Clarke DP, DQ, DR, DS, DT Instructions Manual

Operation and Maintenance

Instructions Manual

DP/DQ/DR/DS/DT MODEL ENGINES

FOR

FIRE PUMP APPLICATIONS

Clarke UK, Ltd. Clarke Fire Protection Products, Inc.

Unit 1, Grange Works

Lomond Road

Coatbridge
ML5 2NN

United Kingdom
TELE: [phone]
FAX: [phone]

TELE: +1.513.771.2200 Ext. 427

100 Progress Place

Cincinnati, OH 45246

U.S.A.

FAX: [phone]

www.clarkefire.com

C133292 rev AG
2/11/23

CONTENTS

SUBJECT PAGE

1.0 INTRODUCTION 5

1.1 IDENTIFICATION/NAMEPLATE 5

1.2 SAFETY/CAUTION/WARNINGS 6

2.0 INSTALLATION/OPERATION 10

2.1 TYPICAL INSTALLATION 10

2.2 ENGINE STORAGE 11

2.2.1 Storage Less than 1 year 11

2.2.2 Extended Storage Maintenance Procedure 11

2.3 INSTALLATION INSTRUCTIONS 11

2.4 SPECIFIC FLYWHEEL COUPLING ALIGNMENT INSTRUCTIONS 13

2.4.1 Listed Driveshaft 13

2.4.2 Driveshaft 13

2.4.3 Other Coupling Types 15

2.5 STARTING/STOPPING THE ENGINE 15

2.5.1 To Start Engine 15

2.5.1.1 Optional Pneumatic Starting System 17

2.5.2 To Stop Engine 18

2.5.3 Emergency Stop Instructions 18

2.6 WEEKLY TEST 18

3.0 ENGINE SYSTEMS 19

3.1 FUEL SYSTEM 19

3.1.1 Diesel Fuel Specification 19

3.1.2 Bleeding the Fuel System 20

3.1.3 Changing Fuel Filter Cartridge 21

3.1.3.1 Fuel Filters 21

3.1.4 Fuel Tanks 22

3.1.5 Fuel Injection Pump Components 22

3.1.6 Priming Pump Strainer Cleaning 22

3.2 AIR/EXHAUST SYSTEM 22

3.2.1 Ambient Conditions 22

3.2.2 Ventilation 22

3.2.3 Standard Air Cleaner 22

3.2.4 Crankcase Ventilation 24

3.2.4.1 Open Crankcase Ventilation 24

3.2.4.2 Crankcase Ventilation System 24

3.2.5 Exhaust System 25

3.3 LUBRICATION SYSTEM 25

3.3.1 Checking Sump Oil 25

3.3.2 Changing Engine Oil 26

Page 2 of 49

3.3.3 Changing Oil Filter Cartridge 26

3.3.4 Oil Specification 27

3.3.5 Oil Capacities 27

3.4 COOLING SYSTEM 27

3.4.1 Intended Engine Operating Temperature 27

3.4.2 Engine Coolant 27

3.4.3 Water 28

3.4.4 Coolant Capacities 28

3.4.5 Coolant Inhibitors 28

3.4.6 Procedure for Filling Engine 29

3.4.6.1 Partial Fill 29

3.4.7 Providing Adequate Raw Water Supply to the Engine Heat Exchanger 29

3.4.7.1 Raw Water Supply 29

3.4.7.2 Cooling Loop 30

3.4.7.3 Setting Raw Water Flow Rate 31

3.4.7.4 Raw Water Outlet 31

3.4.7.5 Raw Water Quality, Strainers and Deterioration of Heat Exchanger (or CAC) 32

3.4.7.6 Backflow Preventers 32

3.4.7.7 Raw Water Outlet Temperature 32

3.4.8 Flow Paths of Engine Cooling System 32

3.4.9 Important Service Notice 34

3.4.9.1 Water Pump Cavitation 34

3.5 ELECTRICAL SYSTEM 34

3.5.1 Wiring Diagrams 34

3.5.2 Checking Drive Belt Tension and Adjustment 35

3.5.3 Speed Switch 35

3.5.4 Magnetic Pick-Up 36

3.5.5 Mechanical Engine Control and Alarm Board (MECAB) Speed Switch Troubleshooting 36

3.5.6 Field Simulation of Pump Controller Alarms 38

3.5.7 Battery Requirements 39

3.6 ENGINE SPEED ADJUSTMENT 39

4.0 MAINTENANCE SCHEDULE 40

4.1 ROUTINE MAINTENANCE 40

5.0 TROUBLE SHOOTING 41

6.0 PARTS INFORMATION 41

6.1 SPARES 41

6.2 ENGINE MAINTENANCE PARTS LIST 41

7.0 OWNER ASSISTANCE 41

8.0 WARRANTY 41

8.1 GENERAL WARRANTY STATEMENT 41

Page 3 of 49

Italian

notice.

8.2 CLARKE WARRANTY 41

8.3 DOOSAN WARRANTY 41

9.0 INSTALLATION & OPERATION DATA (See Page 5) 45

10.0 WIRING DIAGRAMS (See Page 5) 45

11.0 PARTS ILLLUSTRATION (See Page 5) 45

12.0 APPENDIX (Alpha Index) 46

Check factory availability for a manual in one of the following languages:

Spanish
French
German

NOTE

The information contained in this book is intended to assist operating personnel by providing
information on the characteristics of the purchased equipment.

It does not relieve the user of their responsibility of using accepted practices in the installation,
operation, and maintenance of the equipment.

NOTE: CLARKE FPPG Reserves the right to update the contents of this publication without

Page 4 of 49

1.0 INTRODUCTION

The following paragraphs summarize the “Scope of
Supply” of the Engine:

 The CLARKE Engine supplied has been

designed for the sole purpose of driving a
stationary Emergency Fire Pump. It must not
be used for any other purpose.

 Shall not be subjected to Horsepower

requirements greater than the certified
nameplate rating (for UL/cUL/FM/LPCB
only).

 Engines must be sized to cover fully the

maximum power absorbed by any particular
driven equipment together with a safety
factor on no less than 10%. (For Non-listed
only).

 Derates for elevation and temperature need to

be considered for maximum pump power.

 Fuel delivery settings are factory set with-in

the injection pump and must not be tampered
with or adjusted. Minor RPM adjustments to
meet pump requirements are permissible.

 The engine shall be installed and maintained

in accordance with the guidelines stated in
this manual.

 Periodic running checks to ensure

functionality should be kept to a maximum of
½ hour per week.

1.1 IDENTIFICATION/NAMEPLATE

 Throughout this manual, the terms “Engine”

and “Machine” are used.

 The term “Engine” refers solely to the diesel

engine driver as supplied by CLARKE.

 The term “Machine” refers to any piece of

equipment with which the engine might
interface.

This manual provides all the information necessary to
operate your newly acquired engine safely and
efficiently, and perform routine servicing correctly.
Please read it carefully.

MODEL NUMBERING & IDENTIFICATION
There are two identification plates attached to each
engine. Clarke Identification Plate: Engine Model,
Serial Number, Rating and Date of Manufacture are
shown on this identification plate. The JU Series
identification plate is mounted on the stiffening plate
that connects the two mounting feet at the rear of the
engine. The JW and JX Series identification plate is
mounted on right rear engine mount.

John Deere Identification Plate: The second
identification plate contains the John Deere Model
Number and Serial Number. On the JU Series, the
John Deere identification plate is located on the right
side of the cylinder block behind the fuel filter. On
the JW and JX Series, the John Deere Serial
identification plate is located on the left-hand side of
the engine between the intake manifold and starting
motor.

Note that there are four types of identification plates,
dependent on whether the engine is a
“Listed/Approved” or “Non-Listed” Model. These
are typical examples. (See Figure #1).

Clarke Identification Plates

USA Listed/Approved UK Listed/Approved

Page 5 of 49

ENGINE MODEL

WEIGHT lbs (kg)

DP6R-NLKA49, DP6R

-

NLKA61

DQ6H

-

UFKA40, DQ6H

-UFKAX8,

UK Listed/ FM Approved UK Non-Listed

UK Listed/Approved

 A= Non-Emissioned
 90 = A power rating code

Doosan Identification Plate: The second
identification plate contains the Doosan Model
Number and Serial Number. On the DT Series, the
Doosan Serial identification plate is located on the
left-hand side of the engine near the front mount just
above the oil pan rail.

1.2 SAFETY/CAUTION/WARNINGS

ATTENTION: This engine has components and
fluids that reach very high operating temperatures
and is provided with moving pulleys and belts.
Approach with caution. It is the responsibility of the
builder of the machine using a Clarke engine to
optimize the application in terms of maximum end
user safety.
BASIC RULES

The following recommendations are given to reduce
the risk to persons and property when an engine is in
service or out of service.
Engines must not be used for applications other than
those declared under “Scope of Supply”.

Incorrect handling, modifications and use of non­original parts may affect safety. When lifting the
engine, take care to use suitable equipment to be
applied to the points specially provided as shown on
the appropriate Engine Installation Drawing. Engine
weights are shown in Figure #2

Figure 1

The Clarke 10 digit model numbers reflects the base
engine type, number of cylinders, cooling system,
approval listing, manufacturing location, emissions
code and a power rating code.
Example: DT2H-UFAA90

 D = Doosan base engine prepared by

CLARKE

 T = base engine series
 2 = 12 cylinders
 H = Heat Exchanger cooled (R = Radiator)
 UF = Underwriters Laboratories Listed/

Factory Mutual Approved, (LP = LPCB Loss
Prevention Council Board Approved, NL =
Non-Listed, AP = APSAD

 A=Manufacturing Location (A= Cincinnati,

K= Coatbridge)

Page 6 of 49

DP6H-UFAA50, DP6H-UFAA62,
DP6H-UFKA50, DP6H-UFKA62,

DP6H-UFAAX8, DP6H-UFKAX8,

DP6H-UFAA70, DP6H-UFKA70,
DP6H-APKA60, DP6H-APKA70,
DP6H-NLKA50, DP6H-NLKA62,

DP6H-NLKAX8, DP6H-NLKA70,

DP6H-NLKA88, DP6H-FMKA50,

DP6H-UFAA88, DP6H-UFKA88,

DP6H-FMKA88, DP6H-FMKA62,

DQ6H-UFAA4G, DQ6H-UFAA48,
DQ6H-UFAA50, DQ6H-UFAA58,
DQ6H-UFAA60, DQ6H-UFAA88,
DQ6H-UFAA98, DQ6H-UFKA4G,
DQ6H-UFKA48, DQ6H-UFKA50,
DQ6H-UFKA60, DQ6H-UFKA88,

DQ6H-UFKA98

DQ6H-APKA60, DP6H-APKA90

DQ6H-NLKA48, DQ6H-NLKA4G

DQ6H-NLKA50, DQ6H-NLKA60
DQ6H-NLKA88, DQ6H-NLKA98,
DQ6H-UFAA40, DQ6H-UFAAX8,
DQ6R-NLAA47, DQ6R-NLAA4F,
DQ6R-NLAA49, DQ6R-NLAA59,
DQ6R-NLAA87, DQ6R-NLAA97,

DQ6H-NLKA40, DQ6H-NLKAX8,

2250 (1020)

2500 (1134)

DQ6R

-

NLKA87, DQ6R

-

NLKA97

DR8H

-

NLKA

62, DR8H

-

NLKA68

DS0R-UFKA67, DS0R

-

UFKA59

UFKA60

DQ6H-FMKA48, DQ6H-FMKA4G,

DQ6H-FMKA40, DQ6H-FMKA50,
DQ6H-FMKA60, DQ6H-FMKA88,

DQ6H-FMKA98, DQ6H-FMKAX8,

DQ6R-NLKA47, DQ6R-NLKA4F,

DQ6R-NLKA49, DQ6R-NLKA59,

DR8H-UFAA40, DR8H-UFAA5G,

DR8H-UFAA68, DR8H-UFAA62,

DR8H-FMAA40,

DR8H-FMKA5G, DR8H-FMKA62,

DR8H-FMKA68, DR8H-UFKA40,
DR8H-UFKA5G, DR8H-UFKA62,

DR8H-UFKA68, DR8H-APKA60

DR8H-NLAA40, DR8H-NLAA5G,

DR8H-NLAA62, DR8H-NLAA68,
DR8H-UFAA98, DR8H-UFAA92,

DR8H-UFKA98, DR8H-UFKA92

DR8H-NLKA40, DR8H-NLKA5G,

2700 (1225)

DS0H-FMKA60, DS0H-FMKA68,
DS0H-FMKAN0, DS0H-UFAA68,
DS0H-UFAA60, DS0H-UFAAM0,
DS0H-UFKAM0, DS0H-UFAAN0,

DS0H-UFKA60, DS0H-UFKA68,

DS0H-UFKAN0, DS0H-APKA60,

DS0H-NLAA60, DS0H-NLAA68,

DS0H-NLAAN0, DS0H-NLAA70,

DS0H-UFAA98, DS0H-UFAA92,

DS0H-UFKA98, DS0H-UFKA92

DS0H-NLKA60, DS0H-NLKA68,

DS0H-NLKAN0, DS0R-NLAAL1,

DS0R-UFAA67, DS0R-UFAA59,

DT2H-UFAA20, DT2H-UFAA60,

DT2H-UFAA98, DT2H-UFAA92,
DT2H-FMAA40, DT2H-FMAAX8,
DT2H-FMAAX2, DT2H-APKA90,

DT2H-FMKA40, DT2H-NLAA20,

DT2H-NLAA58, DT2H-NLAA50, DT2H-

NLAA60, DT2H-NLAA98, DT2H­NLAA92, DT2H-UFAA48, DT2H-

UFAA40, DT2H-UFAA50, DT2H-

UFAA58,DT2H-UFAA88, DT2H-

UFAA68, DT2H-UFKA88, DT2H­UFKA20, DT2H-UFKA50, DT2H-

UFKA58, DT2H-FMKA40, DT2H-

UFKA98, DT2H-UFKA92, DT2H-

3200 (1450)

4500 (2040)

Figure #2

Figure #3 shows the typical lifting arrangement of a

bare engine. Note the lifting points on the engine are
for lifting the ENGINE only. Caution, when lifting,

lift point should always be over the equipment Center
of Gravity.

