Diesels,hmm maybe you guys should stick to flying
A little folklor for Y'all take the 6V53 in laymans terms that is a V6 with a capacity of 53 cubic inches per cylinder. Have seen upto 16v149 in diesel gen sets and haulpaks. 2 stoke technology dated back to WW2. Most truck motors were either 6 or 8V or N (Normal or staight) 53 ,71 or 92's supercharged all and some with turboes using a "T"suffix. Power varied from 180hp to 500hp although you could fit huge squirters and pull out in excess of 900hp. These two strokes were ULTRA reliable and you can get parts for em in any post office in the country along with the points for a 186holden Most applications in trucks would easily see 1000000km between rebuilds( thats about three years of solid linehaul 24 7 52 weeks a year. roughly about 15000hrs in service) Sweetest sound ever to hear a freshly rebuilt 92 purr into life. Almost as good as a Pratt powered Ag-cat taking off on a crisp winter dawn. Will be phased out due to emission laws in favour of 4stroke technology series 60's. Which is where they fit in with lycoming. Understand Detroit is supplying the ECU and unit injectors for the jet-a burner. Not sure what size engine or if they will be using 2stroke technology with a turbo and a supercharger or a more conventional 4stroke(now if I could work out how to use the jacobs brake in fine pitch on descent then that would give the latte set something to whinge about.)
As for the bugs, they actualy live in the water and feed off the fuel. What causes the problems is when the mo#@*&ls die they block the filters.(understand this is what happened to the B200 that crashed off the end of 16 at YSSY in the eighties) Another problem when using diesel is the tendancy to turn into a block of wax approaching FZL from the high parafin levels. Not good for use in the FLs
Detroit also make Allison turbines.