Detroit Diesel 60

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Series 60
D60 badge.jpg
ManufacturerDetroit Diesel
Displacement677, 775, 854 cu in (11.1, 12.7, 14.0 l)
Cylinder bore5.12 in (130 mm) (11.1L)[1]
Piston stroke5.47 in (139 mm) (11.1L)[1]
Compression ratio15.0:1 (11.1L)[1]
Power output330–365 hp (246–272 kW) @ 1800–2100 RPM (11.1L)[1]
Torque output1,150–1,350 ft⋅lbf (1,560–1,830 N⋅m) @ 1200 RPM (11.1L)[1]
Length57 in (1,400 mm) (11.1L)[1]
Width34 in (860 mm) (11.1L)[1]
Height50 in (1,300 mm) (11.1L)[1]
Dry weight2,550 lb (1,160 kg) (11.1L)[1]
PredecessorSeries 71

The Detroit Diesel Series 60 is an inline-six 4 stroke diesel engine that was first produced in 1987. It deviated from most on-highway engines by being an overhead camshaft engine and having full "drive by wire" electronic control. In 1993 it became popular on many Charter buses in the US in the 11.1 L (677 cu in) size.


When it was introduced in 1987, the Series 60 was the first heavy-duty diesel engine with fully integrated electronic controls.[2] Detroit Diesel prescribed overhaul intervals of 500,000 miles (800,000 km), then raised that to 750,000 miles (1,210,000 km) after more experience was gained with the new engine.[3]

In 1993, the 11.1 L (677 cu in) version was rated at 350 bhp (260 kW) (but would produce 15 more if the cruise control was engaged).


The Series 60 was also available in 12.7 L (775 cu in) at the time, which was created by a longer stroke of 6.30 in (160 mm).[4] Both engine sizes were also used in truck and tractor-trailer applications.

In 1998, the 11.1-liter Detroit Diesel Series 60 was discontinued.[5] Once the 11.1-liter Series 60 was discontinued, the 12.7-liter Detroit Diesel Series 60 became the motorcoach application. Starting in the late 1990s, Neoplan made the Series 60 as an available engine for their high-floor and low-floor articulated buses - the AN460A and AN460LF. Detroit Diesel began making Series 60 marine engines in 1999, with wider availability starting in 2000.[6]


In 2001 the bore and stroke increased and the engine displacement rose to 14 L (854 cu in), with an increase in power output to 575 hp (429 kW) and a torque increase to 1,850 lbf⋅ft (2,510 N⋅m).

In 2004 the 14 Liter engine became the dominant platform in Freightliner over the road sleeper trucks and changed the ECM to a DDEC V. The 12.7L engine was favored in buses for its better fuel consumption.[5]

In 2007 the 12.7-liter Detroit Diesel Series 60 was discontinued. Once the 12.7-liter Series 60 was discontinued, the 14-liter Series 60 replaced it. By 2008, Detroit Diesel had produced one million Series 60 engines.[7]

In 2007 - 2010 (2008 -2011 trucks), the Detroit Diesel 14L engine was modified to meet new emissions standards and went to a dual ECM configuration (DDEC VI). This engine ran higher compression, higher injector pressure and a DPF exhaust filter. The block and crank remained the same as the older 2004-2006 engine models.

In 2011 the series 60 engine was discontinued and replaced by the DD15 engine.


Specifications for selected Series 60 engines[8]
Displacement Bore Stroke CR Torque Power Dimensions
677 cu in
11.1 l[1]
5.12 in
130 mm
5.47 in
139 mm
15:1 1,150–1,350 ft⋅lbf
1,560–1,830 N⋅m
@ 1200 RPM
330–365 hp
246–272 kW
@ 1800–2100 RPM
57 in × 34 in × 50 in
1,450 mm × 860 mm × 1,270 mm
2,550 lb (1,160 kg)
778 cu in
12.7 l[4]
6.30 in
160 mm
16.5:1 1,350–1,550 ft⋅lbf
1,830–2,100 N⋅m
@ 1200 RPM
330–430 hp
250–320 kW
@ 2100 RPM
2,640 lb (1,200 kg)
854 cu in
14.0 l[4]
5.24 in
133 mm
6.62 in
168 mm
16:1 1,550–1,650 ft⋅lbf
2,100–2,240 N⋅m
@ 1200 RPM
435–550 hp
324–410 kW
@ 2100 RPM

Electronic Control[edit]

The most popular on-highway Detroit Diesel engine was the 12.7-liter, and the on highway engines were electronically controlled by the proprietary Detroit Diesel Electronic Control (DDEC) system. The DDEC system was the first commercial use of a fully electronically controlled on highway engine, and it would be a number of years before any other manufacturer would follow suit. The functions available in the DDEC system included engine diagnostic functions, shutdown timers, progressive shift functions, fault history record keeping, speed limiting, automatic stall preventing, and cruise control functions; the cruise control function was particularly popular with fleet operators due to the fuel-saving nature of this function, but most notably the DDEC system permitted the owner to be able to download periodical engine management reports, that would record the use of the engine, and be able to provide records of truck overspeeding, excessive idle time, hard braking and other parameters, that would assist owners to increase productivity, reduce engine abuse and decrease fuel consumption.