Figure #3

Figure #4 shows the typical lifting arrangement of a

base mounted engine and pump set when the base (or
module) is furnished with lifting holes.

Figure #4

When Clarke furnishes the base (or module) for the
engine and pump set, the combined weight of the
engine and base (or module) will be indicated on the
unit. Caution, when lifting, lift point should always

be over the equipment Center of Gravity.

Note: The engine produces a noise level exceeding
70 dB(a). When performing the weekly functional
test, it is recommended that hearing protection be
worn by operating personnel.

CLARKE UK provides the machine manufacturer
with a “Declaration of Incorporation”
for the Engine, when required, a copy of which is
enclosed in the manual. This document clearly states
the machine manufacturers’ duties and
responsibilities with respect to health and safety.
Refer to Figure #5.

Page 7 of 49

DECLARATION OF INCORPORATION

Product:

Description – Diesel Engines
Manufacturer – Clarke Fire Protection Products, USA
Model Number –
Serial Number –
Year of Manufacture -
Contract Number –
Customer Order Number –

Name and address of manufacturer: Clarke Fire Protection Products, Inc.

Declaration

We hereby declare that the engine is intended to be incorporated into other machinery and must not be put into
service until the relevant machinery, into which the engine is to be incorporated, has been declared in conformity
with the essential health and safety requirements of the machinery Directive 2006/42/EC and consequently the
conditions required for the CE Mark.

The object of the declaration described above is manufactured in accordance with the following directives:

Machinery Directive 2006/42/EC
Low Voltage Directive 2014/35/EU
EMC Directive 2014/30/EU

References to the relevant harmonized standards used:

EN ISO 12100:2010 - Safety of machinery. General principles for design. Risk assessment and risk reduction
EN 60204-1:2006+A1:2009 - Safety of machinery. Electrical equipment of machines. General requirements
EN 61000-6-2:2005 - Electromagnetic compatibility (EMC). Generic standards. Immunity for industrial

environments

EN 55011:2016+A1:2017 - Industrial, scientific and medical equipment. Radio-frequency disturbance

characteristics. Limits and methods of measurement

A technical file for the product listed above has been compiled in accordance with part B of Annex Vii of the Machinery
Directive 2006/42/EC and Annex III of Low Voltage Directive 2014/35/EU.

The engine has moving parts, areas of high temperatures and high temperature fluids under pressure. In addition, it has an
electrical system, which may be under strong current.

The engine produces harmful gases, noise and vibration and it is necessary to take suitable precautionary measures when
moving, installing and operating the engine to reduce risk associated with the characteristics stated above.

The engine must be installed in accordance with local laws and regulations. The engine must not be started and operated
before the machinery into which it is to be incorporated and/or its overall installation has been made to comply with local
laws and regulations. The engine must only be used in accordance with the scope of supply and the intended applications.

Signed ___________________________________ Date: _______________

100 Progress Place
Cincinnati, Ohio 45246
United States of America

Clarke Fire Protection Products, Inc.

100 Progress Place
Cincinnati, Ohio 45246
United States of America
Tel: [phone]
Fax: [phone]

Ken Wauligman – Engineering Manager

C13944, Rev.J 25Sept18

Figure #5

Page 8 of 49

WHAT TO DO IN AN EMERGENCY

Any user of the Engine who follows the instructions
set out in this manual, and complies with the
instructions on the labels affixed to the engine are
working in safe conditions.

If operating mistakes cause accidents call for help
If operating mistakes cause accidents call for help
immediately from the EMERGENCY SERVICES.
In the event of an emergency, and while awaiting the
arrival of the EMERGENCY SERVICES, the
following general advice is given for the provision of
first aid.

FIRE

Put out the fire using extinguishers recommended by
the manufacturer of the machine or the installation.

BURNS

1) Put out the flames on the clothing of the

burns victim by means of:

 drenching with water
 use of powder extinguisher, making

sure not to direct the jets onto the
face

 blankets or rolling the victim on the

ground

2) Do not pull off strips of clothing that are

sticking to the skin.

3) In the case of scalding with liquids, remove

the soaked clothing quickly but carefully.

4) Cover the burn with a special anti-burn

packet or with a sterile bandage.

CARBON MONOXIDE POISONING (CO)

Carbon monoxide contained in engine exhaust gases
is odorless and dangerous because it is poisonous and
with air, it forms an explosive mixture.
Carbon monoxide is very dangerous in enclosed
premises because it can reach a critical concentration
in a short time.

When attending a person suffering from CO
poisoning in enclosed premises, ventilate the
premises immediately to reduce the gas
concentration.

When accessing the premises, the person providing
the aid must hold his breath, not light flames, turn on
lights or activate electric bells or telephones so as to
avoid explosions.

Take the victim to a ventilated area or into the open
air, placing him on his side if he is unconscious.

CAUSTIC BURNS

1) Caustic burns to the skin are caused by acid

escaping from the batteries:

 remove the clothes
 wash with running water, being

careful not to affect injury-free areas

2) Caustic burns to the eyes are caused by

battery acid, lubricating oil and diesel fuel.

 Wash the eye with running water for

at least 20 minutes, keeping the
eyelids open so that the water runs
over the eyeball and moving the eye
in all directions.

ELECTROCUTION

Electrocution can be caused by:

1) The engine’s electrical system (12/24

VDC)

2) The electrical coolant pre-heating system

115/230 Volt AC (if supplied) AC current.

In the first case, the low voltage does not involve
high current flows through the human body;
however, if there is a short circuit, caused by a metal
tool, sparks and burns may occur.
In the second case, the high voltage causes strong
currents, which can be dangerous.
If this happens, break the current by operating the
switch before touching the injured person.

If this is not possible, bear in mind that any other
attempt is highly dangerous also for the person
assisting; therefore, any attempt to help the victim
must be carried out without fail using means that are
insulating.

WOUNDS AND FRACTURES

The wide range of possible injuries and the specific
nature of the help needed means that the medical
services must be called.
If the person is bleeding, compress the wound
externally until help arrives.
In the case of fracture do not move the part of the
body affected by the fracture. When moving an
injured person permission from that person must be
received until you can help him. Unless the injury is

Page 9 of 49

life threatening, move the injured person with
extreme care and then only if strictly necessary.

WARNING LABELS

Warning labels, in picture form, are applied to the
engine. Their meanings are given below.
Important Note: Labels that show an exclamation
mark indicate that there is a possibility of danger.

Heat Exchanger Maximum Working Pressure

Rotating Parts

Jacket Water Heater Voltage

Coolant Mixture

Lifting Point

Automatic Start

Air Filter Installation

2.0 INSTALLATION/OPERATION

2.1 TYPICAL INSTALLATION

A typical Fire Pump installation is shown in Figures
#6 & 6A.

1. Pump/Engine set

2. Main Pump Controller

3. Pump discharge

4. Air louver

5. Entrance door with air louver

6. Exhaust silencer

7. Exhaust system supports

8. Exhaust outlet pipe

9. Concrete base

10. Exhaust flexible connection joint/pipe

11. Air Discharge Duct from Radiator

NOTE: For radiator cooled engines, the total air
supply path to the pump room, which includes any
louvers or dampers, shall not restrict the flow of the
air more than 0.2” (5.1mm) water column. Likewise,

Page 10 of 49

the air discharge path, which includes any louvers,
dampers, or ducting, shall not restrict the flow of air
more than 0.3” (7.6mm) water column.

#6

Typical Installation

Heat Exchanger Cooled Engine

11

Figure #6A

Typical Installation

Radiator Cooled Engine

2.2 ENGINE STORAGE

2.2.1 Storage less than 1 year

Storing engines requires special attention. Clarke
engines, as prepared for shipment, may be stored for
a minimum of one year. During this period, they
should be stored indoors in a dry environment.
Protective coverings are recommended provided they
are arranged to allow for air circulation. The stored
engine should be inspected periodically for obvious
conditions such as standing water, part theft, excess
dirt buildup or any other condition that may be
detrimental to the engine or components.
Any such conditions found must be corrected
immediately.

2.2.2 Extended Storage Maintenance Procedure

After a one year storage period or if the engine is
being taken out of service for more than 6 months,
additional preservation service must be performed as
follows:

1) Drain the engine oil and change the oil filter.

2) Refill the engine crankcase with MIL-L-

21260 preservative oil.

3) Change the fuel filters.

4) Install the coolant plugs and install coolant in

the normal mix percentage of 50% coolant,
50% water, premixed.

5) Remove the protection from the intake and

exhaust openings.

6) Prepare a preservative fuel container as a fuel

source using a fuel conditioner mixture of
C02686 or C02687 with ONLY Diesel #2
fuel or “Red” diesel fuel (ASTM D-975) or
EN 590 diesel fuel. (Refer to Section 3.1.1
for Fuel Specification.)

7) Disconnect the coupling or drive shaft from

the pump.

8) Start and run the engine at a slow speed for

1-2 minutes being careful not to exceed the
normal operating temperature.

9) Drain the oil and coolant.

10) Replace the protective plugs that were used

for shipping and storage.

11) Attach to the engine a visible card, specifying

“ENGINE WITHOUT OIL” DO NOT
OPERATE”.

IMPORTANT: THIS TREATMENT MUST BE
REPEATED EVERY 6 MONTHS
************************
PUTTING ENGINE INTO SERVICE AFTER
ADDITIONAL PRESERVATION SERVICE:
To restore the normal operation running conditions of
the engine, carry out the following:

1) Fill the engine sump with the normal

recommended oil, to the required level.

2) Remove the protective plugs used for

shipping and storage.

3) Refill cooling water to proper level.

4) Remove the card “ENGINE WITHOUT OIL,

DO NOT OPERATE”.

5) Follow all steps of the Installation

Instructions when the engine will be put into
service.

2.3 INSTALLATION INSTRUCTIONS

The correct installation of the engine is very
important to achieving optimum performance and
extended engine life.

Page 11 of 49

1 Plug

Water Pump Inlet

only)

only)

- Top

Tube

1 ¼” Draincock

Heater Inlet Tube

In this respect, the engine has certain installation
requirements, which are critical to how it performs.
These requirements are generally associated with the
cooling, exhaust, induction air, and fuel systems.

This section of the manual should be read in
conjunction with the relevant Installation and
Operation Data Sheets. If there is any doubt about an
installation, contact should be made with Clarke
Customer Support giving exact details of the
problem.

All installations should be clean, free of any debris
and dry. Care should be taken to ensure that there is
easy access to the engine for maintenance and repair.
The safety of personnel who may be in the area of the
engine when it is running is of paramount importance
when designing the installation layout.

1) Secure pump set to foundation and complete

installation in accordance with pump
manufacturer’s instructions. Perform engine
to pump coupling alignment. Lubricate Falk
coupling with supplied grease or driveshaft
universal joints with NLGI grade #1 or #2
grease at the (3) Zerk fittings. (Refer to
section 2.4 for specific alignment
instructions).

2) Engine with Heat Exchanger Cooling: Install

the heat exchanger discharge pipe. The
discharge pipe should be no smaller than the
outlet connection on the heat exchanger.
Discharge water piping should be installed in
accordance with applicable codes. All
plumbing connecting to the heat exchanger
must be secured to minimize movement by
the engine. Cooling loop water pressure to
the heat exchanger must not exceed the limit
that is stated on the heat exchanger supplied
with the engine.

3) Install all engine cooling system draincocks

and plugs.

Qty

1 (DT2H

1 (DT2H

1 Plug Water Pump Outlet

Description

Plug

Plug LH Exhaust Manifold

RH Exhaust Manifold

Location

- Front

Page 12 of 49

4) Engine is typically provided with premixed

coolant installed. If engine is not provided
with coolant or there is a need to top off, fill
engine cooling system with premixed 50%
water / 50% coolant solution. Use only
coolants meeting ASTM-D6210
specifications for heavy-duty diesel engines.
Never use light-duty or automotive coolants
in the engine that are stated as ASTM-D3306
only. Refer to Figure #23 in section 3.4.3
for cooling system capacity. Refer to section

3.4.5 filling procedure.

5) Engine is shipped with oil installed. For

make-up oil specifications refer to section

3.3 Lubrication System.

6) Connect fuel supply and return line to fuel

supply tank plumbing. Reference the Fuel
System section of the Installation and
Operation Data (see Page 5), for piping size,
maximum allowable fuel pump suction, and
maximum allowable fuel head requirements.
Fill supply tank with ONLY #2 diesel fuel
(ASTM D-975) or EN 590 diesel fuel, bleed
supply system of air and check for leaks.

