Detroit Diesel Engine DDFP Service Manual

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Operation and Maintenance Instructions Manual

DDFP SERIES ENGINES

FOR

FIRE PUMP APPLICATIONS

Printed in U.S.A.

This manual covers Detroit Diesel engines

modified by Clarke DD-A

for fire pump service

LISTED APPROVED LISTED

C13194

MP-4 7/96

ABBREVIATIONS

AC Alternating Current

AEC Automatic Engine Controller

API American Petroleum Institute

CCW Counter-clockwise engine rotating (front view)

CDD-A Clarke Detroit Diesel-Allison

CW Clockwise engine rotation (front view)

DC Direct Current

DDC Detroit Diesel Corporation

DDFP Detroit Diesel Engines approved for Fire Pump Service

as certified by FM/UL/ULC for Clarke Detroit Diesel-Allison

FM Factory Mutual Research

GM General Motors Corporation

ID Identification

IP Instrument Panel

I-53 In-Line Cylinder arrangement 53 Series DDC Engine

I-71 In-Line Cylinder arrangement 71 Series DDC Engine

NA Naturally Aspirated

NC Normally Closed

NO Normally Open

NFPA National Fire Protection Association

P/N Part Number

PSI Pounds Per Square Inch

PTO Power Take Off

RPM Revelutions Per Minute

SAE Society of Automotive Engineers

S/N Serial Number

TTurbocharged

TA Turbocharged and Aftercooled

UL Underwriters Laboratories Inc.

ULC Underwriters Laboratories of Canada

V-92 Vee cylinder arrangement 92 Series DDC engines

V-71 Vee cylinder arrangement 71 Series DDC engines

LISTED APPROVED LISTED

TABLE OF CONTENTS

SUBJECT PAG E

ABBREVIATIONS........................................................................................................................................ Inside Front Cover

DESCRIPTION — Section 1

Principles of Operation .................................................................................................................................................... 1

General Description .......................................................................................................................................................... 2

Model and Serial Number Designation ............................................................................................................................ 3

Engine Equipment ............................................................................................................................................................ 4

FM/UL Nameplate ............................................................................................................................................................ 5

General Specifications ...................................................................................................................................................... 6

OPERATING INSTRUCTIONS — Section 2

Engine Start-Up and Operating Instructions .................................................................................................................... 8

Standard Model Views .................................................................................................................................................... 9

Electronic Speed Switch .................................................................................................................................................. 10

Preventative Maintenance Schedule.................................................................................................................................. 11

ENGINE SYSTEMS — Section 3

Fuel System — Section 3.1 .............................................................................................................................................. 12

Operation.................................................................................................................................................................... 12

Maintenance & Service Procedures .......................................................................................................................... 15

Fuel System Schematic.............................................................................................................................................. 14

Air Intake and Exhaust System — Section 3.2 ................................................................................................................ 16

Air System Operation ................................................................................................................................................ 16

Maintenance & Service Procedures .......................................................................................................................... 19

Exhaust Operation...................................................................................................................................................... 19

Lubrication System — Section 3.3 .................................................................................................................................. 20

Operation.................................................................................................................................................................... 20

Lubricating System Schematics ................................................................................................................................ 21

Maintenance & Service Procedures .......................................................................................................................... 22

Cooling System — Section 3.4 ........................................................................................................................................ 25

Operation.................................................................................................................................................................... 25

Maintenance & Service Procedures .......................................................................................................................... 30

Electrical System — Section 3.5 ...................................................................................................................................... 31

Operation.................................................................................................................................................................... 31

Maintenance & Service Procedures .......................................................................................................................... 35

DC Wiring Diagram.............................................................................................................................................. 37, 38

Engine Heater AC Wiring Diagram .......................................................................................................................... 39

Falk Drive Coupling Instructions — Section 3.6 ............................................................................................................ 40

Installation Procedures .............................................................................................................................................. 41

ENGINE TUNE-UP — Section 4

Tune Up ............................................................................................................................................................................ 46

TECHNICAL DATA — Section 5 .......................................................................................................................................... 47

PA RTS INFORMATION — Section 6

Basic Engine Parts ............................................................................................................................................................ 48

Standard Option Parts ...................................................................................................................................................... 49

OWNER ASSISTANCE — Section 7 ............................................................................................................................ 50, 51

WARRANTY — Section 8 ................................................................................................................................................ 52, 53

STORAGE — Section 9 .......................................................................................................................................................... 54

ALPHABETICAL INDEX — Section 10 .......................................................................................................................... 55, 56

SECTION 1 DDFP

PRINCIPLES OF OPERATION

FUEL

AIR

Fig. 1 - In-Line Cylinder Arrangement

AIR

FUEL

AIR

ExhaustPowerCompressionScavenging

AIR

11826

EXHAUST

SCAVENGING EXHAUSTPOWERCOMPRESSION

Fig. 2 - Vee Block Cylinder Arrangement

The diesel engine is an internal comb ustion power unit, in which the heat of fuel is converted into work in the cylinder of the engine.

In the diesel engine, air alone is compressed in the cylinder; then, after the air has been compressed, a charge of fuel is sprayed into the c ylinder and ignition is accomplished by the heat of compression.

The Two-Cycle Principle

In the tw o-cycle engine, intake and e xhaust functions tak e place during part of the compression and po wer strokes respectively (Fig. 1) or (Fig. 2). In contrast, a four -cycle engine requires four piston strokes to complete an operating cycle; thus, during one half of its operation, the four-cycle engine functions merely as an air pump.

