Parts for Detroit Diesel 8V71 Non-Turbo

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Detroit Diesel 8V71 Non-Turbo Engine Specifications & Applications

Introduction to the Detroit Diesel 8V71 Non-Turbo Engine

The Detroit Diesel 8V71 Non-Turbo engine is a naturally aspirated, V8 two-stroke diesel engine from the iconic Series 71 family. With its proven mechanical simplicity, solid low-end torque, and long-lasting reliability, the 8V71 non-turbo engine has been the backbone of commercial marine fleets, industrial machines, military equipment, and power generators for decades.

Equipped with eight cylinders in a 90-degree V configuration, this engine delivers more horsepower and torque than its smaller siblings (6V71, 6-71, or 4-71) while maintaining the modular, serviceable architecture that made Detroit Diesel engines globally respected. The non-turbo setup makes it easier to maintain, eliminates turbo-related failure points, and provides smooth, dependable power delivery.

At Diesel Pro Power, we support the 8V71 Non-Turbo engine with a full line of aftermarket parts—including overhaul kits, cylinder heads, gaskets, injectors, and cooling components. Our high-quality replacements are built to match or exceed OEM specifications, and we offer fast worldwide shipping to keep your engine—and your operation—running strong.

Core Engine Specifications

Engine Series: Detroit Diesel Series 71
Model: 8V71 Non-Turbo
Engine Type: 2-Stroke Diesel
Configuration: V8 (90-degree angle)
Aspiration: Naturally Aspirated (no turbocharger)
Valvetrain: 4 valves per cylinder
Firing Order: 1-2-7-8-4-5-6-3
Fuel System: Mechanical unit injectors (pressure-timed)
Governor Type: Mechanical (variable or limiting speed)
Compression Ratio: ~17:1

Bore, Stroke, and Displacement

Bore: 4.25 inches (108 mm)
Stroke: 5.00 inches (127 mm)
Displacement (Total): 568 cubic inches (9.3 liters)

The 8V71 Non-Turbo engine uses the same bore and stroke as other Series 71 models, but with eight cylinders it offers more output for heavy-duty applications where performance and load-carrying are critical.

Power Ratings by Injector Size

Power output for the 8V71 Non-Turbo varies based on injector size and RPM settings. Common injector sizes include:

Injector Size	Approx. Horsepower @ RPM
N55	~260 HP @ 1,800 RPM
N60	~275 HP @ 2,100 RPM
N65	~290 HP @ 2,100 RPM
N70	~305 HP @ 2,100 RPM

Torque Output: ~720–850 lb-ft depending on configuration
Rated RPM Range: 1,800 – 2,100 RPM
Idle RPM: 500 – 600 RPM

Oil and Cooling System Capacities

Oil Capacity (with filters): ~14 gallons (53 liters)
Coolant Capacity: ~8.5 gallons (32 liters)
Operating Oil Pressure: 40 – 60 PSI at rated RPM
Thermostat Operating Range: 170°F – 195°F
Maximum Coolant Temp: 200°F

The large oil and cooling capacities reflect the engine’s V8 structure and the added need for thermal management during long duty cycles.

Engine Dimensions and Weight

Length: ~63 inches (160 cm)
Width: ~42 inches (107 cm)
Height: ~50 inches (127 cm)
Dry Weight: ~2,600 – 2,800 lbs (1,180–1,270 kg), depending on accessories

Despite its eight-cylinder configuration, the 8V71 is compact enough for most large marine engine rooms, machinery bays, and mobile industrial applications.

Key Benefits of the 8V71 Non-Turbo Design

Pure Mechanical Simplicity

No turbocharger, no electronics—just classic Detroit Diesel engineering that’s easy to repair with common tools and mechanical know-how.

Modular Components

Each cylinder head covers two cylinders and can be serviced or replaced independently, saving time and reducing maintenance costs.

Long-Lasting Power

Many 8V71s remain in service after 30,000+ operating hours thanks to robust engineering and ready availability of quality aftermarket rebuild parts.

Cold Start Reliability

With proper block heaters or ether assist, the 8V71 non-turbo version starts reliably in cold conditions, making it ideal for commercial fleets operating in variable climates.

Marine Applications of the Detroit Diesel 8V71 Non-Turbo

The 8V71 Non-Turbo engine has been widely deployed in both commercial and recreational vessels, offering a balance of power, reliability, and easy serviceability.

Commercial Marine Use

Tugboats and Push Boats: Used for harbor assist, river towing, and barge transport
Crabbers and Shrimpers: Found in fishing fleets from Alaska to the Gulf Coast
Passenger Ferries and Crew Boats: Provides reliable, consistent operation in commuter or charter service
Utility and Workboats: Runs deck winches, cranes, pumps, and auxiliary systems
Landing Craft and Barges: Offers steady propulsion in shallow and variable-draft vessels

Recreational and Restoration Use

Classic Trawlers and Liveaboard Boats: Found in older Hatteras, Grand Banks, and other luxury yachts from the 1960s–1980s
Boat Restorations: Valued by owners restoring vintage commercial boats for private or charter use
Twin Engine Configurations: Popular in large vessels with dual 8V71s for redundancy and torque

Industrial and Generator Applications

The 8V71 Non-Turbo is equally at home in land-based equipment requiring long hours of consistent output.

Standby and Prime Power Generators (100–150 kW): Used in mining camps, hospitals, and government installations
Irrigation and Water Transfer Systems: Drives high-capacity pumps in agriculture and flood management
Air Compressors: Operates pneumatic drilling and pressure systems in oilfields
Heavy Construction Equipment: Installed in trenchers, dozers, and cranes
Drilling Rigs and Skid Units: Provides mechanical or hydraulic drive power

Military and Emergency Use

The U.S. military and allied forces used the 8V71 extensively for:

Landing Craft (LCM-8s, LCU)
Amphibious Assault Boats
Field Power Generators
Armored Vehicles and Transport Trucks
Civil Defense Systems (Cold War-era infrastructure)

These engines are still found in government reserve fleets, NGO disaster relief teams, and repowered international military units.

Common Rebuild Intervals and Service Signs

Well-maintained 8V71 engines can last for decades, but common signs that a rebuild or major service is due include:

Excessive Exhaust Smoke (Blue or Black): Indicates worn rings, injectors, or poor combustion
Oil in Coolant or Vice Versa: Sign of gasket failure or liner seal leaks
Blow-by: Increased crankcase pressure suggests piston ring or liner wear
Hard Starting or Loss of Power: Injector, compression, or timing issues
Oil Consumption Increases: Could be valve guide or cylinder wear