CAUTION: All diesel fire pump drivers
manufactured by Clarke are designed and
tested for use with only No. 2-D diesel
fuel conforming to ASTM D-975.
Additionally, in European countries an
acceptable alternative fuel is diesel fuel
conforming to EN 590. Both of these
fuel specifications must contain NO (0%)
bio-fuel whenever possible. Fuel supply
level must meet applicable code
requirements. Do not use a copper based
or galvanized material for any
component of a diesel fuel system. The
fuel will chemically react with the zinc
resulting in clogged fuel filters and
injector systems.

7) Remove protective covering on air cleaner

element.

8) Connect jacket water heater (if supplied) to

AC power source. Connect the supplied
heater connection wire directly to a customer
supplied electrical junction box. The
electrical supply requirements are indicated
on the connection box. Connect to the heater
directly to the junction box at the end of the
heater only. Supply wiring should never be
routed through the engine gauge panel.

Ten

sile)

Tensile)

Tensile)

Tensile)

142)

UFAA60

142)

Te

nsile)

298)

Severe damage to critical engine control
components could result. Energize heater
only after step #4 is completed.

9) Connect exhaust system to flexible

connection on the engine. The exhaust
system plumbing must be supported by the
building structure and not the engine. The
exhaust flexible connection is provided only
for the purpose of thermal expansion and
vibration isolation, not for misalignment or
directional change.

10) Make electrical DC connections between the

engine gauge panel terminal strip (if
supplied) and the controller per the controller
manufacturer’s instructions. Refer to the
wiring diagram sticker located on the inside
door of the engine gauge panel for proper
connection of the water solenoid.

11) Fill batteries with electrolyte per battery

manufacturer’s instructions. Connect cables
between engine and batteries only after
electrolyte is installed. Refer to the wiring
diagram inside the engine gauge panel door
(if supplied), or appropriate wiring diagram
(see Page 5), for correct positive and
negative connections.

12) Connect negative cables directly to the

ground stud. Connect each positive cable to
the large outer post of the manual starting
contactors.

13) Note: Clarke Operation and Maintenance

Instructions Manual and Clarke parts
illustration pages are located inside the
engine gauge panel.

14) IMPORTANT! In order to obtain prompt

Warranty Service and to comply with
Emissions regulations, this engine must be
registered to the final installation name and
address. To register this engine, go to

www.clarkefire.com and select Warranty

Registration.

2.4 SPECIFIC FLYWHEEL COUPLING

ALIGNMENT INSTRUCTIONS

2.4.1 Listed Driveshafts

Refer to Listed Driveshaft Installation, Operation and
Maintenance Manual C132355

2.4.2 Driveshaft

To check the alignment of the pump shaft and engine
crankshaft centerlines for proper Parallel Offset and
Angular tolerance, the driveshaft must be installed
between the flywheel drive disc and the flanged hub
on the pump shaft.

Before removing the driveshaft guard, disconnect the
negative battery cable from both batteries.

Before beginning the alignment checks and making
any necessary corrections, install the driveshaft and
re-torque all driveshaft connection bolts to the values
given in the following table:

MODELS

DP6H/R

DQ6H/R

DR8H/R

DS0H/R

DT2H­UFAA20
UFKA20,
FMKA40
UFAA50,
UFKA50,
UFAA58,
UFKA58
UFAA30

DT2H­UFAA98,
UFAA92,
UFAA88,

FMAAX8
FMAAX2

DRIVE
SHAFT

SC81A

or

CDS50-SC

SC81A

or

CDS50-SC

SC2160A

SC2160A

SC2160A

SC2390

or

SC2390A

BOLT

SIZE

/MATERIA

L GRADE

7/16-20,

Grade 8

(Hi-

7/16-20,

Grade 8

(Hi-

M16, Class

10.9

(Metric)

(Hi-

M16, Class

10.9

(Metric)

(Hi-

M16,Class

10.9

(Metric)

(Hi-

Tensile)

M16,Class

10.9

(Metric)

(Hi-

TIGHTENING

TORQUE

ft-lbs

(N-m)

50-55

(68-75)

(See Note #2)

50-55

(68-75)

(See Note #2)

100-105

(135-142)

(See Note #2)

100-105

(135-

(See Note #2)

100-105

(135-

(See Note #2)

210-220

(285-

(See Note #2,3)

Note 1 – It is recommended that a medium strength
threadlocker (Loctite 243–blue) be used in the

Page 13 of 49

Measurement

Driveshaft

109 ±

2mm

SC81A

/ CDS50

-SC

123.5

±

1.5mm

SC2160A

142.5

± 1.5mm

SC2390

/

SC2390A

Measurement

Driveshaft

112.5

± 1mm

SC81A

/ CDS50

-SC

126.5

± 1mm

SC2160A

145.5

± 1.5mm

SC2390

/

SC2390A

assembly and torquing of all hardware. This may be
purchased as part number C126758, 50ml bottle.

Note 2 – 4 of the hi-tensile bolts and/or nuts, that are
used to connect the driveshaft to the drive disc and
that connect the driveshaft to the pump companion
flange, will require a “crow’s foot” wrench attached
to a standard torque wrench in order to apply the
required tightening torque. A standard socket will
not work due to close proximity of the bolts and/or
nuts with the driveshaft yoke. The tightening torque
values listed for these bolts and/or nuts have been
corrected for using a “crow’s foot” adapter which
extends the standard torque wrench’s length.

Note 3 – For the high torque required for these nuts it
is recommended that a boxed end crows foot be used.

The following steps describe the proper way to check
alignment. A small pocket scale or ruler with
millimeter markings is recommended to make all
measurements.
A) To check the Horizontal Parallel Offset, the

driveshaft must be in the proper orientation.

1. Rotate the shaft so the reference “AB” on the

flywheel adapter disc or the circumference of
the drive shaft flange (against the flywheel
adapter disc) is in the 12 o’clock position
shown on figure #7a.

2. Measure from the face of the flywheel

adapter disc to point E. (Point E is on the
bearing bore as shown in Figure #7a). This
measurement must be:

B) With the driveshaft in the same orientation as

the previous step (Step A), check the
Horizontal Angular alignment of the shafts.

1. Measure from the mating surface of the

companion hub to point G shown on
figure #7b. (Point G is the furthermost
point on the bearing bore). This
measurement must be equal to the
measurement at point E + 0.5 mm.

Figure #7b

C) To check the Vertical Parallel Offset, the

driveshaft must be re-orientated.

1. Rotate the shaft 90○ so the reference

“CD” on the flywheel adapter disc or the
circumference of the drive shaft flange
(against the flywheel) is in the position
shown on Figure#7c.

2. Measure from the face of the flywheel
adapter disc to point H. (Point H is the
furthermost point on the bearing bore
diameter). The measurement must be:

Figure #7a

Figure #7c

Page 14 of 49

D) With the driveshaft in the same orientation as

the previous step (Step C), check the Vertical
alignment of the shafts.

1. Measure from the mating surface of the

pump companion hub of the drive shaft
to point J as shown in figure #7d. (Point J
is the same as point G, with the
driveshaft rotated 90o). This
measurement must be equal to the
measurement at point H + 1 mm.

Re-install all guards and grease fittings before
reconnecting the battery cables.

Figure #7d

DRIVESHAFT MAINTENANCE

1. To service the driveshaft disconnect the

negative battery cables, remove the top of
guard and set aside.

2. Rotate engine shaft manually so the u-joint

grease fittings are accessible.

3. Using a hand held grease gun with N.L.G.I.

grade 1 or 2 grease position on grease fitting.
Pump with grease until grease is visible at all
four cap seals.

4. Verify all driveshaft connecting bolts remain

tight. Re-torque per 2.4.1 if necessary.

5. Reinstall top of guard and connect negative

battery cables.

Page 15 of 49

2.4.3 Other Coupling Types

Consult Factory or Clarke website at

www.clarkefire.com for additional

information.

2.5 STARTING/STOPPING THE ENGINE

2.5.1 To Start Engine

Before starting the engine for the first time review
section 3.4.6 to ensure there is an adequate Raw
Water Supply to the Engine Heat Exchanger.

On UL/FM engines, use main pump controller for
starting and stopping the engine. Should the main
pump controller become inoperable, the engine can
be manually started and stopped from the engine
gauge panel. For manual starting and stopping of an
engine with a gauge panel:

IMPORTANT: Main pump controller selector
should be in the OFF position when starting from
engine gauge panel. Be sure to return selector on
main pump controller and engine gauge panel to
AUTOMATIC after completing manual run.

 Position MAIN PUMP CONTROLLER

TO “OFF” POSITION. (Refer to Figure

#9).

 Lift and hold MANUAL CRANK #1, until

engine starts, or release after 15 seconds. If
unit fails to start, wait for 15 seconds, use
MANUAL CRANK #2 and repeat step.

 If COOLING WATER is not flowing or

engine TEMPERATURE is too HIGH,
open cooling system manual by-pass valves
(applies to heat exchanger cooled engines
only).

Note: You can also crank engines using manual
starting contactors.

5

7

4

1

3

6

8

9

9

10

2

UL/FM Front Opening Instrument Panel

Figure #9

1 – Emergency Operating Instructions 6 – Overspeed Verification
2 – Automatic / Manual Mode Selector 7 – Overspeed Indication Light
3 – Manual Crank Controls 8 – Oil Pressure Gauge
4 – Overspeed Reset 9 – Voltmeters Battery 1 & 2
5 – Manual Mode Warning Light 10 – Coolant Temperature Gauge

Non-Listed Instrument Panel

1 – Emergency Operating Instructions 4 – Overspeed Reset

2 – Automatic-Manual Mode Selector 5 – Warning Light
3 – Manual Crank Controls 6 – Overspeed Verification

Page 16 of 49

IMPORTANT: Main pump controller selector
should be in the OFF position when starting from
engine gauge panel. Be sure to return selector on
main pump controller and engine gauge panel to
AUTOMATIC after completing manual run.

2.5.1.1 Optional Pneumatic Starting System

Some engines may be provided with an optional
pneumatic starting system to crank the engine from a
pressurized receiver tank. See figure 9A for
schematic of the pneumatic starter system and wiring
diagram for field wiring.

Page 17 of 49

2.5.2 To Stop Engine

If engine is started from main pump controller use
main pump controller to stop the engine.

If engine is started from engine gauge panel: Return

MODE SELECTOR switch to
AUTOMATIC/MANUAL STOP position, engine

will stop. Close cooling system manual by-pass
valve if opened.

IMPORTANT: DO NOT leave the MODE
SELECTOR switch in the MANUAL RUN position
during AUTOMATIC operation. (The controller
will be unable to stop the engine and DAMAGE
MAY RESULT).

2.5.3 Emergency Stop Instructions

If energized to stop solenoid fails, you will NOT be
able to stop the engine from the instrument control
panel or fire pump controller. Use the emergency
stop lever to choke off fuel supply and shut the
engine down.

DP6H & DQ6H engine models: The emergency stop
lever is located on the right side (same side as
instrument panel) of the engine on the fuel injection
pump. To stop the engine, rotate the emergency stop
lever clockwise until it stops (see Figure #10A).
Continue to hold lever in “STOP” position until
engine comes to a complete stop.

DR8H & DS0H engine models: The emergency stop
lever is located near the front of the engine. To stop
the engine rotate the emergency stop lever until it
stops. Continue to hold lever in “STOP” position
until engine comes to a complete stop.

DT2H engine models: If energized to stop solenoid
fails, you will NOT be able to stop the engine from
the instrument control panel or fire pump controller.
This solenoid is located on the left side (opposite side
of instrument panel) of the engine towards the front.
To stop the engine, rotate the emergency stop lever
counter-clockwise until the solenoid plunger is
completely depressed (see Figure #10B). Continue
to hold lever in “STOP” position until engine comes
to a complete stop.

Page 18 of 49

Figure #10A

Figure #10B

2.6 WEEKLY TEST

An experienced operator should always be present
during the weekly test.

NOTE: This engine is designed to operate at rated
load conditions. For testing purposes the engine can
be run at lower load (lower flow) conditions.
Running times in any one period should not exceed
30 minutes maximum.

Before starting the engine make sure of the
following:

1) The operator has free access to stop the

engine in an emergency.

2) The plant room ventilation ducts are open

and the engine has good access for air.

3) All the guards are in position and, if not, for

whatever reason, any rotating parts will be
free and clear without restriction.

4) Battery covers are in place and there is

nothing on top of or touching the engine,

which is not part of the original supply
specification.

5a) Heat Exchanger Cooling: The water supply

for coolant is available again without
restriction.

5b) Radiator Cooling: The air supply for cooling

is available again without restriction.

When engine is running make sure that the coolant
temperature and oil pressure raw cooling water flow
are within the limits specified on the relevant
Installation & Operation Data (see Page 5).

If the coolant temperature is excessive, check:

a. Cooling loop strainers
b. Proper functioning of thermostat
c. Condition of heat exchanger tube

bundle

3.0 ENGINE SYSTEMS

3.1 FUEL SYSTEM

3.1.1 Diesel Fuel Specification

All diesel fire pump drivers manufactured by Clarke
are designed, tested and warranted for use only with
No. 2-D Diesel Fuel conforming to ASTM
International D-975 or European Standard EN 590.