A blo wer is pro vided to force air into the c ylinders for expelling the exhaust gases and to supply the cylinders with fresh air for combustion. The cylinder wall contains a row of ports which are above the piston when it is at the bottom of its stroke. These ports admit the air from the blower into the cylinder as soon as the rim of the piston unco vers the ports (Fig. 1 & 2 - Scavenging).

12240

The unidirectional flow of air toward the exhaust valves produces a scavenging effect, leaving the cylinders full of clean air when the piston again covers the inlet ports.

As the piston continues on the upw ard stroke, the exhaust valves close and the charge of fresh air is subjected to compression (Fig. 1 & 2 - Compression).

Shortly before the piston reaches its highest position, the required amount of fuel is sprayed into the comb ustion chamber by the unit fuel injector (Fig. 1 & 2 - Po wer). The intense heat generated during the high compression of the air ignites the f ine fuel spray immediately. The combustion continues until the fuel injected has been b urned.

The resulting pressure forces the piston do wnward on its power stroke. The exhaust valves are again opened when the piston is about half way down, allowing the burned gases to escape into the e xhaust manifold (Fig. 1 & 2 - Exhaust). Shortly thereafter , the do wnward mo ving piston unco vers the inlet ports and the c ylinder is again swept with clean scavenging air. This entire combustion cycle is completed in each c ylinder for each re volution of the crankshaft, or, in other words, in two strokes; hence, it is a "two-stroke cycle".

Page 1

SECTION 1

DDFP

DESCRIPTION

Introduction

NFPA Pamphlet 20 sta tes "The compression ignition diesel engine has proved to be the most de pendable of the inter nal combustion engines for dri ving fire pumps." The diesel en gine will operate under emer gency power conditions w here loss of utility or stand-b y electric po wer renders electric motor driven pumps useless. The diesel driven fire pump system is preferred by most insurance companies.

This manual co vers Detroit Diesel engines. These engines have been manuf actured with specif ic options to function integrally with an automa tic engine controller for stand-by fire protection service and to meet NFP A-20 requirements. These systems ar e designed to function under emergenc y conditions and to assist in holding fire damage to a minimum. Complete understanding of the operation and maintenance of this fire protection system is essential to ac hieve this objec tive.

A separate manual co vers the operation and maintenance of the Automatic Engine Controller (AEC).

The two-cycle engines co vered in this man ual are produced with v arious c ylinder arrangements. The same bore and stroke and many of the major working parts such as injectors, pistons, connecting rods, cylinder liners and other par ts are interchangeable within eac h engine series. The engines are either naturally aspirated (NA) or turbocharged (T) and some units are turbocharged and aftercooled (TA).

The engines ha ve either an in-line or a vee type c ylinder arrangements. The engine may ha ve clockwise (CW) or counter-clockwise (CCW) r otation. Rotational reference is made from a front vie w of the engine to deter mine the r otation of the output shaft. All other engine references, (

left side) are made from a rear view of the engine, looking at the flywheel.

All DDFP engines are Underwriters Laboratories (UL) listed, Underwriters Laboratories of Canada (ULC) listed and/or Factory Mutual (FM) approved and meet the requirements of the National Fire Protection Association (NFPA) standard 20.

right or

to the oil cooler. From the oil cooler the oil enter s a longitudinal oil g allery in the c ylinder b lock where the suppl y divides and is channeled to the turbocharger (if included), to the cam and balance shaft end bear ings and c ylinder head, with the remainder going to the main bear ings and connecting rod bearings via the drilled crankshaft. The oil then drains back into the oil pan.

Coolant is circulated through the engine by a centrifugal-type water pump. Heat is removed from the coolant as it circulates in a closed system through the heat exchanger. Control of the engine temper ature is accomplished b y a thermostat which regulates the f low of the coolant within the cooling system. Raw water from the f ire pump passes thr ough a tube b undle in the heat e xchanger to remo ve the heat from the engine coolant.

Fuel is dra wn from the suppl y tank through a str ainer by a gear-type fuel pump. It is then forced through a filter and into the fuel inlet gallery in the cylinder head and to the injectors. Excess fuel is r eturned to the suppl y tank through the fuel outlet g allery and connecting lines. Since the fuel is con stantly circulating through the injector s, it serves to cool the injectors and purges the system of air.

Air for sca venging and combustion is supplied b y a blo wer which pumps air into the engine cylinders via the air box and cylinder liner por ts. All air enter ing the blo wer first passes through an air c leaner. Turbocharges, when included, are located between the air cleaner and the blower. Some engines also include an after cooler which cools the air prior to entering the cylinders.

Engine starting is usually provided by an electric starting system. The electric starting motor is energized by a storage battery. A battery-char ging alter nator, with a b uilt-in v oltage regulator, serves to keep the battery charged while the unit is running. At rest, a battery charger in the AEC keeps batteries charged.

Engine speed is regulated by a mechanical type eng ine governor with a tamper proof speed control device.

Each engine is equipped with an oil cooler, lubricating oil filter, fuel f ilters, air cleaner, heat e xchanger, starting motor , alternator, instrument panel and engine jacket water heater.

