[Ben Conversion]

Can anyone here provide some information regarding the 8v92TA? I have heard many different HP and TQ specs. on this engine but all appear to be related to turbo size and injectors used.

I am changing from an 8v71 manual to a 8v92 auto in a bus conversion and would like to make an educated decision regarding what to run for mileage/longevity. I know it makes better power than the '71 already, so any help would be appreciated. I believe it has 9290 injectors now. The turbo I am not sure at this time.

I wouldn't ask the question, but trying to find a spec sheet for the 2 stroke on line is not coming up with results.

 

[navistar45]

we have a couple of resident detroit guys on here. if you are lucky, they will chime in, and pass on some knowledge.

 

[Gone Fishen]

An 8V-71 has 318 hp with N65 injectors, An 8V-71T with N75 injectors will have 350 Hp. An 8V-71 TA with N80 will have approx. 395 Hp. An 8V-92 with 9A90 injectors will have 430 Hp. An 8V-92 TA will have 450 HP with 9A90 injectors.

 

[belfert]

You can find a lot of info by posting this question over at busconversions.com.

 

[VD350]

An 8V-71 has 318 hp with N65 injectors, An 8V-71T with N75 injectors will have 350 Hp. An 8V-71 TA with N80 will have approx. 395 Hp. An 8V-92 with 9A90 injectors will have 430 Hp. An 8V-92 TA will have 450 HP with 9A90 injectors.

any idea on torque specs? I have always been curious how a 2 stroke's tq compared to a 4 stroke

 

[grounder]

You can find a lot of info by posting this question over at busconversions.com.

There is NO need to go there:nono:.Gonefishen will put them into the Dirt Knowledgewise.He is The Master Detroit Guru:thumbsup:

 

[Gone Fishen]

Hmmmmmmmmm, I will have to look that info up.:read: I don't have that kind of info at the house. Lets hope I remember that. :icon_rolleyes:

 

[Green Leaker]

8V71: Can I hop it up a little without risking reliability?

I have a 1970 Freightliner cabover that I drag toys around with. It has a 8V71 Detroit at 318 hp. I see 20 mph on the freeway hills. Fully loaded, the whole rig is about 66,000 pounds. Can I turbo it without having to change pistons and other stuff? Can the turbo, manifolds, etc be found or are they super rare? Will a 8V92 bolt right in or do I need to monkey with all new mounts? Thanks. Jim

 

[hotrod220257]

pretty toy
any detroit stuff is hard to find anymore so look into what these motors came in stock and find that in a yard its old tech and nobody wants it except guys who like to smoke out a highway lol
but they are still reilable
best way to tell if it fits is to measure
you cant beat gone fishens knolege he just needs time to rember it usually and aint on too much (at least that i see)
so give him time or pm him
also if the same truck had the engine you want to put in luck has it that itll bolt right in

 

[wcdiesel]

8V92TA 450 hp 9G90 injectors 1165 ft/pd of torque at 1650 rpm , 8V92TA 500 hp 9G00 injectors 1325 ft/pd of torque at 1700 rpm

 

[Gone Fishen]

The turbo engin e requires a different piston and liner, blower seals are different, valve and valve's are different. The engine timing is changed to the 'standard' timing where as yours is an 'a' timed engine. Check the rods on the pistons, they might be the non-turbo rods.

On the other question if memory is still here, the 92 series has a slightly longer engine mount of 3/4 inch longer. Of course you know about the exhaust, radiator, air cleaner. And the transmission might needed beefed up.

 

[Green Leaker]

8V92T:Unsure if it is early green or later silver. ??

Gang,
I'm looking at an older 8V92 and would like to know if it is the earlier green one or a later silver. Word on the street is that the early green one is to be avoided. There is no big data plate on it, but there are some numbers stamped into the block on the front right corner. What does this mean?
8VF 036115
8087.7801

The paint is long gone, so color isn't available. It is in a 1978 cabover. The 8V92 came out in 1974, so this engine is 4 years down range. Would that make it a silver model?
I also don't see the emergency shutdown flapper beneath the turbo. Is there supposed to be one there?

Thanks. Jim

 

[DieselSVT]

8VF 036115 - Serial Number

8087.7801 - Model Number


The emergency flap under the turbo is an option. I don't know the difference between a green and silver 92. That is before my time but I'm sure Gone Fishen might be able to fill in the blank.