Although the above referenced fuel specifications
allow limited amounts of Biodiesel, 100% petroleum
fuel is preferred and should be used whenever
possible. Biodiesel in any amount greater than that
allowed by the above referenced specifications
should not be used. The use of fuels not referenced
above, or Biodiesel in amounts greater than allowed
in the above referenced specifications, may affect
performance and reliability, and may result in a non­warrantable engine condition.

To insure engine reliability and performance, the fuel
provided for Clarke fire pump drivers must be
maintained in a quality condition. Refer to NFPA 25
2014, reprint provided below, for guidance to the
minimum requirements for fuel maintenance for all
Clarke fire pump engine installations.

The following is reprinted from the “NFPA 25 2014
Standard for the Inspection, Testing, and
maintenance of Water-Based Fire Protection
Systems,” Copyright © 2013 National Fire
Protection Association®. All Rights Reserved.

8.3.4 Diesel Fuel Testing and Maintenance

8.3.4.1 Diesel fuel shall be tested for

degradation no less than annually.

8.3.4.1.1* Fuel degradation testing shall

comply with ASTM D975-11b Standard
Specification for Diesel Fuel Oils, or ASTM
D6751 -11b Standard Specification for
Biodiesel Fuel Blend Stock (B100) for
Middle Distillate Fuels as approved by the
engine manufacturer, using ASTM D 7462 ­11 Standard Test Method for Oxidation
Stability of Biodiesel (B100) and Blends of
Biodiesel with Middle Distillate Petroleum
Fuel (Accelerated Method).

8.3.4.2* If diesel fuel is found to be deficient

in the testing required in 8.3.4.1.1, the fuel
shall be reconditioned or replaced, the
supply tank shall be cleaned internally, and
the engine fuel filter(s) shall be changed.

8.3.4.2.1 After the restoration of the fuel and

tank in 8.3.4.2, the fuel shall be retested each
6 months until experience indicates the fuel
can be stored for a minimum of one year
without degradation beyond that allowed in

8.3.4.1.1

8.3.4.3 When provided, active fuel

maintenance systems shall be listed for fire
pump service.

8.3.4.3.1 Maintenance of active fuel

maintenance systems shall be in accordance
with the manufacturer’s recommendations.

8.3.4.3.2 Maintenance of active fuel

maintenance systems shall be performed at a
minimum annual frequency for any portion of
the system that the manufacturer does not
provide a recommended maintenance
frequency.

8.3.4.3.3 Fuel additives shall be used and

maintained in accordance with the active fuel
maintenance system manufacturer’s
recommendations.
A.8.3.4.1.1 Commercial distillate fuel oils
used in modern diesel engines are subject to
various detrimental effects from storage. The

Page 19 of 49

A

origin of the crude oil, refinement processing
techniques, time of year, and geographical
consumption location all influence the
determination of fuel blend formulas.
Naturally occurring gums, waxes, soluble
metallic soaps, water, dirt, blends and
temperature all contribute to the degradation
of the fuel as it is handled and stored. These
effects begin at the time of fuel refinement
and continue until consumption. Proper
maintenance of stored distillate fuel is
critical for engine operation, efficiency, and
longevity.

Storage tanks should be kept water-free.
Water contributes to steel tank corrosion and
the development of microbiological growth
where fuel and water interface. This and the
metals of the system provide elements that
react with fuel to form certain gels or
organic acids, resulting in clogging of filters
and system corrosion. Scheduled fuel
maintenance helps to reduce fuel
degradation. Fuel maintenance filtration can
remove contaminants and water and
maintain fuel conditions to provide reliability
and efficiency for standby fire pump engines.
Fuel maintenance and testing should begin
the day of installation and first fill.

A.8.3.4.2 Where environmental or fuel
quality conditions result in degradation of
the fuel while stored in the supply tank, from
items such as water, micro-organisms and
particulates, or destabilization, active fuel
maintenance systems permanently installed
on the fuel storage tanks have proven to be
successful at maintaining fuel quality. An
active fuel maintenance system will maintain
the fuel quality in the tank, therefore
preventing the fuel from going through
possible cycles of degradation, risking
engine reliability, and then requiring
reconditioning.

3.1.2 Bleeding the Fuel System

CAUTION: Escaping fluid under pressure can
penetrate the skin causing series injury. Relieve
pressure before disconnecting fuel or other lines.
Tighten all connections before applying pressure.
Keep hands and body away from pinholes and
nozzles, which eject fluids under high pressure.

Use a piece of cardboard or paper to search for
leaks. Do not use your hand.

If ANY fluid is injected into the skin, it must be
surgically removed within a few hours by a doctor
familiar with this type injury or gangrene may
result. Ref Figure #11

Figure #11

Whenever the fuel system has been opened up for
service (lines disconnected or filters removed), it will
be necessary to bleed air from the system.

DP6H, DQ6H, DR8H, DS0H, DT2H Engine Series:

1) Loosen the air bleed valve (A) by hand on fuel
filter head. Ref. Figure #12A and #12B.

2) Operate supply pump primer lever (B) until
fuel flow is free from air bubbles. On the DP6H,
and DQ6H it will be necessary to rotate pump
handle to release it and then to lock in place after
fuel system is bled. Ref. Figure #13A and #13B.

3) Tighten bleeding valve securely; continue
operating hand primer until pump action is not
felt.

4) Start engine and check for leaks.

Figure #12A – DP6H, DQ6H, DR8H, & DS0H

models

Page 20 of 49

B

B

A

Figure #12B – DT2H-UFAA60,98,92,-FMAAX8,X2 models

Figure #13A – DP6H & DQ6H models

Figure #13B – DR8H models

Figure #13D- DT2H models

3.1.3 Changing the Fuel Filter Cartridges

Changing the cartridges and bleed any air from the
fuel system as per instructions given in section 3.1.1.
Fuel filter changes should take place as per
recommendations and only use approved filters. It
may also be necessary to change filters out with the
recommendations in the event of:

1) The engine has had an overhaul.

2) The quality of the fuel is questionable.

3) The engine has been subjected to temporary

adverse conditions outwith it normal
operating parameters.

4) The fuel tank condensation trap has not been

drained in line with manufacturer’s
recommendations.

3.1.3.1 Fuel Filters

Note: DT2H-UFAA60,98,92,-FMAAX8,X2 (wet
exhaust manifold) engines are provided with parallel,
duplex fuel filters. Each filter is to be replaced by
utilizing the duplex valve to cut out that valve. Refer
to Figure 14.

Figure #13C – DS0H models

Figure 14 – DT2H-UFAA60,98,92,-

FMAAX8,X2 (wet exhaust manifold)

 Loosen the fuel filter by turning it

counterclockwise with the filter wrench.
Discard the used filter in a designated place.

Page 21 of 49

DP, DQ

9.0 2.7

DR, DS, DT

10.7 3.3

DP6H

-

UFAA70

DQ6H

-

UFAA98

DR8H-

UFAA92

DS0H

-

UFAAN0,

B

D C

 Wipe the filter fitting face clean.
 Apply a light coat of engine oil to the O-ring

and supply fuel to the new filters.

 Turn the new filter until the filter O-ring is

fitted against the sealing face.

 And the turn the filter cartridge about ¾ ~ 1

turn more with hands or filter wrench.

CAUTION: DO NOT LEAVE SELECTOR
LEVER IN ANY INTERMEDIATE POSITION
BECAUSE THIS WOULD INTERFERE WITH
THE FUEL SUPPLY. See Figure #14.

3.1.4 Fuel Tanks

Keep the fuel tank filled to reduce condensation to a
minimum. Open drain at the bottom of the fuel tank
once a week to drain off any possible water and/or
sediment. Fill tank after each test run.
Note: Per NFPA 25 standards, the fuel tank level
must never be less than 67% of its capacity.
Maximum Allowable Fuel Head above Fuel pump,
Supply or Return.

Engine model feet meters

3.1.5 Fuel Injection Pump Components

For Droop Spring and Run-Stop Solenoid (external to
Injection Pump) part numbers consult factory.

3.1.6 Priming Pump Strainer Cleaning

Clean the priming pump strainer on an annual basis.
The plastic strainer is incorporated in the priming
pump inlet side “banjo” bolt. Clean any debris from
the strainer with compressed air and rinse it with fuel.

3.2 AIR/EXHAUST SYSTEM

3.2.1 Ambient Conditions

Clarke engines are tested in accordance with SAE
J1349 (Clarke USA) or ISO 3046 (Clarke UK). In
this capacity they may be derated to meet certain site
conditions, failure to do so can seriously impede the
performance of the engine and could lead to
premature failure.

3.2.2 Ventilation

The engine must be provided with adequate
ventilation to satisfy the requirements of the
combustion system, radiator cooling systems where
fitted, and allow adequate dissipation of radiated heat
and crankcase emissions. For all this data refer to
Installation & Operation (see Page 5). This data can
be used for proper sizing of inlet and outlet louvers.

3.2.3 Standard Air Cleaner

The standard air cleaner is a reusable type. Should a
situation occur where the air cleaner becomes
plugged with dirt (starving the engine of air), loss of
power and heavy black smoke will result; if equipped
air filter restriction indicator (ref. Fig. #17A); the air
cleaner should be serviced immediately. See Figure
#39 for air cleaner part numbers by Clarke Engine
Model.

Air filter

restriction

Base engine Speed

DP6H-UFAAX8,
DP6H-UFAA50,
DP6H-UFAA88,
DP6H-UFAA62,

DQ6H-UFAA48,
DQ6H-UFAA40,
DQ6H-UFAA50,
DQ6H-UFAA60,
DQ6H-UFAA88,

(inches of water)

10

14

DR8H-UFAA40,
DR8H-UFAA5G,
DR8H-UFAA68,
DR8H-UFAA62,
DR8H-UFAA98,

DS0H-UFAAM0,

10

14

Page 22 of 49

DS0H

-

UFAA92

DT2H

-

UFAA50

DT2H

-

UFAA88

14

DT2H

-

UFAA92

DS0H-UFAA68,
DS0H-UFAA60,
DS0H-UFAA98,

DT2H-UFAA20,
DT2H-UFAA58,

DT2H-UFAA60,
DT2H-UFAA98,

CAUTION: Do not attempt to remove the air
cleaner while an engine is running nor run the engine
while the air cleaner is off. Exposed components
could cause severe injury to personnel and major
internal engine damage could occur should any
foreign matter be drawn into the engine.

The air cleaner manufacturer recommends the
following:

1. The pre-oiled reusable elements are serviced

with a special oil. The elements can be
serviced or replaced.

2. Figure#15 shows the air filter service

instructions.

3. When servicing the element is not practical,

you can improve filter efficiency by re­spraying with oil.

NOTE: Do not attempt this while engine is running

NOTE: Do not over oil the reusable element

14

16

Figure #15

Page 23 of 49

Note: Intake Air Shutoff Valve - Engine may
include an intake air shutoff valve as an optional
feature that is activated by an overspeed event
and provides a positive shutoff of combustion air
to the engine. The optional air intake shutoff
valve has not been evaluated by UL as part of a
UL Listed fire pump driver.

3.2.4 Crankcase Ventilation

3.2.4.1 DP6H, DQ6H – Open Crankcase Ventilation
(Refer to Figure #16)

Vapors which may form within the engine are
removed from the crankcase and gear train
compartment by a continuous, pressurized ventilation
system.

A slight pressure is maintained within the engine
crankcase compartment. Vapors expelled through a
vent pipe attached to the rocker cover breather
element. Ref. Figure #16.

Figure #17A- DR8H / DS0H models

Figure #17B – DR8H / DS0H models

Figure # 16

3.2.4.2 DR8H, DS0H, & DT2H – Crankcase
Ventilation System

A crankcase ventilation system allows for the
recirculation of vapors (expelled through a vent pipe
attached to the rocker cover breather element) to the
combustion air inlet. Refer to Figures 17A, 17B,

17C, & 17D.

Page 24 of 49

Figure #17C

Figure #17D

Ventilation

System

DP 30

DQ 30

DR 30

DS 40

DT2H

-

UFAA50

DT2H

-

UFAA88

25

DT2H

-

UFAA92

Base engine

Air filter restriction

(inches of water)

Figure #17E

Figure #17F

Engine

Model

DP6H–all models Standard

DQ6H–all models Standard

DR8H–all models Standard

DS0H–all models Standard

DT2H–all models Standard

3.2.5 Exhaust System

Excessive back pressures to the engine exhaust can
considerably reduce both engine performance and
life. It is therefore important that exhaust systems
should be the proper diameter and be as short as
possible within the minimum amount of bends. Refer
to Installation & Operating (see Page 5) for exhaust
data. Also refer to table below for maximum exhaust
restrictions.

Open

Crankcase

Crankcase

Ventilation

DT2H-UFAA20,
DT2H-UFAA58,

DT2H-UFAA60,
DT2H-UFAA98,

The installation of the exhaust system should consist
of the following:

 Personnel protection from hot surfaces.
 Adequate supports to prevent strain on the

engine exhaust outlet and minimize
vibration.

 Protection against entry of water and other

foreign matter.

While the engine is running inspect exhaust pipe
outlet outside of the pump room itself for
environmental hazards such as excessive smoke
conditions. The following could be used as a guide
for general engine operating conditions.

1) Blue Smoke – Possible engine oil

consumption.

