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ChiefMechanicMark · 03-25-2017, 08:47 AM

That's because after 2000 the Germans started changing things around.
You have what used to be called a model 6067-HK60. This is a 14L size engine. They started out with 550HP and 1850 lb.ft. torque rated rpm was 2100 max. The torque was flat lined from 1200 to 1500 of 1850 lb.ft. then slowly drifted down to about 1250 lb.ft at 2100 rpm. Horsepower was inversed from (If I remember) was about 400 hp at 1200 rpm and ramped up to the 550 hp at 2100 rpm. They crossed paths at the 1500 rpm.
I believe you may have transposed the serial # which should be ten digits (06R0840081) This is the main number you need to know everything about this engine for part numbers, specifications, warranty questions, history of repairs. The detail of the system is down to the part numbers for every nut bolt and lock washer. If you have a good relationship with your dealer they can still look up everything in the history of warrantable repairs and sometimes if you know where it lived in previous life they can look up any repairs at any authorized dealer if they loaded them into the system.
As far as turning them up...Not a whole lot you can do to these as they were built big and very limited different parts available like cam shafts and injectors. The main thing they used to change between a few settings of horsepower and torque was just the computer programming. What drove the limits was cooling system capability. The transmissions and drivelines were all rated for the maximum torque of 2050 lb.ft. torque at the time. You would have to have a dealer plug in to your computer to see if you had a different horsepower available in your computer as they did have multiple settings in a lot of them, some had what was called cruise power engines which provided higher horsepower when in cruise then on foot throttle. They always offered a choice in the computer to opt into straight horsepower on both foot and cruise on those engines. The idea was driver incentive to get better fuel economy in cruise so if they gave them more horsepower they would be able to go faster up the hills so they would tend to use the cruise more often. Worked good for fleets to save money on fuel costs. They would also give their senior drivers the straight horsepower options as an incentive to stay with the company as they usually got better mileage anyway. Some of the computers on the engines had up to four different horsepower ratings. Only way to tell is have a dealer plug in and look.
Also on the rocker cover it used to be the third sticker back was the words "This engine designed to operate at..." and this was what the engine came out of the factory at. The first sticker on the left front of the cover was "Advertised" ratings. This was the capabilities of the engine design but not necessarily the parts in this engine could produce those ratings.
I hope this is helping.
BTW the model numbering has a lot of history behind them and a funny story too. For years Detroit Diesel which started as Gray Marine in the 1930's (Notice GM) was integrated with General Motors. They used to have model numbers that used letters to explain rotation (Left or right hand crankshaft rotation) so they would be installed in marine vessels for opposite prop rotation to make the vessel travel in a straight line. Years later they started using the marine gear do the reversal of the props so both engines could be right hand rotation thus cutting down on parts differences. The model numbers morphed into a series of numbers to explain what size, series and placement of items. For example the first engines were 6-71 so the serial number started with 6A and the model number would be 1067-RA. This showed first digit (1) was first engine series created. the next two digits (06) referred to the number of cylinders the next digit (7) referred to governor type. The letters (R) meant right hand rotation so a Left hand engine would be an "L" and the "A" was one of four letters "A;B;C;D" referred to placement of water pump/oil cooler; exhaust outlet; blower; and governor placement. Over the years and additional engine model numbers caused this to turn into a standardized 8 digit model number. So an 8V92 became a serial number of 08VFXXXXXX and the model number would be 8087-7826 so it was the eighth engine series, eight cylinders, limiting speed governor and the 7826 was Turbocharged, after cooled and truck specified for Paccar. (Also the "71" and "92" referred to the number of cubic inches per cylinder.)
The Series 60 being the first completely computerized (Never had mechanical governor system.) caused a slight dilemma so they had to come up with a lettering system to identify items. The engineer at the factory had a sense of humor (No joke here he personally shared this with me at a factory dinner.) The first part of the model number was easy... Since Detroit for some reason had skipped the number 6 in their numbers he latched onto it originally to come up with the "60" Series. So the model number started with a "6". It had six cylinders hence the "06" then it was a limiting speed governor system so "7". The next was a need for size of liters and computer series (DDEC Version) so the 11.1L was a "W" and the 12.7L was a "G" the DDEC version was "T" for DDEC 1 and a "U" for DDEC 2. So now the funny part... "W" stood for Wimpy and "G" stood for Giant. The "T" stood for Technical and the "U" stood for Ultimate.
Then as the engine advanced in horsepower and computers advanced he had to keep coming up with new ideas. See below:
DDEC 3 was "K" for Kool (C had been used for a previous engine series)
DDEC 4 and 5 were just faster and more storage capability so he said there was no reason to change the letter because externally they looked identical.
The liter size and horsepower were reclassified so he came up with L, M, B, and H
"L" (Little) was for the 11.1L 1400 lb.ft. torque
"M" (Medium) was for the 12.7L up to 400 HP 1450 lb.ft.torque
"B" (Big) was for the 12.7L from 425 to 450HP 1650 lb.ft. torque
"H" (Huge) was for the 14.0L 1850 lb.ft. torque
Then in 2000 DDC was sold to Daimler-Chrysler from Roger Penske and there was no more sense of humor allowed.
So that is a little history of Detroit Diesel engines.
Thanks for testing my memory...