Full lubrication oil pressure is supplied to all main, connecting rod and camshaft bear ings, and to other mo ving parts within the eng ine. A gear type pump dr aws oil fr om the oil pan through an intak e screen, through the oil f ilter and then

Model Numbering & Identification

Two model numbers are sho wn on this pr oduct. First is the Clarke FM/UL/ULC a pproved model n umber sho wing the prefix DDFP. Figure 3 e xplains the identification system on DDFP units. Second is the DDC basic engine model number using eight digits. Figure 4 provides details for understanding the significance of each digit.

Page 2

SECTION 1 DDFP

The DDFP model n umber appears on the FM/UL/ULC ta g attached to the right rear of the engine flywheel housing. The DDC basic engine model number appears on the engine rocker cover. The engine S/N should be the same a t both locations.

D D F P — L 6 V T

N Naturally Aspirated TTurbocharged ATurbocharged & Aftercooled H High Output

A 71 Series DDC Engine, In-Line D 53 Series DDC Engine F 92 Series DDC Engine V 71 Series DDC Engine, Vee

(X) Number of Cylinders

O Basic Build Level L Reduced Output Build T Alternate Turbo I Included With Number of Cylinders

Engines With 10 or more Cylinders

Detroit Diesel Engines Modified by Clarke and Certified by FM/UL/ULC for Fire Pump Service

Figure 3 - Clarke FM/UL/ULC Model

On some engines, you may find different engine rated horsepower and oper ating RPM on the r ocker co ver name pla te than on the FM/UL/ULC ta g attached to the f lywheel housing. The FM/UL/ULC tag is the official power data and takes presi-dence over the rocker cover data.

8 0 6 4 — 7 4 1 2

Specific Engine For Fire Pump Application

0 NA Engine 3Turbocharged 4Turbo & Aftercooled 6Turbo & Aftercooled

3 LH Rotation 7 RH Rotation 8 RH Rotation

Industrial Power Unit

XX Number of Cylinders

1 71 Series DDC Engine, In-Line 5 53 Series DDC Engine 7 71 Series DDC Engine, Vee 8 92 Series DDC Engine

Figure 4 - DDC Basic Engine Model

(See Page 1)

Page 3

DDFP STANDARD ENGINE EQUIPMENT LIST

DDFPSECTION 1

—Air cleaner, oiled gauze or dry type for protected environment.

—Battery charging alternator (12 or 24V-DC) negative ground

—Engine coolant heater with AC power connection (120, 208 or 240V)

—Engine oil cooler

—Electric starting motor (12 or 24V-DC)

—Exhaust manifold insulation or heat shield

—Fuel inlet check valve

—Fuel filters - Primary and Secondary

—Junction box (DC control) for connection to engine controller

—Low oil pressure switch

—Manual over-ride of automatic operations including instruction plate

—Manual start contactors - two provided on each engine

—Oil filter(s) full flow with by-pass

—Oil pan heater (optional)

—Overspeed control and reset switch

—Solenoid Run/Stop control-signal from AEC

—Governor speed control (10% No Load to Full Load)

—Heat Exchanger with pressure cap

—High water temperature switch

—Instrument panel with water temperature, oil pressure and voltmeter

—Direct mounted engine half of Falk coupling

—Tachometer with hour meter

—Tamper proof throttle control factory preset

—Wiring harness for DC control

Page 4

SECTION 1 DDFP

FM/UL/ULC CERTIFICATION NAME PLATE

The standard nameplate (Fig. 5) contains the follo wing information: FM/UL certified model number; Clark e specification number; production date; rated horsepower; full load engine speed; basic engine serial number (S/N). The name plate is located on the right rear of the engine and attached to the flywheel housing.

The DDC model and S/N are found on the manuf acturer's I.D. label (Fig. 6) on the v alve rocker cover. This model is also stamped on the engine block.

On the Inline engines, the model number is stamped into the cylinder block casting on a machined pad abo ve and to the right of the engine blower. On the VEE engines, the number is stamped at the right front of the block just behind the water pump.

When requested, a ULC nameplate is provided in addition to the FM & UL nameplate. This plate is mounted separately on the engine.

Figure 5 Figure 6

Page 5

SECTION 1

Type

General Specifications - DDFP Models

03DN

03DT L3DT T3DT

2 Cycle

04AN

04AT

2 Cycle

DDFP

L6VT T6VT03AN

2 Cycle

Number of Cylinders

Bore (inches)

Bore (mm)

Stroke (inches)

Stroke (mm)

Compression Ration (T Eng)

Compression Ration (N Eng)

Total Displacement (cub. in.)

Total Displacement (liters)

Number of Main Bearings

3.875

4.5

114

18.7:1

21.0:1

159

2.61

General Specifications - DDFP Models

06FA

06FH

4.25

108

127

– –

18.7:1

213

3.49

L8FA

08FA

4.25

108

127

17:1

18.7:1

284

4.66

08FH

12FT

4.25

108

127

17:1

– –

426

6.99

12FH

Type

Number of Cylinders

Bore (inches)

Bore (mm)

Stroke (inches)

Stroke (mm)

Compression Ratio

Total Displacement (cubic inches)

Total Displacement (liters)

Number of Main Bearings

For Specific Operational Data For Each Engine Model, Refer To Technical Data Section 5.