2) White Smoke – Possibility of water in

cylinders, water in fuel or internal engine
problem.

3.3 LUBRICATION SYSTEM

3.3.1 Checking Sump Oil

Check the sump oil level using the dipstick on the
engine as shown in Figures #18A and 18B.
This level must always be between the dipstick marks
Min. and Max. with the engine not running. On
DT2H engines the dipstick should be reinserted for
measurement very slowly so that the level on the
dipstick is accurate.

35

24

Page 25 of 49

Figure #18A – DT2H, DR8H, DS0H

Figure #18B - DP6H, DQ6H

3.3.2 Changing Engine Oil

1) Operate the engine until it is warm.

2) Stop the engine. Remove the sump drain

plug and drain the lubricating oil from the
sump. Fit the drain plug tighten the plug to
34 Nm (25.1lbf-ft) /3.5 kgf-m.

3) Fill engine with oil at the oil filler neck on

the valve cover. Check that the oil is at the
‘FULL” mark on the dipstick with new and
clean lubricating oil of an approved grade.
(see Figure 19D)

Figure #19D

4) Return the unit back into service by returning

the main pump controller selector to
“automatic” position and the manual
operating lever to AUTO-OFF position.

5) Dispose used oil properly.

3.3.3 Changing Oil Filter Cartridge

1. Turn engine off.

2. Put a tray under the filter to retain spilt

lubricating oil.

Note: DT2H-UFAA60,98,92,-FMAAX8,X2 (wet
exhaust manifold)engines are provided with parallel,
duplex oil filters. Each filter is to be replaced by
utilizing the duplex valve to cut out that valve. Refer
to Figure 14.

Figure 14 – DT2H-UFAA60,98,92,-

FMAAX8,X2 (wet exhaust manifold)

Figure 14 - DQ6H

Note: On DQ engines, drain oil from filter by
loosening drain plug on filter heard.

3. Remove the filter with a strap wrench or

similar tool. Then dispose of the filter
properly (Ref Figure #19A, #19B, and
#19C).

4. Clean the filter head.

5. Lubricate the top of the filter seal with clean

engine lubricating oil.

6. Fit the new filter and tighten it until sealing

face is against the 0-ring. Turn 3/4 – 1 turns
further with the filter strap wrench.

7. Ensure that there is lubricating oil in the

sump. On turbocharged engines, ensure that

Page 26 of 49

MODEL

QUARTS (LITE

RS)

DP6 – All Models

19.8 (1

8.7)

DQ6

–

All Models

26.9 (2

5.5)

DR8

– All Models

28.5 (27.0)

DS0H/DS0R

– All Models

34.9 (33.0)

58, 88 39.1 (37.0)

FMAAX8, X2

35.4 (33.5)

DT2

R-UFAA19, 49

39.1 (37.0)

the engine will not start and operate the
starter motor until oil pressure is obtained.

8. Refer to alarm 5 of section 3.5.5 for over

crank/start disable instructions. Operate the
engine and check for leakage from the filter.
When the engine has cooled, check the oil
level on the dipstick and put more oil into the
sump, if necessary.

9. Return the unit back into service by returning

the main pump controller selector to
“automatic” position and the manual
operating lever to AUTO-OFF position.

Oil spec to be used for all engine models:

API Symbol:

Note: CF-4, CG-4, CH-4 and CI-4 are also acceptable

Figure #20

3.3.5 Oil Capacities (Including Filter)

ENGINE

OIL CAPACITY

Figure #19A – DP6H models

Figure #19B – DQ6H models

Figure #19C – DR8H, DS0H, DT2H

3.3.4 Oil Specification

This engine is factory-filled with oil.

Important: Do not add makeup oil until the oil
level is BELOW the add mark on the dispstick.

DT2H-UFAA20, 40, 50,

DT2H-UFAA60, 98, 92,

Figure #21

3.4 COOLING SYSTEM

3.4.1 Intended Engine Operating Temperature

The DP, DQ, DR, DS & DT engines are provided
with either a heat exchanger or radiator to maintain
the engine coolant temperature within recommended
operating guidelines.

The DP, DQ, DR, DS, & DT engines have an
intended engine operating temperature of 160º F
(71ºC) to 185º F (85º C). A high coolant temperature
switch is provided to indicate a high coolant
temperature alarm at 205º F (96º C).

3.4.2 Engine Coolant

The following information is provided as a guide for
Clarke Engine users in the selection of a suitable
coolant.

The water/ethylene glycol/inhibitor coolant mixture
used in Clarke engines must meet the following basic
requirements:

Page 27 of 49

Chloride (M

ax.) 40 2.5

Sulfates (Max.)

100 5.8

(Max.)

340

20

Total Hardness (Max.)

170 10

ALL DP6H

25.7 (2

4.3)

ALL DQ6H

32.8 (31.0)

ALL DR8H

35.1 (3

3.2)

ALL DS0H

43.3 (41.0)

50, 58

, 88

48.8 (46.2)

92, -FMAAX8,

X2 86.6 (82.0)

DS0R

—

UFAA67, 59

104.6 (99.0)

DT2

R-UFAA19

, 49

 Provide for adequate heat transfer.
 Provide protection from cavitation damage.
 Provide a corrosion/erosion-resistant

environment within the cooling system.

 Prevent formation of scale or sludge deposits

in the cooling system.

 Be compatible with engine hose and seal

materials.

 Provide adequate freeze and boil over

protection.

WARNING
A water and anti-freeze solution is required for
pump installations. Premixing this solution prior
to installing is required. This prevents possible
pure anti-freeze chemical reactions to block
heater elements which can burnout the element.
Please see the I&O section (see Page 5) for proper
cooling system capacities of each model.

3.4.3 Water

Water can produce a corrosive environment in the
cooling system, and the mineral content may permit
scale deposits to form on internal cooling surfaces.
Therefore, inhibitors must be added to control
corrosion, cavitation, and scale deposits.

Chlorides, sulfates, magnesium and calcium are
among the materials which make up dissolved solids
that may cause scale deposits, sludge deposits,
corrosion or a combination of these. Chlorides
and/or sulfates tend to accelerate corrosion, while
hardness (percentage of magnesium and calcium salts
broadly classified as carbonates) causes deposits of
scale. Water within the limits specified in Figure
#22 is satisfactory with an engine coolant when
properly inhibited. Use of deionized or red distilled
water is preferred.

Materials

Total Dissolves Solids

Figure #22

3.4.4 Coolant Capacities

Ethylene Glycol or Propylene Glycol are acceptable:

Parts per

Million

Grains

per

Gallon

Page 28 of 49

IMPORTANT:
Do not use cooling system sealing additives or
antifreeze that contains sealing additives.
Do not mix ethylene glycol and propylene glycol
base coolants.
Do not use coolants that contain nitrites.

Use an ethylene glycol coolant (low silicate
formulation) that meets the standard of either the GM
6038-N formulation (GM1899-M performance) or
ASTM D6210 requirements.

A 50% coolant water solution is recommended. A
concentration over 70% is not recommended because
of poor heat transfer capability, adverse freeze
protection and possible silicate dropout.
Concentrations below 30% offer little freeze, boil
over or corrosion protection.

IMPORTANT
Never use automotive-type coolants (such as those
meeting only ASTM D3306 or ASTM D4656).
These coolants do not contain the correct additives
to protect heavy-duty diesel engines. They often
contain a high concentration of silicates and may
damage the engine or cooling system.

ENGINE

MODEL

DT2H-UFAA20, 40,

DT2H-UFAA60, 98,

Figure #23

3.4.5 Coolant Inhibitor

The importance of a properly inhibited coolant
cannot be over-emphasized. A coolant which has
insufficient or no inhibitors at all, invites the
formation of rust, scale, sludge and mineral deposits.
These deposits can greatly reduce the cooling
systems efficiency and protection capabilities.
Recommended supplemental coolant inhibitors are a
combination of chemical compounds which provide
corrosion protection, cavitation suppression, pH

COOLANT

CAPACITY

QUARTS (LITERS)

PPM

PPM

Boron (B)

1000

1500

Nitrite (NO

2

) 800 2400

Nitrates (N

O3) 1000

2000

Silicon (Si)

50 250

Phosphorous (P)

300 500 PH 8.5 10.5

controls and prevents scale. These inhibitors are
available in various forms, such as liquid packages or
integral parts of anti-freeze.
It is imperative that supplemental inhibitors be added
to all Clarke engine systems. A pre-charge dosage
must be used at the initial fill and the maintenance
dosage used at each service interval. Serious damage
will occur unless inhibitors are used. Some of the
more common corrosion inhibitors are borates,
nitrates and silicates.
Inhibitors become depleted through normal
operation; additional inhibitors must be added to the
coolant as required to maintain original strength
levels. Refer Figure #24 for proper concentrations of
inhibitors.

Min.

Figure #24

Do not use soluble oils or chromate inhibitors in
Clarke engines. Detrimental effects will occur.

To properly check inhibitor concentrations it may be
necessary to contact your local Service/Dealer for
assistance. Refer to Parts Information Section to
obtain the part number for the factory Coolant
Analysis Kit. This kit can be purchased for a
nominal fee for analyzing the conditions of the
engine’s coolant.

3.4.6 Procedure for Filling Engine

During filling of the cooling system, air pockets may
form. The system must be purged of air prior to
being put in service. This is best accomplished by
filling with a pre-mix solution.

Note: On DT2H engines, it is important to loosen the
bolts in the banjo connections at the top of each turbo
to provide a vent during the fill. Once the initial fill
is complete, the bolts should be tightened and then
follow the partial fill instructions below.

Max

Page 29 of 49

Figure #25A

Caution: Do not overfill cooling system. A
pressurized system needs space for heat
expansion without overflowing.

3.4.6.1 Partial Fill

Install the pressure cap, start and run engine for
approximately 5 minutes in order to purge the air
from the engine cavities.

When verifying that the coolant is at a safe operating
level, it is best to wait until the engine temperature
drops to approximately 120ºF (49ºC), or lower,
before removing the pressure cap.

Remove the pressure cap and refill to the proper fill
level. To continue the deaeration process start and
run engine until the temperature stabilizes at
approximately 160°-200° (71°-93° C) or run engine
for 25 minutes, whichever is longer. During this
warming process, you may see coolant coming from
the overflow tube attached at the pressure cap
location. Allow engine to cool, then remove the
pressure cap and refill to the proper fill level.

Caution: Do not remove pressure cap while coolant
is at normal operating temperatures. Possible
personal injury could result from the expulsion of hot
coolant.

3.4.7 Providing adequate Raw Water Supply to the
Engine Heat Exchanger

3.4.7.1 Raw Water Supply

Most Clarke diesel engine fire pump drivers are heat
exchanger cooled and some engines also have a
charge air cooler (CAC) that uses raw water to cool
the air before entering the intake manifold. If you

have a radiator cooled Clarke engine, you can
disregard this section. Heat exchanger cooled diesel
engine drivers require a clean source of pressurized
water from the discharge side of the fire pump in
order to keep the engine from overheating by
providing a specified minimum amount of raw water
flow.

3.4.7.2 Cooling Loop

NOTE: Engine may include a cooling loop as an
optional feature and has not been evaluated by UL as
part of a UL Listed fire pump driver.
Clarke cooling loops are FM Approved to meet
standard sizing conditions of 50% blocked wye
strainers, 100degF (38degC) raw water inlet
temperature, 80 psi inlet pressure, and 10 psi
available at the engine outlet.
Figure #26 shows the standard NFPA 20 cooling

loop piping arrangement. The cooling loop consists
of an Automatic flow line with a 12v or 24v solenoid
valve (HSC and ES pump applications only) that is
energized to open anytime the engine is called upon
to run from either the fire pump controller or from
the engine instrument panel.

NOTE: VT type pump applications do not require a
solenoid valve in the Automatic flow line.
NOTE: With the Mechanical Engine and Alarm
Control Board, See section 3.5.5, the solenoid valve
will open 15 seconds after engine shutdown and will
stay open for 60 seconds. This allows for raw water
to flow through the heat exchanger and reduce the
heat soak rise caused in the engine.

The second flow line is called the Manual by-pass
line and it can be opened at any time if for any reason
the engine shows signs of overheating. Each line has
two (quarter turn) shutoff values installed and the
normal position of the shutoff valve is to remain open
in the Automatic flow line and remain closed in the
Manual by-pass flow line.

NOTE: Opening up both lines to flow is never a

problem should there be some concern of engine
overheat, especially if there is an emergency
situation. The Manual by-pass line can only be
opened by an operator in the pump room.

The shutoff valves are all identified to show which
are Normally Open (Automatic flow line) and which
are Normally Closed (Manual by-pass flow line).
The shutoff valves are also used to isolate water
pressure in the event of maintenance to pressure
regulators, strainers and solenoid valve. Shut off
valves in the Automatic flow line are provided with
lockable handles for cooling loops that have been
tested to FM requirements.

In each flow line there is also a pressure regulator.
Each pressure regulator protects the downstream
piping from over-pressurization which includes the
tube side of the engine shell & tube heat exchanger
(and/or CAC) and to control raw water flow rate.
The pressure regulators are set to limit downstream
pressure to 60 psi (4 bar). There is a 0-60 psi (0-4
bar) pressure gauge installed at the cooling loop
outlet, and prior to the engine heat exchanger (or
CAC).