 

[Gone Fishen]

The emergency flapper was removed because of the new spring racks in use. If 1 injector seizes the other 7 will go to no fuel when the shutdown is used on top of the governor. The only engines I have seen still useing the flapper are engines in use in the oil field or where there is another fuel source possible like a gas or vapor. Some fire trucks had them used for some reason , the ones I see nowdays are not installed with a shutdown flapper.
The Silver engines had a beefed up engine block and the heads were the 'dog bone' style. Look at the casting below the rocker covers on the heads and the 'dog-bone shape will be there. You do NOT want the older style heads on any 92 series. Memory is getting tricky nowdays but the rear of the block was beefed up, the oil passages were open a bit more, the front of the block had a new oil passage drilled in them, the coolant passages [this was the big item], were improved also. Hope this helps some. Sorry I do not know the serial # breakdown for the silver engine. I will ask my parts guy if I remember tomorrow.

 

[wcdiesel]

It,s a silver - 8087 vehicle fan to flywheel 7801 constant horsepower TTA (tailored torque aftercooled) r/h rotation

 

[Green Leaker]

8V92 serial numbers

I spoke to the Detroit Diesel shop in Seattle and they ran the serial numbers and other numbers and it came back as the earlier green version. I ran for the hills. Now I'd like to do whatever I can to get the most power from the 8V71 I already have in it. Items are:

Change out the oil bath cleaner for paper, and add a better intake scoop.
Delete the muffler, go to a resonator or straight pipe and add a second one on the other side.
Put bigger injectors in it. It has N65 in it, now. Standard was N60.
Install new muffler bearings. No. Wait.......:read:

 

[Green Leaker]

Hi,
I don't understand the comment about the injectors shutting down if one sticks. I thought the scary issue was when the engine overheats and oil blows by the rings and it starts burning that oil. In that case, the only remedy is to starve the engine for air. I know virtually nothing about these engines, but I want to learn. I did just pick up a 8V92TA that runs. I can't see a flapper and I don't think there is an aftercooler (can't see anything that looks like a Cummins aftercooler. What does the 8V92TA aftercooler look like and where is it located?). Thanks!

The emergency flapper was removed because of the new spring racks in use. If 1 injector seizes the other 7 will go to no fuel when the shutdown is used on top of the governor. The only engines I have seen still useing the flapper are engines in use in the oil field or where there is another fuel source possible like a gas or vapor. Some fire trucks had them used for some reason , the ones I see nowdays are not installed with a shutdown flapper.
The Silver engines had a beefed up engine block and the heads were the 'dog bone' style. Look at the casting below the rocker covers on the heads and the 'dog-bone shape will be there. You do NOT want the older style heads on any 92 series. Memory is getting tricky nowdays but the rear of the block was beefed up, the oil passages were open a bit more, the front of the block had a new oil passage drilled in them, the coolant passages [this was the big item], were improved also. Hope this helps some. Sorry I do not know the serial # breakdown for the silver engine. I will ask my parts guy if I remember tomorrow.

 

[Gone Fishen]

Overheating causes cracked heads and engine damage, keep the temperature under 205*F.
Under the rocker cover is the injector rack, it will have 1 adjusting bolt/injector. this allows the operatoor to shutdown the engine if 1 injector seizes. the other 7 can be moved into the shutoff posistion.

Look at the LH side of the engine. notice the LH thermostat housing has 1 tube going to the RH side, and another one under the first one that goes UNDER the blower. That is the return flow from the aftercooler that is located under the blower. If it were above the blower it would be called an intercoler. [between the turbo/blower] .thus after the blower=aftercoler

 

[jamesdaran]

Newbie here!

Don't know what i'm doing but you all seem so smart - I figured this is the best place. I will be purchasing a 44 foot Trojan express cruiser, Twin 6V-92 Diesels (tag shows 849 hrs). Both recently over-hauled and serviced (oil change, new impellars, etc) 8 KW Kohler Genset (inop) (shows 1,385 hrs,)

My questions are:
1. the quality of the rebuild was average hot many hrs. before rebuild running with highest efficiency - think is around 1700 rpm with large jets.

2. before I go to rebuild these units again - would I be able to plug and play engines - that is without screwing up my transom. I would also like to keep upper and lower ends.

Now I'm an IT Professional and CCNA - also have worked with World Wide Wireless Communication. So if you have any question (remeber to check the power) and the give me a buzz 608-692-0203:jester:

 

[Timmy Bonza]

8V92TA 450 hp 9G90 injectors 1165 ft/pd of torque at 1650 rpm , 8V92TA 500 hp 9G00 injectors 1325 ft/pd of torque at 1700 rpm

With the modern cooling packages that some me trucks have, is it possible to ramp up the horsepower towards marine specs?
I am wanting upwards of 550hp and 1850 fps of torque. Any indication of fuel usage at the different horsepower levels?
Tim