2 Cycle

4.84

123

127

17:1

552

9.05

2 Cycle

4.84

123

127

15:1

552

9.1

2 Cycle

4.84

123

127

17:1

736

12.07

2 Cycle

4.84

123

127

15:1

736

12.07

2 Cycle

4.84

123

127

17:1

1104

18.1

2 Cycle

4.84

123

127

15:1

1104

18.1

Page 6

SECTION 1 DDFP

3 - IN-LINE 4 - IN-LINE

Fig. 7 - Cylinder Designation and Firing Order

Fig. 8 VEE Engine Cylinder Designation and Firing Order

Page 7

ENGINE START UP AND OPERATING INSTRUCTIONS

DDFPSECTION 2

Preparing New Engine For Start-Up

Before starting a new or overhauled engine for the first time, carefully read and follow the check list below. Attempting to run the engine before studying these instructions may result in serious damage to the engine.

1. Make all electrical (DC) connections between engine

(DC) junction box and engine controller.

2. Make all raw water connections to heat exchanger tank.

Discharge line should be one size larger than supply line and rise a minimum of 3 inches abo ve heat e xchange outlet to assure complete co verage of the heat e xchange core. Discharge water is to be piped to an open w aste cone.

NOTE: Do not allo w raw w ater plumbing to stress on

engine heat exchanger.

3. Install all of the drain cocks or plugs in the cooling sys-

tem (drain cocks are removed for shipping engines dry).

4. Fill engine cooling system with PRE-MIXED 50 per -

cent water and 50 percent permanent type antifreeze solution. Fill to top heat exchanger tank.

NOTE: Refer to Section 3.4 for Cooling System

Fill Procedure.

9. Unbox and inspect air cleaner element for damage or de-

terioration. Install air cleaner element on engine.

10. Install batteries, battery cables and service batteries as required by manufacturer. See battery recommendation under Section 3.

11. Install exhaust system. A vertical exhaust outlet is furnished for customer/contractor installation. A fle xible e xhaust connector must be installed at outlet.

NOTE: Do not exceed exhaust back pressure limits. See

Section 5 for details for each engine model.

NOTE: Do not allow exhaust system plumbing to stress

on engine.

If any problems or questions develop in performing the above procedures, advise the authorized DDC Distributor/Dealer of details when making arrangements for the installation inspection.

NOTE: Only one initial start-up inspection is provided at

no charge for an installation re view. Be sure to cover items 1-11 thoroughly before calling the authorized DDC Distributor/Dealer.

Normal Running

5. Connect fuel supply line and fuel return line to supply

tank. Bleed fuel system of all air.

NOTE: Do not use galvanized material for any compo-

nent part of a diesel fuel system. The fuel will chemically react with the zinc coating.

6. Fill fuel tank with No. 2 diesel fuel.

NOTE: No. 2 diesel fuel is the only recommended fuel,

engine po wer could be af fected by using an y other type.

7. Fill engine crankcase with SAE 40 weight oil per oil

recommendations of Section 3. Oil filler locations vary by engine model. Most will be found on the engine valve cover.

8. Pre-lubricate engine to a minimum 25 psi (172 KPA) to

insure an immediate flow of oil to all bearings at the initial engine start-up. Contact the authorized DDC Distributor/Dealer if you require assistance with this item.

Fire pump engines are run periodically to assure proper operation. Units may be run automatically as programmed within the AEC or the y may be run manually for systems e valuation.

NOTE: For specific operating instructions, see Section 3

- Electrical System.

Normal Care And Maintenance Should Be Made On The Following Systems:

Fuel System

Periodically check fuel tank to assure it is full. Keep the fuel tank f illed to reduce condensation to a minimum and to assure full running time during emergency operation. Engine fuel filter should be changed annually or when fouled with contamination. If contaminated, locate the source and correct. (See Section 3 page 13 for proper procedure). If the engine runs out of fuel or if the engine is out of service for a considerable length of time, it may be necessary to reprime the fuel system. Refer to Section 3 for proper procedure.

Page 8

SECTION 2 DDFP

Drive Belts

Adjust the alternator drive belts as recommended under the Preventive Maintenance Section 2.

engine coolant between 120 -140 de grees F (49-60° C). When running, engine coolant temperature should re gister between 180-200 de grees F (82-93° C). See Section 3 for detailed information.

Storage Battery

Check the batteries. The top should be clean and dry, the terminals tight and protected, and the electrolyte must be at the proper level. They should be tested weekly to determine the condition of cells, and the amount of charge.

NOTE: Once each week, check the batteries with a hy-

drometer; the corrected reading should be 1.265 or higher. Hydrometer readings should be corrected for the temperature of the electrolyte. Should a problem be detected, locate source and correct.

Oil Pressure

Normal engine operating oil pressure is 40-70 psi (276-433 kPa). If operating pressure falls below 30 psi (206 kPa), stop engine and investigate cause.

Coolant Temperature

When unit is not running, Jacket w ater heaters maintain

Standard Model Views

Crankcase

The oil le vel should be maintained between the Full mark and Low mark. Check the oil le vel weekly prior to normal exercise. The oil dipstick is located on the right side of the engine. Do not check oil level when the engine is running. If the engine crankcase was refilled, stop the engine after normal operating temperature has been reached, allow the oil to drain back into the crankcase (approximately 10 minutes) and check the oil le vel. Add oil, if necessary, to bring it to the proper level on the dipstick.

NOTE: DO NOT OVER-FILL CRANKCASE.

Use only the recommended lubricating oil specif ied under Section 3 - Lubricating Oil.