Wye strainers are used to remove debris from the raw
water supply. One strainer is in the Automatic flow
line and the other is in the Manual by-pass flow line.

Note: See section 3.4.7.5 regarding strainer
maintenance.

Page 30 of 49

3.4.7.3 Setting Raw Water Flow Rate

The proper amount of raw water flow thru the engine
is of the utmost importance, and the pressure gauge
value does little to indicate if there is sufficient flow.
When the engine is exercised weekly, the amount of
raw water flow exiting the engine should always be
checked to verify it does not appear to have
diminished.

During initial commissioning of the engine, it is
important to correctly set the raw flow rate going thru
the cooling loop. Each Clarke engine model has an
Installation and Operation (I&O) Datasheet that
provides basic operating conditions of the engine and
most values are given based upon engine speed. You
will find this datasheet in the documentation bag that
is shipped with the engine for your specific Clarke
model. This datasheet must be available during
commissioning in order to set the proper minimum
raw water flow. With the fire pump flowing 150% of
rated flow, and the Automatic flow line open; verify
sufficient raw water flow rate is achieved and that the
reading of the cooling loop pressure gauge does not
exceed 60 psi (4 bar). You will need to capture the
flow for a specific amount of time coming out of the
heat exchanger and going to a floor drain in order to
establish a reasonably accurate flow rate value. Using
a container or bucket of known volume, record the

Figure #26

time required to fill the container and compare to the
gpm or L/min value provided on the I&O datasheet.

THIS IS CRITICAL FOR PROPER ENGINE
COOLING AT MAXIMUM PUMP LOAD!!

If proper cooling water flow rate is established then
no fire pump controller alarm will be triggered to
indicate clogged raw water strainer (low raw water
flow).
After verifying raw water flow rate in the Automatic
flowline, open the Manual by-pass line shut-off
valves, and then close the Automatic flowline shut­off valves and repeat the above process in order to
verify the flowrate going thru the Manual by-pass
line. Note, with Automatic flowline closed the
controller low raw water flow alarm may be present ,
this is normal. Once this is completed; close the
Manual by-pass shut-off valves and open the
Automatic flowline shut-off valves to restore
conditions back to normal.

3.4.7.4 Raw Water Outlet

NOTE: NFPA 20 does allow for the heat exchanger
outlet flow to be returned to a suction reservoir. This
makes it very difficult to measure the flowrate.
When discharging to a suction reservoir, NFPA
provides additional requirements:

Page 31 of 49

1) A visual flow indicator and temperature

indicator are installed in the discharge (waste
outlet) piping.

2) When waste outlet piping is longer than 15ft

(4.6m) and / or the outlet discharges are more
than 4ft (1.2M) higher than the heat
exchanger, the pipe size increased by at least
one size.

3) Verify that when the correct flow rate is

achieved that the inlet pressure to the heat
exchanger (or CAC) does not exceed 60psi
(4bar)

If you have such an installation, it is recommended
that you run the engine for a period of time at
firepump 150% flow and confirm the visual flow
indicator is showing water flow, the temperature rise
is not excessive (usually no more than 40F (4.5C)
over ambient raw water temperature) and the engine
is showing no signs of overheating.

3.4.7.5 Raw Water Quality, Strainers and
Deterioration of Heat Exchanger (or CAC)

Over time, as the heat exchanger (or CAC) begins to
plug and foul, this pressure will rise and the flow will
diminish which could mean that the heat exchanger
(or CAC) may have to be replaced.
It can be not stressed enough how important it is to
keep the wye strainers within the cooling loop clean:

Most engine failures occur due to plugged cooling
loop strainers! If the raw water supply has debris in

it (leaves, stones, etc) as the strainer accumulates
more debris (that will not pass thru it), the flowrate
will continue to diminish which will eventually starve
the engine of adequate cooling water flow which will
lead to engine overheat and catastrophic engine
failure. When this occurs you have no fire
protection! Clarke recommends that after the initial
engine commissioning and also prior to each weekly
exercise of the engine / fire pump set, both strainers
be removed and cleaned and then re-installed before
starting the engine.

Clarke engines are equipped with an alarm that is
meant to signal diminished raw water flow rate
(terminal 311), possibly due to clogged raw water
strainers in the cooling loop. Refer to Figures 26 and
26A1 for location of sensors. A circuit board located
near the front of the cooling loop monitors
differential pressure between the two sensors and will
send an alarm to the controller if a low water flow
condition exists.

Additionally, a raw water temperature switch will
send an alarm (terminal 310) when temperature of the
water exceeds 105°F (41° C). Refer to Figures 26
and 26A1 for location of switch. If either of these
alarms are active, it indicates that the cooling
system’s capability may be compromised.

Figure #26A1

3.4.7.6 Backflow Preventers

NFPA20 allows for the use of backflow preventers in
the Automatic and Manual flow line of the cooling
loop as required by local code. For specific
application information contact factory.

3.4.7.7 Raw Water Outlet Temperature

Certain local codes may not allow you to discharge
the waste water outlet from the engine heat
exchanger either due to its temperature or it now
being considered hazardous waste. It is
recommended you always check local codes
regarding waste water discharge.

3.4.8 Flow Paths of Engine Cooling System

The engine coolant flows through the shell side of the
heat exchanger (or radiator), engine coolant pump, oil
cooler, engine block and cylinder head, jacket water
heater, thermostat, and expansion tank. On DT2H
engine models the flow also cools the turbocharger
and the exhaust manifolds.

On heat exchanger equipped engines raw cooling
water flows through the tube side of the charge air
cooler, if equipped, and the tube side of the heat
exchanger.

Page 32 of 49

Refer to Figures #35E for DP6H and DQ6H engine
models and #35F for DT2H engine models for
cooling system flow path diagrams.

Figure #26A – DP6H & DQ6H engine models

Figure #26B – DR8H, DS0H, DT2H-UFAA40, 58 engine models

Page 33 of 49

Op

tional)

Heater

Jacket

Water

Heater

Figure #26C – DT2H-UFAA60,98,92,-FMAAX8,X2 engine models only

3.4.9 IMPORTANT SERVICE NOTICE

Any time an engine experiences a high coolant
temperature alarm condition the primary cause of the
overheat must be determined and the cause corrected
to prevent a recurring overheat event.. Additionally,
if an event of a restricted flow, collapsed hose,
insufficient coolant level or failed pressure cap is
experienced, further investigation of the cooling
system is required.

1) The coolant shoud be drained (after de­energizing the coolant heater

2) Replace the engine thermostat(s)

3) Remove the engine water pump and
inspect the impeller and seal for damage, replace as
necessary. Reassemble and refill coolant according
to the Installation and Operations Instruction Manual.

4) Run the engine to verify normal operating
temperature.

3.4.9.1 Cavitation

Cavitation is a condition that occurs when bubbles
form in the coolant flow in the low pressure areas of
the cooling system and implode as they pass to the
higher pressure areas of the system. This can result in
damage to cooling system components, particularly
the water pump impeller and cylinder liners.
Cavitation in an engine can be caused by:

 Improper coolant
 Restricted coolant flow caused by collapsed

hose or plugged system

 Coolant fill cap is loose or unable to retain

the required pressure

Page 34 of 49

 Insufficient fluid level
 Failure to de-aerate

 Overheat

3.5 ELECTRICAL SYSTEM

3.5.1 Wiring Diagrams (Only with Engine Gauge

Panel)

Run/Stop
Solenoid

ETS =

Energized

to Stop

Drawing

No.

C07651 DP, DQ, DR, DS,

C071613

Drawing

No.

C071842

Description

(AC Voltage)

DT-UFAA20, 58,

50, 88 only – NFPA-

20 and UL/FM

Engine Jacket Water

DT2H-UFAA60,

98,92,-FMAAX8,X2

only - NFPA-20 and

UL/FM Engine

Description

(DC Voltage)

Mechanical

Engines

NFPA-20

and UL/FM

engine

gauge panel

(NL

Models -

Figure #27

Reference
Document

(Mechanical
Engines)

Reference
Document

B B

A

B

3.5.2 Checking Drive Belt Tension and

Adjustment

All drive belts must be adequately tightened to secure
that both the engine water pump and battery charging
alternator (when fitted) are operating efficiently.
Refer to Figures #28A,28B, 28C, 28D.

Figure #28A – DP6H

Figure #28B – DQ6H

Figure #28C – DR8H / DS0H / DT2H

Figure #28D – DT2H

To adjust Belt Tension:

Page 35 of 49

Check belt tension:

- Give at arrow must be 0.4” - 0.6” (10-15mm).
To increase tension of the water pump driving belts:

- Loosen alternator or belt tensioner mounting
bolts A and B.

- Adjust to proper belt tension.

- Tighten mounting bolts A and B.

3.5.3 Speed Switch (when supplied)

Overspeed is defined as 120% of rated speed for
engines rated from 1470 through 2600 rpm. In the
event of an engine overspeed, the speed switch
signals the main pump controller and also affects an
engine shutdown. The OVERSPEED RESET
(Figure# 9) switch is included on the instrument
panel. Should an overspeed condition occur,
investigate the cause and make necessary corrections
before placing engine back in service. The
OVERSPEED RESET must be manually lifted for
two (2) seconds to reset.

NOTE: This reset operation must be
completed to allow a restart. If not, the
engine will not start thru the main pump
controller or manually.

OVERSPEED VERIFICATION

Hold the OVERSPEED VERIFICATION switch in
the “up” position. This will provide the main pump
controller with an overspeed signal and engine
shutdown at 67% of the set overspeed RPM. Start
the engine via the main pump controller; the speed
switch will generate an overspeed signal and
shutdown protecting both the engine and pump.

EXAMPLE
Rated Speed: 1760 RPM

Overspeed Shutdown: 2112 RPM (120% of
1760 RPM)
Verification Shutdown: 1410 RPM (67% of
2112 RPM)

CAUTION-after verification of overspeed, lift the
OVERSPEED RESET switch for two (2) seconds
and reset the main pump controller to re-instate
normal operation of the engine and speed switch.

Refer to Engineering Technical Bulletin – ETB003,
part number C133407, on the www.clarkefire.com
website for adjusting the overspeed setting for range
rated engines.

3.5.4 Magnetic Pick-Up (when supplied)

A magnetic pick-up, mounted in the flywheel
housing, provides the input signal for the tachometer
overspeed switch, and/or the main pump controller.
There should be approximately 0.03" air gap between
the top of the ring gear and the center of the magnetic
pick-up. With one tooth centered in the magnetic
pick-up hole, thread the pickup in until it touches the
gear tooth and then back it out 1 turn. Tighten jam
nut while holding the pickup in position. Reconnect
to wiring harness. With the engine operating at rated
speed, the output voltage on the mag pickup should
be between 7 VAC(rms) – 14 VAC(rms).

3.5.5 Mechanical Engine Control and Alarm Board

(MECAB) Speed Switch Troubleshooting

This engine is equipped with a speed switch capable
of sensing engine sensor malfunctions and/or
electrical over-current(s) on engine alarm circuits
and alerting the user via flashing status lamps. This
flashing status indication is done so with the red
“OVERSPEED SHUTDOWN” lamp on the outside of
the Clarke instrument panel (Figure #29) and a red
LED located on the middle of the speed switch inside
of the Clarke instrument panel (Figure #30). In
addition to these flashing status lamps, a “Low
Engine Coolant Temperature Alarm” is sent via
engine / fire pump controller inter-connect circuit
#312 as a means to alert the user outside of the
engine room.

NOTE: When first applying battery power to the
engine, or after activating the overspeed reset switch,
the OVERSPEED SHUTDOWN lamp and red LED
on the speed switch will flash several times. This is
an “INITIALIZATION PATTERN” and is normal.
This will be referred to in the following
troubleshooting section.

Figure #30 – MECAB speed switch

List of Troubleshooting Malfunctions

Two (2) blinks – Electrical Current Exceeds 10
Amps on Alarm Circuits: Status lamps will flash

two times continuously on the Clarke instrument
panel and a “Low Engine Coolant Temperature”
alarm will be sent to the fire pump controller via
circuit #312.

Cause:

Electrical current exceeds 10 amps on one or more
engine / fire pump controller inter-connect circuits

Engine run alarm (#2)
Engine overspeed alarm (#3)
Engine low oil pressure alarm (#4)
Engine high coolant temperature alarm (#5)
Engine low coolant temperature alarm (#312)

Corrective actions:

Check each of the above circuits to determine which
contains the current overload.
Once circuit(s) overload are corrected: On the Clarke
instrument panel, operate the “OVERSPEED
RESET” switch for two (2) seconds and release
(Figure #31).

Figure #29

Page 36 of 49

Figure #31

The “INITIALIZATION PATTERN will flash. This is
normal. The continuous two (2) blink flash sequence
should turn off at this point.

Three (3) blinks – Engine Coolant Temperature
Sensor malfunction: Status lamps will flash three

times continuously on the Clarke instrument panel
and a “Low Engine Coolant Temperature” alarm will
be sent to the fire pump controller via circuit #312.

Cause:

Engine coolant temperature sensor circuit is open or
shorted.

Corrective Actions:

Verify wiring and connector plug at engine coolant
temperature sensor are secure. Sensor is located on
top of engine on DP6H and DQ6H engine models
(Figure #32A), at the front of the engine near the
cylinder head on DR8H and DS0H models, and
behind engine heat exchanger as shown on DT2H
engine models (Figure #32B).

