M T f U! I'll do it myself.

The beauty of the small 71s.
Monster crank surfaces per HP.

Liner height used to keep me up at nights.
I over came these issues with a better quality of rum.
Lifetime later, never had an issue.

And the bearing looked good.
I'm really liking the kid working with you.
I'm confidant if the rear seal was not leaking, it will not be leaking when job is completed.
It takes these extra hours to ensure this.

Work and family????
Yes, these do get in the way sometimes.
Bosses and wives (chillins?) just don't understand.

That is the same for the in-line 6.
Now imagine, half of that for a V block rod bearing.
Now you may understand my hard for the straight blocks.

12V are two 6-71 s on a common crank, in a V block. Yes, half of the rod bearing surfaces of the straight in lines.
But wait, there is more.
In the original days before V blocks; In line engines were connected together in line or a radial patern with special gear boxes.
The Sherman Tank M4A2 (rare diesel model) had dual side by side 6-71s connected with a fancy gear box. Russia got most of these in WWII.
This maintained the most HP per lung 80 years ago,, as now..
Our latest Sergent at arms, Sherman kat is named after the M4A2,
All 28 pounds of him;

He purrs on all 12 cylinders. He is our tank.
And, he likes the Bert.

Your not that old. I still have a self pic of you with a light strapped to your forehead. Well,, maybe silly looking but that's O K.
Remember, I'm waiting for your new experience and young back to help me maintain 2 sets of 12s.

Oh No, Not the mighty TD MG-506....
Probably the most trusted gear up to 700+ HP.
The valve manifold (F-N-R) O rings do fail. The pump may go a lil low.
I don't remember ever, a (non-abuse) failure of a 506. What a great clutch.
So, What problems are you having?
What did you do to that poor ole clutch?
Going to have to point my tank (KAT) in your direction...

Just e-mailed you the 506 manual from my archives.

Our local S&S Detroit dealer told me earlier this week that Rolls Royce now owns the marine side of Detroit Diesel.

It is a spaghetti ball but here is what I understand.
Around the mid 80s, Roger Penski purchased Detroit Diesel Corp from General Motors.
It took a few years but thru making joint ventures with Mercedes-Benz and further agreements with VolvoPenta & Perkins, DDC started getting some market share back from Cummins by the mid 90s.
Then,, Then,, Then,, The Series 60. With out argument, the best engine in North America.
Not with out cost but DDC was out of the mud and in the black.
DDC had developed an electronic engine package that got the worlds attention.

In early 2000, DaimlerChrysler, the parent company of MTU, Bought up the then public stock and was the new sole owner of DDC.
DDC and MTU was later merged. To the now MTU group.

It gets confusing after this. Daimler, BMW, British Leland, Rolls Royce and many others got into bed with each other.
Technology research, Mfg processes and today, Rolls Royce is the major owner/director of these and many other companies.
What they do not own, RR has a controlling influence in it.

Yes,, Today's MTU is owned by RR. Been so for a few years but I don't have a firm date in mind. Kind of like it happened with out any fan-fair.
More or less, MTU runs its own show. All of the big RR companies of course share technology and ideals (and money when needed).
IMO, it is more proper to just say MTU or MTU/Detroit when discussing these topics on the web.
I just say Detroit or DDC when referring to my 45 year old 12V71s. The new part packaging says MTU.