Running Inspection

While the engine is running at operating temperature, check for coolant, fuel or lubricating oil leaks. Tighten the line

Right Side View (I-53)Front View (I-53)

Page 9

DDFPSECTION 2

Front View (I-71)

Right Side View (I-71)

Front View (V-71)

Right Side View (6V-71)

Page 9-A

SECTION 2 DDFP

Front View (V-92) Right Side View (V-92)

Front View (12V-92) Left Side View (12V-92)

Page 9-B

SECTION 2

DDFP

ELECTRONIC SPEED SWITCH

The speed switch is located on the rear or back side of the instrument panel.

There are two (2) functions built into the speed switch. First to terminate starter cranking, once the engine is running. Second to signal the controller and ef fect an engine shutdown in the event of an engine overspeed condition.

Features of the speed switch are a "manual reset b utton" on the face of the switch, which must be pushed into reset the switch should the engine shutdo wn from an o verspeed condition. Additionally, a varification circuit to assist in checking or setting the overspeed set point.

CALIBRATION

Both crank terminate (SW#1) and o verspeed (SW#2) set points, are set at the factory and should not require additional calibration. Adjustments can be made to the set points of SW#1 and/or SW#2 if required using a je welers screw driver. Turning the corresponding adjustment scre w CW to increase or CCW to decrease the set point. To access either adjustment screw remove the small co ver plate on the f ace of the speed switch.

OVERSPEED VARIFICATION

To varify the function of the overspeed signal (SW#2) without overspeeding the engine, install a jumper wire on terminals "C & D" of the speed switch. This will provide the controller with an o verspeed signal and engine shutdo wn at 67% of calibrated RPM.

Start the engine via the controller , the speed switch will effect an overspeed signal and shutdown protecting both the engine and pump.

EXAMPLE

Rated Speed : 2100 RPM

Overspeed Shutdown : 2520 RPM (120% of 2100 RPM)

Varification Shutdown : 1688 RPM (67% of 2520 RPM)

CAUTION

Crank terminate (SW#1) adjustment should be done reading "engine crankshaft" speed at the front of the engine using a hand held tachometer . For starter protection and optimum engine stability , this switch should be calibrated to 1000 RPM.

Overspeed (SW#2) adjustment should be done r eading "engine crankshaft" speed at the front of the engine using a hand held tachometer . This switch should be calibrated to 120% of rated speed, but ne ver higher than 3200 RPM. Refer to the stainless steel nameplate located at the right rear of the engine for the correct rated speed.

After v arification of SW#2 the jumper wir e must be removed and the "reset b utton" pushed in to re-instate normal operation of the engine and speed switch.

Page 10

SECTION 2 DDFP

PREVENTIVE MAINTENANCE SCHEDULE

Item

Weekly

1. Run Engine (per NFPA 20 Specifications) X

2. General Inspection X

3. Lubricating Oil X R

4. Fuel Tank X

5. Fuel Lines X

6. Cooling System X R

7. Battery X C

8. Air Cleaner - Dry Type (-03AN & -04AN) X R R

- Oil Gauze (All Other Models) X C R

9. Drive Belts X

10. Speed Control X

11. Fuel & Lube Oil Filters R

12. Exhaust System X X

Inspection Interval

6 Months 1 Year 2 Year

13. Battery Charging Alternator X

14. Manual Contractors X

15. Operating Gauges X

16. Crankcase Vent System X

17. Heat Exchanger Electrode X

18. Governor Run-Stop Mechanism X

19. Jacket Water Heater X

20. Wiring System X

21. Coolant Hose Inspection X R

See Parts Information Section 6 for Lubricating Oil And Coolant Analysis' Kits

IMPORTANT: Set AEC to "of f" while servicing engine. Before turning the AEC to the "off" position, check with the maintenance and security supervisors to v erify that all departments concerned will be alerted of the temporary interruption of their f ire protection equipment for normal maintenance or testing. Also, alert the local fire department in the event that the AEC is connected by silent alarm to headquarters. When servicing is complete,return AEC selector to

"Automatic" position and the manual operating le ver to "auto - off" position.

X Check R Replace C Clean

Page 11

SECTION 3

DDFP

ENGINE SYSTEMS

Section 3.1 Fuel System Section 3.2 Air Intake & Exhaust System Section 3.3 Lubrication System Section 3.4 Cooling System Section 3.5 Electrical System Section 3.6 Falk Drive Coupling

In this Engine Systems section that follows, data is presented in a generalized way for a description of system operation. For specific operational data and system limits, refer to Section 5. In addition to kno wing the specif ic DDFP

FUEL SYSTEM

OPERATION

Fuel is drawn from the supply tank through the fuel strainer and enters the fuel pump at the inlet side. Upon lea ving the fuel pump under pressure, the fuel is forced through the fuel filter and into the fuel inlet manifold where it passes through fuel pipes into the inlet side of each fuel injector. The fuel is atomized through small injector spray tip orif ices into the combustion chamber. Surplus fuel, returning from the injectors, passes through the fuel return manifold and connecting fuel lines back to the fuel tank. The continuous flow of fuel through the injectors helps to cool the injectors and to remove air from the fuel system.

CHECK VALVE

A check valve is installed between the fuel filter and the fuel inlet manifold. The check valve is rated to open at approximately 2 psi (13.7 KP A). The fuel tank and supply lines should be arranged to limit static pressure so that the v alve remains closed when unit is not running. This valve opens automatically from fuel pump pressure when the unit starts. Refer to Figure 1, Page 14, for fuel system components.