Figure #32A – DP6H & DQ6H engine models

Figure #32B – DR8H & DS0H models

Figure #32C – DT2H engine models

On the Clarke instrument panel, operate the
“OVERSPEED RESET” switch for four (4) seconds
and release. (Refer to Figure #31).

The “INITIALIZATION PATTERN” will flash. This
is normal. The continuous three (3) blink flash
sequence should turn off at this point.

If problem still exists, replace engine coolant
temperature thermistor.

Five (5) blinks on instrument panel – Oil pressure
switch or Engine speed sensor (magnetic pick-up)
malfunction: Status lamps will flash five times

continuously on the Clarke instrument panel and a
“Low Engine Coolant Temperature” alarm will be
sent to the fire pump controller via circuit #312.

Cause:
Oil pressure switch failure or magnetic pick-up
failure.

Corrective Actions:

Oil Pressure switch check
Verify wiring and connector at engine oil pressure
switch are secure. Pressure switch is located on right
side of engine next to the flywheel housing on DP6H

Page 37 of 49

& DQ6H engine models (Figures #33A) and near the
oil filters on DR8H, DS0H, and DT2H engine models
as shown. (Figures #33B & #34).

With engine off, check continuity between the two
terminals on the oil pressure switch. Note, do not
disconnect wires when performing this task.

Figure #33A – DP6H & DQ6H engine models

RESET” switch for two (2) seconds and release.
(Refer to Figure #9)

The “INITIALIZATION PATTERN’ will flash. This
is normal. The continuous five (5) blink flash
sequence should turn off at this point.
If circuit is closed, the oil pressure switch is not
damaged and is working normally as expected.
Proceed to engine speed sensor check, below.
Engine speed sensor (magnetic pick-up) check
Verify wiring and connector at engine speed sensor
are secure. Magnetic pick-up is located on the right
side of the engine on the flywheel housing. (Figure

#35)

Figure #33B – DT2H engine models

Figure #34- DT2H engine models

If circuit is open, replace oil pressure switch.
After new switch is replaced: On the Clarke
instrument panel, operate the “OVERSPEED

Figure #35

With engine running, verify that the tachometer is
functioning normally.

Refer to section 3.5.4 of Engine Operator’s Manual
to properly reposition the magnetic pick-up if
tachometer is not functioning.

Once magnetic pick-up is repositioned: On the
Clarke instrument panel, operate the “OVERSPEED
RESET” switch for two (2) seconds and release.
(Refer to Figure #9).

The “INITIALIZATION PATTERN” will flash. This
is normal. The continuous five (5) blink flash
sequence should turn off at this point. If problem still
exists, replace engine speed sensor (magnetic pick­up).

3.5.6 FIELD SIMULATION OF PUMP
CONTROLLER ALARMS

Field simulation of (5) pump controller alarms

• Alarm 1: Over speed Shutdown: Follow
over speed verification steps per section 3.5.3.

Page 38 of 49

• Alarm 2: Low Oil Pressure: DP, DQ, DR, DS:
With the engine running, jumper the engine mounted
low oil pressure switch at terminal “WK” to
“GROUND”. DT only: With the engine
running, jumper the engine mounted Low Oil
Pressure switch (see Figures #33A, 33B, 34 for
location).
Wait for 15 seconds and controller alarm will
activate.

• Alarm 3: High Engine Coolant Temperature:
With the engine running, set the High Engine Coolant
Temperature DIP switch to “ON” (see Figure #36).
Use a fine pick or small screwdriver and slide the
white slider to the left. Wait for 30 seconds and
controller alarm will activate. Set white DIP switch
slider to “OFF” (right) when simulation is complete.

• Alarm 4: Low Engine Coolant Temperature: With
the engine not running, set the Low Engine Coolant
Temperature DIP switch to “ON” (see Figure #36).
Use a fine pick or small screwdriver and slide the
white slider to the right. Controller alarm will
activate immediately. Set white DIP switch slider to
“OFF” (left) when simulation is complete.

• Alarm 5: Overcrank: Use manual stop override
(ETS Governor Solenoid) to prevent the engine from
starting during the cycle-crank testing. NEVER shut
off the fuel supply to the engine to prevent it from
starting. Shutting off the fuel supply will
cause an air lock condition in the fuel system
and possibly cause fuel system component
damage.

Refer to Clarke drawing (see Page 5) for
additional information on Clarke supplied
batteries.

3.6 ENGINE SPEED ADJUSTMENT

A mechanical governor controls the engine speed.
The governor is built into the fuel injection pump. All
governors are adjusted to the rated speed at
nameplate power or maximum allowed pump load
before leaving Clarke. During Start-Up Inspection or
when placing reconditioned units into service, some
minor speed adjustment may be required. It is
recommended that this adjustment be performed by
the authorized Service Dealer representative.

To adjust the speed of the engine:

A. Start the engine by following the “To Start

Engine” Procedure in this manual.

B. Let the engine warm-up. Loosen the jam

nut(s) (Figure #37B, C, D).

C. While observing the instrument panel tach

rotate the long adjustor clockwise to lower
the RPM and counter clockwise to raise the
RPM’s until desired speed is obtained. Ref.
Figure #37B, C, D.

D. Holding secure the long adjustor with a

wrench tighten the jam nut.

E. Stop engine by following “To Stop Engine”

Procedure in this manual.

If the engine has been designed and tested for range
rating, stamp the metal tag titled “FIELD SETTING”
with the final adjusted speed, horsepower, and 67%
overspeed verify shutdown setting and keep with the
engine. Refer to Figure #38A.

Figure #36

3.5.7 BATTERY REQUIREMENTS

All Clarke engine models require 8D batteries, as
sized per SAE J537 and NFPA20. The battery
should meet the following criteria:

Cold Cranking Amps (CCA @ 0°F): 1400
Reserve Capacity (minutes): 430

Page 39 of 49

Figure #38A

Figure #37B – DP6H models

Figure #37C – DQ6H models

Figure # - DT2H models

4.0 MAINTENANCE SCHEDULE

4.1 ROUTINE MAINTENANCE

NOTE: The following Routine Maintenance schedule
is based on an engine usage rate not exceeding 2
hours per month. For UL/FM engine models, also
refer to NFPA25.

LEGEND:

 Check

 Clean
 Replace

o Lubricate

WEEKLY

 Air Cleaner
 Battery
 Belts
 Coolant Hoses
 Coolant Leaks
 Coolant Levels and Condition
 Cooling Loop Valves Position
 Cooling Water Solenoid Valve
 Cooling Water Discharge
 Exhaust System
 Fuel Tank
 General Inspection
 Governor Run-Stop Control
 Jacket Water Heater
 Lubrication Oil Level
 Operating Gauges
 Remove Water from Fuel Filter
 Run Engine
 Warning Light

 Cooling Water Strainers
 Clean Radiator Core Debris (if equipped)

EVERY 6 MONTHS

 Batteries

 Battery Charging Alternator
 Belt tension
 Coolant Protection Level
 Driveshaft U-Joints
 Fuel Lines

EVERY 1 YEAR

 Air Cleaner
 Fuel Priming Pump Strainer

 Coolant Inhibitor
 Crankcase Vent System

o Driveshaft U-Joints

 Fuel & Oil Filters

 Heat Exchanger Electrode

 Lubricating Oil

 Mounting Isolators
 Wiring System

 Coolant

EVERY 2 YEARS

 Air Cleaner
 Batteries
 Belts
 Coolant Hoses
 Coolant
 Thermostat
 Remove Water Pump to Inspect Impeller and

Seal

EVERY 5 YEARS

 Torsional Coupling

Page 40 of 49

MODEL

Kit

All 99-55050

C121157

IMPORTANT: Set main pump controller to “OFF”
while servicing engine. Before turning the main
pump controller to the "OFF" position, check with
the maintenance and security supervisors to verify
that all the departments concerned will be alerted of
the temporary interruption of their fire protection
equipment for normal maintenance or testing. Also,
alert the local fire department in the event that the
main pump controller is connected by silent alarm to
headquarters. When servicing is complete, return
main pump controller selector to "Automatic"
position and the mode selector on the engine to
“Automatic” position. Advise the appropriate
personnel the engine has been returned to the
“Automatic”.

5.0 TROUBLE SHOOTING

Consult Clarke Service Dealer or Factory. Service
dealers can be located by going to our website:

www.clarkefire.com. For trouble shooting pertaining

to the flashing of the "OVERSPEED SHUTDOWN"
lamp, see section 3.5.5.

6.0 PARTS INFORMATION

6.1 SPARE PARTS

To ensure best operation and efficiency of all engine
components, always use genuine Clarke spare parts.

Orders should specify:

 Engine Model Number - See Engine General
 Engine Serial Number - Specification
 Part Number(s) Refer to Engine Maintenance

Parts List section 6.2 or Parts Illustration (see
Page 5).

Contact numbers for spare parts:

• www.clarkefire.com

• Phone USA: [phone] Ext. 427 (calling
within USA)

• Phone UK: (44) 1236 429946 (calling outside USA)

• Fax USA: [phone] (calling within USA)

• Fax UK: (44) 1236 427274 (calling outside USA)

• E-Mail USA: [e-mail]

• E-Mail UK: [e-mail]

6.2 ENGINE MAINTENANCE PARTS LIST

Refer to Appendix “A” at the end of this manual.

Page 41 of 49

ENGINE

7.0 OWNER ASSISTANCE

Consult Clarke Service Dealer or Factory. Service
Dealers can be located by going to our website:
www.clarkefire.com.

8.0 WARRANTY

8.1 GENERAL WARRANTY STATEMENT

The satisfactory performance of Clarke engines and
the goodwill of owners / operators of Clarke engines
are of primary concern to the Engine Manufacturer,
the Engine Service Dealer and Clarke. All provide
support of these products after final installation of the
complete fire pump and sprinkler system.
Warranty responsibility involves both Clarke and the
Doosan service organizations worldwide.

The Engine Manufacturer (Doosan) provides
Warranty for the basic engine components and Clarke
provides warranty on the accessories added to meet
the NFPA-20 specifications and FM/UL certification
requirements.

8.2 CLARKE WARRANTY

All Clarke warranted components have warranty
Duration of 24 months beginning at the Start-up date
of the fire pump system. The warranty coverage
includes replacement of the part and reasonable cost
of labor for installation. Components failed due to
improper engine installation, transportation damage,
or misuse is not covered under this warranty.
For additional warranty details, see the specific
warranty statement “Doosan New Engine Warranty”
on the following page. Also contact Clarke direct if
you have any questions or require additional
information.

Clarke is not responsible for incidental or
consequential costs, damage or expenses which the
owner may incur as a result of a malfunction or
failure covered by this warranty.

8.3 DOOSAN WARRANTY

Air Filter Service

Figure #39

Air Filter Oil

WARRANTY POLICY

SUPPLIER’s liability under this warranty shall
be IN LIEU OF ALL OTHER LIABILITIES OF
SUPPLIER for defect in material or
workmanship of Products or ANY OTHER
WARRANTIES, EXPRESS OR IMPLIED,
statutory or at common law WHICH BUYER
HEREBY WAIVES. In no event shall
SUPPLIER be liable for consequential or
indirect damages regarding Products or End­Products.

INDEMNIFICATION

This rating should be applied where reliable utility
power is available. A Fire Pump rated engine should
be sized for a maximum of 70% average load factor
and 200 hours of operation per year. When
determining the actual average power output, power
of less than 30% of the Fire PUMP POWER shall be
taken as 30% and time at standstill shall not be
counted.

Fire Pump ratings should never be applied except is
true emergency power outages. Negotiated power
outages contracted with a utility company are not
considered an emergency.

Notwithstanding any other provisions in this
Agreement, BUYER shall indemnify SUPPLIER and
its subsidiaries and hold them harmless against and
from any and all claims, damages, costs and expenses
with respect to any loss of or damage to property, and
any injury to or death of any person, arising out of or
attributable to any use, application into other
machines/systems or sale of the Products.

3RD PARTY'S RIGHT

SUPPLIER shall in no event warrant the any use,
application into other machines/ systems or sale of
Products is free from infringement of any 3rd party's
right. BUYER shall indemnify SUPPLIER and its
subsidiaries and hold them harmless against from any
and all claims or actions against SUPPLIER or
BUYER for infringement of any 3rd party's right in
connection with BUYER's use, application into other
machines/ systems of the Products.

DEFINTION OF ENGINE RATING

It is important to choose the proper engine rating to
provide the optimum performance in a given
application. Ratings in this Article show DOOSAN
Firepump engine guidelines on applications.

NOTES:

 Total running time must not exceed 200hours

per year.

 There is no overload capability.

WARRANTY PERIOD

The warranty period begins both on the shipping date
of the Engine and on the first delivery date of the
Engine to the customer, whichever date occurs first,
and ends as shown in the APPENDIX-1 as attached.

WARRANTY LIMITATIONS

What is covered:

Any defect in Engines, arose only under normal
conditions of storage, use and service due to defect in
workmanship or material with the exception of items
list under “what is not covered”.

What is not covered:

With any of following conditions, Warranty is not
covered.

FIRE PUMP POWER RATING

Fire PUMP POWER Rating is applicable for
supplying emergency power for the duration of the
utility power outage. NO OVERLOAD capability is
available for this rating. Under no condition is an
engine to operate in parallel with the public utility at
the Fire PUMP POWER rating.