Larger fleets purchased their own version of the software, while smaller owner operators were able to have their computers downloaded by the dealer that serviced their engine. The DDEC system allowed dealers and owners to troubleshoot problems with their engines, and also permitted changes to horsepower settings, and in some cases, alternative programs were able to be loaded into the computer.

The DDEC system was particularly easy to operate, and diagnostic functions were able to be displayed to the driver. Typically there are two indicator lights, one in yellow and one in red. The red indicator represents a significant engine fault, and in most cases the engine will automatically shut down to protect the engine from damage. The yellow light represents a minor fault, and was more of a cautionary function to alert the operator to a fault that might not be dangerous, or represent immediate damage to the engine. The operator is able to gain basic diagnostic functions via these two lights also. Accompanying the two lights there generally is a switch; when pressed in specific circumstances, the red and yellow lights will flash in a specific order and the operator is able to calculate a fault code, and know the specific problem with the engine.

DDEC I[edit]

14 Litre S-60 view in a Freightliner Century S/T prime mover

Initially the engine was controlled by the DDEC I System, which was shortly after replaced by the DDEC II system which would last up to 1992.

The DDEC I system was a two box system. It had an Electronic Control Module (ECM) in the cab, and an Electronic Driver Module (EDM) on the engine to operate the injectors.[5]

DDEC II[edit]

The DDEC II ECM was a single box mounted on the engine.[5]

The DDEC II Engine was available in ratings up to 525 hp (391 kW) and 1,750 pound-feet (2,370 N⋅m) of torque. The engine proved extremely popular with fleet operators, and built a strong reputation for reliability and longevity. It was also available in a popular "cruise power" configuration, which encouraged the operator to engage the cruise control function. During the normal use of the engine, 505 hp (377 kW) would be available, and when the cruise control was engaged the horsepower rating would decrease to 475 hp (354 kW), as the engine was the most economical whilst the cruise control was engaged.

DDEC III[edit]

In 1992 the DDEC III system was introduced and was available in horsepower ratings up to 470 hp (350 kW), and this was due to revised camshaft timing, and other improvements. Again, a "cruise power" option was available, and the standard rating was 430 hp (320 kW), and when the cruise control was engaged the horsepower rating was increased to 470 hp. Again, encouraging operators to take advantage of reduced fuel consumption.

The DDEC III system also introduced dual voltage (12V/24V) ECMs. Previous DDEC ECM's had been 12 volt only. The dual voltage ECM's made installation into 24 volt marine, industrial, and non USA trucks much easier. The use of Battery Charge Equalizers (Vanner) was not required as the ECM could now be connected directly to the 24 volt batteries.

The DDEC III ECM was thinner than the DDEC II ECM, and had wiring connectors at both ends. The front end had two five pin connectors for the injectors, and a thirty pin connector for the engine sensors. The rear end had a five pin Power Connector, six pin Communications Connector, and a thirty pin Vehicle Interface Harness Connector.

DDEC IV[edit]

1997 brought the introduction of the DDEC IV engine control module, and further improvements in the design of the engine, notably a waste-gated turbocharger and engine management improvements provided increased horsepower ratings up to 500 hp (370 kW), and increased torque outputs to 1,650 lbf⋅ft (2,240 N⋅m).

Competing power plants[edit]


  1. ^ a b c d e f g h i j k "Detroit Diesel Series 60: 300-365 bhp specs". Detroit Diesel. 1996. Retrieved 18 July 2018.
  2. ^ "Detroit Diesel Series 60". Detroit Diesel. 1996. Archived from the original on 5 May 1997. Retrieved 18 July 2018.
  3. ^ Senefsky, Bill (28 September 2007). "Detroit Diesel Series 60 Engines - The Saga of Detroit Diesel". Diesel Power Magazine. Retrieved 18 July 2018.
  4. ^ a b c "Series 60 Coach Power" (PDF). Detroit Diesel. 2004. Archived from the original (PDF) on 23 October 2004. Retrieved 18 July 2018.
  5. ^ a b c d "Engine spotlight: Detroit Diesel Series 60". Highway and Heavy Parts. Retrieved 18 July 2018.
  6. ^ Henderson, Keith (16 August 2000). "First Look: Detroit Diesel Series 60". boats. Retrieved 18 July 2018.
  7. ^ "The Legendary Series 60". Detroit Diesel. 2009. Archived from the original on 21 March 2009. Retrieved 18 July 2018.
  8. ^ "Series 60 - Specs". Detroit Diesel. 2004. Archived from the original on 7 February 2005. Retrieved 18 July 2018.
  • Detroit Diesel Series 50&60 for Petroleum Applications. Detroit Diesel. 2003. p. (Sales brochure).

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