FUEL INJECTOR

model being operated, make special note of the certif ied engine operating speed (RPM). Much of the data v aries by operating RPM - check the FM/UL/ULC certification tag on the engine flywheel housing for this speed.

Since the injector is one of the most important and carefully constructed parts of the engine, it is recommended that the injector be replaced as an assembly if it is not operating properly. An authorized DDC Distributor/Dealer is equipped to pro vide ne w and reconditioned replacement injectors. Under no circumstance should an attempt be made to repair these injectors. Genuine f actory new or "reliabilt" injectors should be used for repairs.

FUEL PUMP

DDFP Engines are equipped with a positi ve displacement gear type fuel transfer pump. Fuel pumps are furnished in either left or right hand rotation according to the engine model, and are stamped RH or LH. These pumps are not interchangeable and cannot be rebuilt to operate in an opposite rotation. The fuel pump used on the 53 series engine is driven by the go vernor assembly on the left rear . On I-71 it is attached and driven off the rear of the lower engine blower rotor. On VEE engines, the pump is attached and dri ven off the right front blo wer rotor located on the v ee of the block.

A spring-loaded relief valve, incorporated in the pump body, normally remains in the closed position, operating only when the pressure on the outlet side (to the fuel f ilter) becomes excessive due to a plugged filter or fuel line.

The fuel injector combines in a single unit all of the parts necessary to pro vide complete and independent fuel injection at each c ylinder. The injector creates the high pressure necessary for fuel injection, meters the proper amount of fuel, atomizes the fuel, and times the injection into the combustion chamber.

The fuel pump incorporates two oil seals. Two tapped holes are provided in the underside of the pump body, between the oil seals, to permit a drain tube to be attached. If fuel leakage exceeds one drop per minute, the seals must be replaced. An authorized DDC Distributor/Dealer is properly equipped to replace the seals or to provide reconditioned parts.

Page 12

SECTION 3.1 DDFP

SPIN-ON TYPE FUEL FILTER

A spin-on type fuel strainer and fuel filter (Fig. 2) is used on Clarke DDFP engines. The spin-on filter cartridge consists of a shell, element and gasket combined into a unitized replacement assembly . No separate springs or seats are required to support the filters.

The filter base incorporates a threaded slee ve to accept the spin-on f ilter cartridges. The w ord "Primary" or "Secondary" is cast on the fuel strainer base for identif ication.

No drain cocks are pro vided on the spin-on f ilters. Where water is a problem, residue may be drained by removing and inverting the filter. Refill the filter with clean fuel oil before reinstalling it. Should water be found, locate the source and correct by draining or cleaning as required.

Replace the Filter as Follows:

1. Unscrew the filter (or strainer) and discard it.

2. Fill a new filter replacement cartridge full with clean fuel oil. Coat the seal gasket lightly with clean fuel oil.

3. Install the new filter assembly and tighten it to two-thirds of a turn beyond gasket contact.

4. Start the engine and check for leaks.

General Fuel Classification

Gravity, °API #

Flash Point, Min. °F (°C)

Viscosity, Kinematic cST @ 100°F (40°C)

Sulfur Content wt%, Max.

Carbon Residue on 10%, wt%, Max.

Accelerated Stability Total Insolubles mg/100 ml, Max. #

Ash, wt%, Max.

Cetane Number, Min. +

Cetane Index, Min. +

ASTM

Test

D 287

D 93

D 445

D 1266

D 524

D 2274

D 482

D 613

D 4737

No. 2

ASTM 2-D

33 - 37

125 (52)

1.9 - 4.1

0.5

0.35

1.5

0.01

NOTE: DDFP engines have the "Primary" filter at or below

the fuel pump. One exception to this is current production I-53 engines. Due to f actory designed, formed steel fuel lines, the I-53 filters are mounted the reverse of all others. The Primary Filter mounts to the c ylinder head abo ve the pump. The Secondary filter mounts to the coolant w ater inlet elbow below the fuel pump. Inlet fuel check valves are always located on the discharge side of the secondary filter.

DIESEL FUEL RECOMMENDATIONS

The quality and grade of fuel used is a very important factor in obtaining satisf actory engine performance, long engine life, and acceptable e xhaust emission le vels. Certif ied engine ratings are based at standard SAE conditions using the recommended #2-D Diesel Fuel. Refer to the Diesel Fuel Specifications chart Fig 3 for verification of fuel properties. For additional information on the fuel system, see technical data Section 5, Page 43. In addition, Sulfur content of the #2 Diesel Fuel used must be limited to 0.5% mass. The com-

Distillation Temperature,

°F (°C)

IBP, Typical # 10% Typical # 50% Typical # 90% + End Point #

Water & Sediment %, Max.

# Not Specified in ASTM D 975 ........................................

+ Differs from ASTM D 975

Fig. 3 - Diesel Fuel Specifications Chart

D 86

D 1796

375 (191) 430 (221) 510 (256)

625 (329) Max. 675 (357) Max.

0.05

Page 13

SECTION 3.1

DDFP

FUEL SYSTEM SCHEMATICS

1. Fuel Strainer (Primary)

2. Fuel Transfer Pump

3. Fuel Filter (Secondary)

4. Check Valves

5. Cylinder Head with Internal Manifolds

6. Fuel Injectors

7. Fuel Pipes (Inlet and Return to Injector)

8. Restricted Fuel Fitting

Fig. 1 - DDFP Fuel System

ENGINE MECHANICAL GOVERNOR

A v ariable speed mechanical go vernor pro vides speed control of the engine. The certified engine speed, shown on FM/UL/ULC label, has been preset at the f actory. Minor speed adjustments can be made in the f ield to meet specif ic installation condition, generally ± 50 RPM maximum.