Page 42 of 49

(1) Any defect and / or functional difficulty of

Engines which are not operated according to
the rating specifications specified in Article
1 above.

(2) Any defect and / or functional difficulty of

Engines resulting from any change,
modification or alteration of the Engine
which result in any change in the
specification of Engines without the prior
written consent or proper instruction of
SUPPLIER.

(3) Any defect and / or functional difficulty of

Engines resulting from any incidental,
consequential or rated costs such as costs for
traveling transport, communication expenses,
extra costs due to the installation in making
the Engines accessible, docking and cranes,
loss of use, loss of income, loss of time, loss
of property, personal injury, or damages
other parts or goods than the indicated
Engines delivered by SUPPLIER.

(4) Any defect and / or functional Difficulty of

Engines caused by operation of Engines in
disregard of SUPPLIER’s operation or
service manual and / or any other instruction
by SUPPLIER.

(5) Any defect and / or functional Difficulty of

Engines due to improper handling or
unsatisfactory repairing and maintenance of
Engines.

(6) Any defect and / or functional Difficulty of

Engines due to the parts replacement with
non-genuine SUPPLIER service parts on
non-equivalent in quality and design to
genuine SUPPLIER service parts.

(7) Any defect and / or functional Difficulty of

Engines due to the parts replacement with
non-genuine SUPPLIER service parts on
non-equivalent in quality and design to
genuine SUPPLIER service parts.

(8) Any defect and / or functional Difficulty of

Engines due to repair adjustment, service, or
parts replacement by any personnel who are
not authorized by SUPPLIER.

(9) Parts of Engines (Such as filter, belt, air

cleaner, gasket, packing, rubber, light bulb,
fuse, condenser, brush, electric wire
harness and other similar wearing parts) to
be replaced in the course of or in connection
with the normal maintenance of Engines.

SUPPLIER and BUYER RESPONSIBLITIES

SUPPLIER and BUYER respectively shall have the
following responsibilities in respect of defect in
materials or workmanship covered by the warranty:

Warranty will be only applied for Engines for which
SUPPLIER has received the warranty claim report or
the equivalent written information when any Engines
are delivered to the first customer.

under Warranty.

BUYER shall carry out all repairs and the fitting of
all replacement parts covered by the Warranty and
SUPPLIER will compensate BUYER the net labor
expenses involved in the same (at an hourly rate to be
decided by SUPPLIER). SUPPLIER reserves the
right to limit the number of repair service hours
according to SUPPLIER’s repair labor time guide or
the equivalent instruction.

With SUPPLIER’s option and provision of
replacement parts to BUYER to assist BUYER’s
activities covered by the Warranty specified in the
Article 2.3 above. In no event shall SUPPLIER be
liable for any expenses incurred in the replacement
parts supply other than net freight cost.

Compensation of warranty claims shall be limited to
what is attributable to SUPPLIER’s responsibility
and the reimbursement rate for the warranty claims
follows APPENDIX-2 as attached.

APPLICATION OF WARRANTY CLAIMS

The application of Warranty Claims by BUYER shall
be made in accordance with SUPPLIER’s designated
warranty claim application form he application.

The following points must be included in any
warranty claim. If the claim does not provide all of
this basic information, it will be incomplete and will
not be acceptable.

(1) Engine Model & Engine Serial Number
(2) The repair date or Engine operation hour up

to then

(3) BUYER’s analysis of the cause of defect and

the details of the original customer complaint
with photographs of the defective parts as per
SUPPLIER’s requirement.

(4) Report and explanatory action of the repair or

service.

(5) Amount of claim for materials, labor and any

other allowable expenses.

(6) Signature of service manager or equivalent

authorized personnel of BUYER on each
claim to confirm that the claim is complete
and accurate.

SUPPLIER will compensate BUYER the genuine
parts expenses used for replacing the defective parts

Page 43 of 49

The warranty claims must be received by SUPPLIER
within forty-five (45) days from the date BUYER

furnished and / or installed the new parts to replace
the defective parts (repair date). Warranty claims
received beyond the forty-five (45) day period will
automatically be denied.

If corrected or additional information is requested,
the requested information shall be submitted by the
BUYER within thirty (30) days from the receipt of
the request to provide that information. Warranty
claim returned beyond the thirty (30) day period will
automatically be denied.

REMOVED PARTS

If BUYER makes any claim under this warranty that
any parts of Engines are defective, the removed part
(s) must be kept by the BUYER for a period of six
(6) months from the date of warranty claim
application unless otherwise instructed by
SUPPLIER for the disposal.

The removed parts must be kept in proper condition
to prevent additional damage or corrosion. Warranty
compensation may be charged-back, if the removed
parts are not properly kept, lost or not returned to
SUPPLIER as per request.

If requested by SUPPLIER, the removed parts shall
be shipped to SUPPLIER with charges borne by
SUPPLIER.

RECEIVING INSPECTION AND STORAGE OF
THE ENGINES

BUYER shall inspect each shipment with respect to
the conformity with specifications, missing parts and
damage of Engines promptly upon receipt of
Engines. In the event that BUYER finds any
unsatisfactory condition through such inspection,
BUYER shall make a claim in writing respect thereto
within sixty (60) days after the shipping date of
Engines.

SUPPLIER will not be liable for any claim made by
BUYER after such period and also shall not be liable
for damages of Engines where BUYER may make a
claim for such damages under an applicable policy of
insurance. In case the claims under this Article have
been verified by SUPPLIER, upon request of
BUYER, SUPPLIER will deliver free of charge such
parts as are determined to be missing or damaged.

BUYER shall be responsible for the proper storage
and maintenance not be decrease the performance of
the Engines during the period of time from unloading
of Engines by the carrier of Port of Destination until
delivered to the first customer. Any damage
occurring during such period will be the sole
responsibility of BUYER.

PERFORMANCE OF SERVICES BY BUYER

BUYER shall from time to time perform maintenance
and repair services in relation to Engines in
accordance with the stipulation of “service
information” in effect at the time when Engines are
put into service and shall submit the required
maintenance and service reports to SUPPLIER.

In the case of any functional difficulty and / or defect,
BUYER shall immediately carry out any necessary
repair or service and shall immediately notify
SUPPLIER of any major problem.

BUYER s required to conform to all present and
future instruction from SUPPLIER concerning
maintenance and servicing of Engines in Territory.

SUPPLIER’s LIABILTY UNDER THIS
WARRANTY

SUPPLIER’s liability under this warranty shall be IN
LIEU OF ALL OTHER LIABILITIES OF
SUPPLIER for defect in material or workmanship of
Engines or ANY OTHER WARRANTIES,
EXPRESS OR IMPLIED, statutory or at common
law WHICH BUYER HEREBY WAIVES. In no
event shall SUPPLIER be liable for consequential or
indirect damages regarding Engines.

SETTLEMENT OF DISPUTES

This agreement shall be construed in accordance with
the Korean laws. All disputes, controversies,
differences or claims arising out of or related to this
Agreement which cannot be settled amicably by
negotiation between the parties hereto shall be
referred to and settled by arbitration in Seoul, Korea
in accordance with the Arbitration Rules of the
International Chamber of Commerce.

Page 44 of 49

ENGINE COVERAGE *

date)

Date)

APPENDIX – 1 WARRANTY PERIOD

Rating

MONTHS

(from

Shipping

MONTHS

(from

Delivery

Engine

Hours

Fire Pump

* WHICHEVER OCCURS FIRST

9.0 INSTALLATION & OPERATION DATA
(See Page 5)

10.0 WIRING DIAGRAMS

(See Page 5)

11.0 PARTS ILLUSTRATION DRAWING

(See Page 5)

0 - 24 0 - 18 200

Page 45 of 49

12.0 APPENDIX (Alpha Index)

Subject Page

A

Air Cleaner 12,22,23,40,43
Alternator 35,40

B

Battery Cables 15,16
Battery Recommendations
Belt Adjustment

C

Capacities 27,28
Coolant Recommendations 12
Cooling System
Anti-Freeze Solutions
Cooling System Capacity 12,28
Cooling Water Supply (Loop)
Cooling Water Flow Requirements *
Filling Procedure 12.28.29
Heat Exchanger 11,12,15,19,27,29,30,31,32,37,40
Inhibitors 28,29
Maintenance 11,12,13,15,19,20,29,30,40,41,43,44
Water 9,10,11,12,13,15,19,20,22,25,27-32,34,35,40
Crankcase Ventilation 24,25

D

Dipstick, Oil Level 25,26,27
Driveshaft alignment
Driveshaft Maintenance 15

E

Electrical System 9,34
Engine Protective Systems (over speed) 38
Engine Start-Up Service
Exhaust System 10,13,22,25,40

F

Filters:
Air Cleaner 12,22,23,40,43
Fuel 11,12,19,20,21,40
Lubricating Oil 26,40
Fuel Specifications 19
Fuel System Operation 12,19,20,21,39
Bleeding 20
Pump, Injection 18,22,39
Service 19,20,34,41,42,43,44

G

Governor Speed Adjustment

Subject Page

Installation Data *
Installation Instructions 11

Lube Oil Recommendations 27
Lubricating Oil Volume 27
Lubricating System 25

Magnetic Pickup 36
Maintenance Schedule 40
Manual Operation 15,16
Model Number Identification 5,6

Name Plate (Engine) 5

Oil Filter 26,40
Oil Level Dipstick 25,26,27
Oil Pressure *
Oil Specifications/Recommendations 27
Operation Data *
Over speed Reset 16,35,36,37,38
Over speed Verification 16,35,38

Parts Illustrations *
Parts Information 41
Pump, Fuel Injection 18,22,39

S
Serial Number 5,6,41,43
Shutdown Systems
Specifications:
Fuel 19
Lubrication Oil 27
Speed Switch 35,36
Storage 11,20,42,44

Technical Data *

Warranty 13,41,42,43,44,45
Wiring Diagram:
DC System *
AC Heater Systems *

* See Page 5

I

L

M

N

O

P

T

W

Page 46 of 49

Oil Filter

C04571

C04569

Fuel F

ilter (Primary)

C02736

Fuel Filter (Secondary)

N/A

Air Filter

C03749

C03244

Alternator

C072092

C072093

Fuel Injection Pump

Heat Exchanger

C051529

Starter Motor (12V)

Starter Motor (24V)

Switch, Oil Pressure

Switch, Speed

Switch, Coolant Temperature

Thermistor

Turbocharger

Thermostat

C051718

C051568

Nozzle, Injector

C02753

24 C02754

Appendix “A”

DP6H & DQ6H ENGINE MODELS

Clarke Engine Models DP6H DQ6H

Part Number (standard items only, optional items not

Part Description

shown)

C02911 C02912

N/A

C072094

C07645 or C071884

C071571

INCLUDED IN C071571 SPEED SWITCH or C071881

C071607 or C051749

C061646 C061647

Page 47 of 49

Oil Filter

C04569 R. A

Fuel Filter (Primary)

C02736 R. A

Air Filter

C03749

R. A

C03244 R. C

Alternator

C072095

Fuel Injection Pump

C02913

C02914

C02915

Heat Exchanger

C051529 R.

D

C051389 R.

B C051389 R.

B Starter Motor (12V)

N/A Starter Motor (24V)

C072096

Switch, O

il Pressure

C072011 OR C072013

Switch, Speed

C071

963 R.A

Switch, Coolant Temperature

INCLUDED IN C071

963 R. A SPEED SWITCH OR C071881 R.A

Thermistor

C071607 R. A OR C051749 R.

B

Turbo

charger

(LEFT)

(LEFT)

(LEFT)

Thermostat

C051568

Nozzle, Injector

C02792

Appendix “A” (continued)

DR8H, DS0H, & DT2H (DRY EXHAUST MANIFOLD) ENGINE MODELS

Clarke Engine Models DR8H DS0H

DT2H-UFAA20,

DT2H-UFKA20,
DT2H-FMAA40,
DT2H-FMKA40,

DT2H-UFAA58,

DT2H-UFKA58
DT2H-UFAA50,
DT2H-UFKA50,
DT2H-UFAA88,

DT2H-UFKA88 only

Part Description Part Number (standard items only, optional items not shown)

C07645 R. C OR C071273 R. A OR C071614 R. A OR C071884 R.A OR

C061648

(RIGHT)

C061649

C061650
(RIGHT)
C061651

C061652
(RIGHT)
C061653

Page 48 of 49

UFKA60,98,92

only

Oil Filter

C045

69 (4)

Fuel Filter (Primary)

C02

736 (4)

Fuel Filter (Sec

ondary)

N/A

Air Filter

C03707

(2)

Alternator

C072097

Fuel Injection Pump

Heat Exchanger

C052066

Starter Motor (24V)

Switch, Oil Pressure

Switc

h, Speed

Switch, Coolant Temperature

C071881

Thermistor

Turbocharger

Thermostat

C051568

Nozzle, Injector

C02716

Appendix “A” (continued)

DT2H (WET EXHAUST MANIFOLD) ENGINE MODELS

Clarke Engine Models

Part Description

DT2H-UFAA60,98,92,-FMAAX8,X2,

Part Number (standard items only, optional

items not shown)

C02916

C072098

C071614 or C071884

C071273

INCLUDED IN C071571 SPEED SWITCH or

C071607 or C051749

C061654

Page 49 of 49