03-25-2017, 08:47 AM	#22
ChiefMechanicMark Member Join Date: Mar 2017 Location: Redmond Posts: 54	That's because after 2000 the Germans started changing things around. You have what used to be called a model 6067-HK60. This is a 14L size engine. They started out with 550HP and 1850 lb.ft. torque rated rpm was 2100 max. The torque was flat lined from 1200 to 1500 of 1850 lb.ft. then slowly drifted down to about 1250 lb.ft at 2100 rpm. Horsepower was inversed from (If I remember) was about 400 hp at 1200 rpm and ramped up to the 550 hp at 2100 rpm. They crossed paths at the 1500 rpm. I believe you may have transposed the serial # which should be ten digits (06R0840081) This is the main number you need to know everything about this engine for part numbers, specifications, warranty questions, history of repairs. The detail of the system is down to the part numbers for every nut bolt and lock washer. If you have a good relationship with your dealer they can still look up everything in the history of warrantable repairs and sometimes if you know where it lived in previous life they can look up any repairs at any authorized dealer if they loaded them into the system. As far as turning them up...Not a whole lot you can do to these as they were built big and very limited different parts available like cam shafts and injectors. The main thing they used to change between a few settings of horsepower and torque was just the computer programming. What drove the limits was cooling system capability. The transmissions and drivelines were all rated for the maximum torque of 2050 lb.ft. torque at the time. You would have to have a dealer plug in to your computer to see if you had a different horsepower available in your computer as they did have multiple settings in a lot of them, some had what was called cruise power engines which provided higher horsepower when in cruise then on foot throttle. They always offered a choice in the computer to opt into straight horsepower on both foot and cruise on those engines. The idea was driver incentive to get better fuel economy in cruise so if they gave them more horsepower they would be able to go faster up the hills so they would tend to use the cruise more often. Worked good for fleets to save money on fuel costs. They would also give their senior drivers the straight horsepower options as an incentive to stay with the company as they usually got better mileage anyway. Some of the computers on the engines had up to four different horsepower ratings. Only way to tell is have a dealer plug in and look. Also on the rocker cover it used to be the third sticker back was the words "This engine designed to operate at..." and this was what the engine came out of the factory at. The first sticker on the left front of the cover was "Advertised" ratings. This was the capabilities of the engine design but not necessarily the parts in this engine could produce those ratings. I hope this is helping. BTW the model numbering has a lot of history behind them and a funny story too. For years Detroit Diesel which started as Gray Marine in the 1930's (Notice GM) was integrated with General Motors. They used to have model numbers that used letters to explain rotation (Left or right hand crankshaft rotation) so they would be installed in marine vessels for opposite prop rotation to make the vessel travel in a straight line. Years later they started using the marine gear do the reversal of the props so both engines could be right hand rotation thus cutting down on parts differences. The model numbers morphed into a series of numbers to explain what size, series and placement of items. For example the first engines were 6-71 so the serial number started with 6A and the model number would be 1067-RA. This showed first digit (1) was first engine series created. the next two digits (06) referred to the number of cylinders the next digit (7) referred to governor type. The letters (R) meant right hand rotation so a Left hand engine would be an "L" and the "A" was one of four letters "A;B;C;D" referred to placement of water pump/oil cooler; exhaust outlet; blower; and governor placement. Over the years and additional engine model numbers caused this to turn into a standardized 8 digit model number. So an 8V92 became a serial number of 08VFXXXXXX and the model number would be 8087-7826 so it was the eighth engine series, eight cylinders, limiting speed governor and the 7826 was Turbocharged, after cooled and truck specified for Paccar. (Also the "71" and "92" referred to the number of cubic inches per cylinder.) The Series 60 being the first completely computerized (Never had mechanical governor system.) caused a slight dilemma so they had to come up with a lettering system to identify items. The engineer at the factory had a sense of humor (No joke here he personally shared this with me at a factory dinner.) The first part of the model number was easy... Since Detroit for some reason had skipped the number 6 in their numbers he latched onto it originally to come up with the "60" Series. So the model number started with a "6". It had six cylinders hence the "06" then it was a limiting speed governor system so "7". The next was a need for size of liters and computer series (DDEC Version) so the 11.1L was a "W" and the 12.7L was a "G" the DDEC version was "T" for DDEC 1 and a "U" for DDEC 2. So now the funny part... "W" stood for Wimpy and "G" stood for Giant. The "T" stood for Technical and the "U" stood for Ultimate. Then as the engine advanced in horsepower and computers advanced he had to keep coming up with new ideas. See below: DDEC 3 was "K" for Kool (C had been used for a previous engine series) DDEC 4 and 5 were just faster and more storage capability so he said there was no reason to change the letter because externally they looked identical. The liter size and horsepower were reclassified so he came up with L, M, B, and H "L" (Little) was for the 11.1L 1400 lb.ft. torque "M" (Medium) was for the 12.7L up to 400 HP 1450 lb.ft.torque "B" (Big) was for the 12.7L from 425 to 450HP 1650 lb.ft. torque "H" (Huge) was for the 14.0L 1850 lb.ft. torque Then in 2000 DDC was sold to Daimler-Chrysler from Roger Penske and there was no more sense of humor allowed. So that is a little history of Detroit Diesel engines. Thanks for testing my memory...