9. Return to Tank

The go vernor is controlled by the R UN-STOP solenoid. This solenoid is activated by a signal from the AEC. A manual over-ride switch on the instrument panel, placed in the MANUAL position, allows manual operation should the AEC malfunction.

Note: Always leave the instrument panel switch in the

AUTO position when the unit is unattended.

Page 14

SECTION 3.1 DDFP

MAINTENANCE AND SERVICE PROCEDURES

Weekly

1). Fuel Tank: Keep the fuel tank f illed to reduce condensation to a minimum. Open drain at the bottom of the fuel tank once a week to drain of f any possible w ater and/or sediment. Fill tank after each test run.

NOTE: Per NFPA 20 standards, the fuel tank level must

never be less than 50% of capacity.

2). Fuel: Use a proper grade of #2-D diesel fuel only.

6 Months

Check condition of fuel lines for fraying, leaks or poor condition. Replace as necessary.

Yearly

Change primary and secondary fuel filters. Refer to Section 6 for recommended part numbers.

DIESEL FUEL CONTAMINATION

The most common form of diesel fuel contamination is water. Water is harmful to the fuel system and it also pr omotes the growth of microbiological organisms (microbes). These microbes clog fuel f ilters with a "slime" and restrict fuel flow.

Water can be introduced into the fuel supply through poor maintenance (loose or open fuel tank caps), contaminated fuel supply or condensation.

Condensation is particularly prevalent on units which stand idle for e xtended periods of time, such as f ire pump units. Ambient temperature changes cause condensation in partially filled fuel tanks.

Water accumulation can be controlled by mixing isoprop yl alcohol (dry gas) into the fuel oil at a ratio of one pint per 125 gallons fuel (or 0.10% by volume).

Microbe growth can be eliminated through the use of commercially available biocides. There are tw o basic types on the mark et. The w ater soluble type treats only the tank

where it is introduced. Microbe growth can start again if fuel is transferred from a treated to an untreated tank. Diesel fuel soluble type, such as "Biobor" manufactured by U.S. Borax or equivalent, treats the fuel itself and therefore the entire fuel system. Please follow manufacturer's recommendations on useage of these materials.

Engine Out of Fuel

The problems of restarting an engine that has run out of fuel involves the entire fuel system. After the fuel is e xhausted from the fuel tank, fuel is then pumped from the primary fuel strainer and sometimes partially removed from the secondary fuel filter before the fuel supply becomes insufficient to sustain engine firing.

To ensure prompt starting and smooth running, the fuel system must be pur ged of air and full of fuel from the supply tank to the restricted fitting at the fuel return line. To accomplish this, a manual priming pump, such as tool P/N J5956 or an electrical type priming pump can be adapted easily to the fittings provided on the secondary f ilter. To be sure the injectors are lubricated, priming through the secondary filter is preferred. The system should be primed until no air is present in the fuel flow from the return line. Pressure should not exceed 15 psi (103kPa) for ease of handling and safety reasons.

Priming is not al ways necessary if the f ilter elements are filled with fuel when installed and the fuel manifolds in the head are not drained of fuel. Prolonged use of the starter motor and engine fuel pump to prime the system can result in damage to the starter, fuel pump, injectors and erratic running of the engine, due to the amount of air in the lines and filters from the supply tank to the c ylinder head.

NOTE: Under no circumstances should a starting aid

such as ether be used to run the engine until the fuel system is primed. Injector damage will occur if this method is used. The heat generated by the external fuel source will cause the tips to be damaged when the fuel cools them. The

I-53 Fuel Filters I-71 Fuel Filters V-92 Fuel Filters V-71 Fuel Filters

Figure 2

Page 15

SECTION 3.2

AIR INTAKE AND EXHAUST SYSTEM

AIR INTAKE OPERATION

In the scavenging process employed in the engines, a charge of air is forced into the c ylinders by the blo wer and thoroughly sweeps out all of the b urned gases through the exhaust v alves. This air also helps to cool the inter nal engine parts, particularly the e xhaust valves. At the be ginning of the compression strok e, therefore, each cylinder is filled with fresh, clean air which provides for efficient combustion.

AIR CLEANER

The air cleaner used on DDFP engines is either a dry type or the reusable type. Should a situation occur where the air cleaner becomes plugged with dirt (starving the engine for air), low power and heavy black smoke will be the result; the air cleaner should be serviced immediately.

CAUTION: Do not attempt to remo ve the air cleaner

while an engine is running nor run the engine while the air cleaner is of f. Exposed turbocharger could cause se vere injury to personnel and major internal engine damage could occur should an y foreign matter be dra wn into the engine.

DDFP

The air, entering the blower from the air cleaner , is pick ed up by the blo wer rotor lobes and carried to the dischar ge side of the blower as indicated by the arro ws in Figure 1 & 2, Page 1. The continuous dischar ge of fresh air from the blower enters the air chamber of the c ylinder block and sweeps through the intake ports of the cylinder liners.

The angle of the ports in the c ylinder liners creates a uniform swirling motion to the intak e air as it enters the c ylinders. This motion persists throughout the compr ession

The air cleaner manufacturer recommends the following:

1. On engines using dry elements, replace the air cleaner element.

2. On engines with pre-oiled elements, service with a special oil. These elements can be serviced or replaced. Part number is shown in the parts section of this manual.

