Motors. Conceived as a
high-power solution for applications where brute force and durability
superseded compactness, the 6-110 was fundamentally a 2-cycle, inline
6-cylinder powerplant. Its design lineage is an enlargement of the
principles proven in the renowned Series 71 engines, scaled to deliver
substantial torque and horsepower for demanding industrial, marine, and
railway service.
Introduced to fill a gap for applications requiring sustained high
output, the 6-110 distinguished itself through its robust construction
and the characteristic Detroit Diesel 2-cycle operating principle.
Unlike its smaller counterparts, the 6-110 was never intended for
on-highway trucks; its mass and powerband made it ideal for stationary
and mobile equipment where weight was a secondary concern to reliability
and low-end grunt.
The engine earned a legendary reputation in railroad self-propelled
cars, large earthmoving scrapers, and commercial marine vessels. While
production ceased decades ago, the 6-110 remains a respected power unit
among collectors and operators who value its simple, serviceable
architecture and its ability to withstand years of severe service. Its
discontinuation was driven not by mechanical deficiency but by the
industry’s broader shift toward more compact, lighter-weight
V-configuration engines, such as the Series 71 and 92 V-blocks, which
offered comparable power in a smaller footprint.
Engine Type: Inline 6-Cylinder, 2-Cycle.
Displacement: 660 cu.in (10.8 L).
Bore and Stroke: 5.0 in x 5.6 in (127 mm x 142 mm).
Compression Ratio: 18:1.
Maximum Power: 220-300 hp (164-224 kW).
Maximum Torque: 700-850 lb-ft (949-1152 Nm).
Rated Speed: 1800-2000 rpm.
Firing Order: 1-5-3-6-2-4.
Idle Speed: 500-600 rpm.
Aspiration: Scavenging blower (early models utilized a centrifugal
blower; later, more common configurations employed a Roots-type blower).
Direction of Rotation: Counterclockwise (viewed from the flywheel end)
is standard, though reverse rotation versions were produced for marine
twin-engine installations.
The cylinder block is a single-piece, high-grade cast iron structure
engineered to provide maximum rigidity under high cylinder pressures.
The block features a deep-skirt design, extending the cylinder walls
below the crankshaft centerline to enhance structural support. Unlike
conventional 4-cycle engines, the 6-110 block is designed with large,
uncomplicated air intake ports cast directly into the cylinder walls, a
requirement for the uniflow scavenging system of the 2-cycle operating
principle. The water jacket surrounds the upper portion of the cylinder
liners to provide efficient heat dissipation.
The block incorporates a large, side-mounted access cover for inspection
and maintenance of the camshaft and blower drive components. Cylinder
bores are fitted with replaceable, wet-type cylinder liners that extend
below the water jacket seal, allowing for simplified overhaul procedures
without requiring a full engine teardown. The crankcase is integral to
the block and provides seven main bearing bulkheads, each machined to
accept heavy-duty, steel-backed precision bearings.
The 6-110 utilizes a single, one-piece cast iron cylinder head that
spans the entire length of the block. This head is secured by a matrix
of high-strength studs to ensure a uniform clamping load. The valve
arrangement is specific to the 2-cycle design, employing a uniflow
scavenging system. Each cylinder is equipped with four valves: two
exhaust valves and two unit injector actuating valves (the latter
facilitating fuel injection). There are no intake valves in the
conventional sense; air enters the cylinder through the ports in the
cylinder liner walls.
The exhaust valves are arranged in a crossflow pattern, exiting to a
single manifold. These valves are constructed from high-heat-resistant
alloys and are equipped with rotators to promote even heat distribution
and extend service life. The valve train is actuated by a camshaft
located low in the cylinder block, using pushrods and rocker arms to
open the exhaust valves against the pressure of dual, high-tension coil
springs. The cylinder head also houses the injector tubes and
incorporates a separate, cast-in water jacket to cool the critical valve
seat areas and the combustion deck.
The fuel system adheres to the classic Detroit Diesel unit injector (UI)
design. Each cylinder is served by its own unit injector, a
self-contained component combining the fuel pump and injector nozzle
into a single unit. The system operates on a camshaft-driven mechanism
where a rocker arm forces the injector plunger downward to pressurize
fuel to extremely high injection pressures, precisely metering the dose
for each cycle. Fuel is delivered from the tank by a low-pressure
transfer pump, circulated through a primary and secondary fuel filter to
cool the injectors, and then returned to the tank.
Excess fuel serves to remove air from the injector body. The injection
timing is mechanically set by adjusting the relationship between the
camshaft and the injector follower. Injector size determines the power
output of the engine, allowing for power ratings to be changed by
swapping injectors rather than altering the base engine architecture.
Common injector codes for the 6-110 ranged from N70 to N80,
corresponding to higher horsepower outputs.
The lubrication system is a full-pressure, full-flow design utilizing a
heavy-duty gear-type oil pump mounted externally on the front of the
engine for ease of service. Oil is drawn from a large-capacity sump
through a strainer and then pressurized. The oil passes through a
full-flow replaceable cartridge filter before being distributed to the
main oil gallery. From the gallery, pressurized oil is routed to the
main bearings, connecting rod bearings, camshaft bearings, and the
blower drive gears.
A dedicated oil supply is directed to the rocker arms and valve
mechanisms via external lines to ensure adequate lubrication of the
upper valve train. Piston cooling is managed by oil jets that spray the
underside of the piston crowns, a critical feature for managing the
thermal load of a 2-cycle diesel. The oil pan is constructed from
heavy-gauge steel and is designed for deep-sump capacity to accommodate
the engine’s substantial oil consumption and cooling requirements.
Cooling System: The cooling system is a pressurized, water-circulating
design driven by a large-capacity centrifugal water pump mounted to the
front of the engine. Coolant flows from the pump into the cylinder
block, circulating around the wet cylinder liners and then upward
through precision-cored passages into the cylinder head. The system is
regulated by a thermostat that maintains optimal operating temperature,
between 160-185°F (71-85°C). A by-pass circuit allows coolant to
circulate within the engine during warm-up. The system’s capacity is
considerable, often requiring a radiator of corresponding size for
mobile applications or a keel cooler for marine installations.
Air System (Scavenging): As a 2-cycle engine, the 6-110 relies on a
positive displacement blower to force air into the cylinders for
scavenging (expelling exhaust gases) and combustion. The blower is
engine-driven and functions as the primary means of aspiration. Air
enters through a heavy-duty air cleaner, passes through the blower, and
is forced into the air box integral to the cylinder block. From the air
box, the pressurized air enters the cylinder through the ports in the
liner as soon as the piston crown descends past the port opening.
The engine is equipped with a 12-volt or 24-volt starting system,
depending on the application. A heavy-duty starter motor is mounted to
the flywheel housing, and a belt-driven alternator provides charging
capacity for the battery bank. Industrial and marine configurations
frequently included redundant starting systems, such as a secondary
electric starter or a hydraulic starting motor.
Overall Length (including flywheel housing): 68.0 in (1727 mm)
Overall Width: 39.0 in (991 mm)
Overall Height: 52.0 in (1321 mm)
Dry Weight: 3000 lb (1361 kg)
Operating Weight (with fluids): 3250 lb (1474 kg)
Valve Lash (Exhaust, cold): 0.013 in (0.33 mm)
Oil Change Interval: 150-250 operating hours under normal heavy-duty
service.
Oil Capacity (Engine Sump): 7-8 gal (26-30 L)
Coolant Capacity (Engine Only): 12-14 gal (45-53 L)
Fuel Filter: Primary spin-on and secondary cartridge-type, replaced at
500-hour intervals.
Cylinder Head Nuts: 180-200 lb-ft (244-271 Nm)
Connecting Rod Bolts: 100-110 lb-ft (136-149 Nm)
Main Bearing Cap Bolts: 180-200 lb-ft (244-271 Nm)
Flywheel Housing to Block: 50-60 lb-ft (68-81 Nm)
Rocker Arm Support Bolts: 65-75 lb-ft (88-102 Nm)
Injector Hold-Down Clamp: 25-30 lb-ft (34-41 Nm)
Oil Pan Bolts: 15-20 lb-ft (20-27 Nm)
Water Pump Mounting Bolts: 35-40 lb-ft (47-54 Nm)
Rail: The 6-110 is most famous for its service as the prime mover in the
Budd Rail Diesel Car (RDC). This self-propelled passenger railcar
utilized one or two 6-110 engines, cementing the engine’s legacy in the
history of North American rail transportation.
Euclid Scrapers: Models such as the S-7 and TS-14 relied on the 6-110
for its high torque output.
Crawler Tractors: Large dozers requiring sustained lugging power.
Off-Haul Trucks: Early articulated dump trucks and rigid frame haulers.
Tugboats: For harbor and ship-assist operations where low-speed thrust
was essential.
Fishing Vessels: Trawlers and seiners that demanded continuous operation
at moderate speeds.
Workboats: Crew boats, push boats, and pilot vessels.
Generator Sets: Providing prime power for remote sites or backup power
for industrial facilities.
Oil Field Equipment: Powering drilling rigs, mud pumps, and pumping
units where sustained power was mandatory.
Industrial Water Pumps: Large-scale irrigation and flood control pumps.
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