3. When servicing the element is not practical, you can improve filter efficiency by re-spraying with oil.

NOTE: Do not attempt this while engine is running.

NOTE: Do not over oil.

Page 16

SECTION 3.2 DDFP

AIR FILTER SERVICE INSTRUCTIONS

Figure 1 - Air Filter Service Instructions

Page 17

SECTION 3.2

AIR BOX DRAINS

DDFP

During normal engine operation, water v apor from the intake air, as well as a slight amount of fuel and lubricating oil fumes, condenses and settles on the bottom of the air box. This condensation is remo ved by the air box pressure through air box drain tubes mounted on the side of the cylinder block.

CRANKCASE VENTILATION

Harmful vapors which may form within the engine are removed from the crankcase, gear train, and injector compart-

Liquid accumulation in the air box will result if a drain tube becomes plugged. Remo ve the drain tubes and connectors from the c ylinder block and clean them thoroughly when necessary.

ments by a continuous, pressurized ventilation system.

I-53 V71 or V-92I-71

Figure 2 - Crankcase Ventilation

A slight pressure is maintained within the engine crankcase and injector compartment. This crankcase pressure and resulting ventilation is accomplished by the air seepage past the piston rings sweeping up through the flywheel housing and/or the balance weight co ver into the v alve and injector

rocker arm compartment. Here it is e xpelled through a vent pipe attached to the rock er cover breather assembly . Turbo charged I-71 engines additionally use a breather attached to the front left side of the c ylinder block. Figure 2 sho ws the vent system for each engine series.

Page 18

SECTION 3.2 DDFP

EXHAUST OPERATION

Internal comb ustion engines con vert fuel ener gy into both useful w ork and w asted heat. The useful w ork is the flywheel rotation that dri ves the pump. The w asted heat involves the engine water cooling system, radiated heat and the exhaust gases. Approximately 2/

3 of the fuel ener gy is

wasted. Critical re view must be made of these systems to assure that the engine delivers the useful power required and maintains the engine within the operating parameters established by the engine manufacturer.

The exhaust system is critical to the proper engine performance. When initially installed, consideration must be gi ven to the exhaust gas flow requirements, the exhaust temperatures and the e xhaust back-pressure limitations of the specific engine. Generally , N engines can tolerate a higher exhaust pressure than T engines. Refer to Section 5 for specific engine model and operating speed back-pressure limitations. All the components in an exhaust system contribute to the back-pressure determination including the fle x exhaust section, muffler, exhaust piping and its conf iguration. In addition to providing engine exhaust data and backpressure limitations, Clarke of fers a service to installers, through the local Pump OEM Dealer , for making recommendations on e xhaust system sizing for specif ic installations.

MAINTENANCE AND SERVICE PROCEDURES

Weekly

Prior to each maintenance run mak e a visual check of the exhaust system to v erify condition of piping and muf fler (if used). Investigate thoroughly any areas that w ould appear to have rusty conditions such as rain w ater running do wn pipe and getting inside the engine. Se vere internal engine damage could occur.

Inspect the engine air cleaner for dirt b uildup or damage.

During actual maintenance run check engine crankcase ventilation tube for excessive blow-by or pressure.

If the exhaust system should become restricted, the hot exhaust gases cannot escape from the engine. This condition would cause a loss of po wer, extreme internal engine heat, and v ery high e xhaust gas temperatures. These conditions can and will cause internal cylinder damage and a reduction of engine life.

Some engines are turbocharged (T). Turbochargers increase the air flo w into the engine c ylinder and permit increased horsepower by burning more fuel than is possible in a naturally aspirated (N) engine. Turbochargers enhance the ef ficiencies of engines and add power to a similar displacement (N) engine.

Basically, turbochargers are maintenance free. Ho wever, should any exhaust manifold studs or bolts break or come loose, engine exhaust gases can start leaking into the pump room. Under these conditions, the engine should be attended to immediately . First indications of an e xhaust leak would be the smell of diesel exhaust and possible eye irritation. Unless f ire pump maintenance personnel are well versed in a repair of turbochar gers and e xhaust systems, contact your local Distributor/Dealer for assistance.

NOTE: Exhaust back pressure, air inlet restriction and

crankcase pressure limits are listed for each DDFP Model in Technical Data Section 5. These limits are not to be e xceeded. To properly check these limits, the engine must be producing maximum required horsepower.

While the engine is running inspect e xhaust pipe outlet outside of the pump room itself for en vironmental 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 - too many areas to list for possibilities.

2. White Smoke — Possibility of water in cylinders Source — Possible w ater in fuel or internal engine prob-

lem.

6 Months

Inspect exhaust system for leaks or plugging,if any are found, repair immediately. Inspect and tighten if necessary e xhaust manifold, turbo mount (if equipped) and piping bolts/n uts. NFPA 37 requirements are to ha ve the e xhaust system co vered with high temperature insulation for personnel protection. Inspect the insulations condition for any deterioration or looseness, repair as necessary.

Exhaust system back pressure limits are not to be e xceeded.

Should any of these or any other conditions be found, contact your local DDC Distrib utor/Dealer for assistance. Check condition of the air inlet system ducting, clamp tightness hose condition.

Yearly

Clean and re-oil the air cleaner element per the manufacturers directions. Each engine is shipped with the cleaning instructions. Refer to Figure 1, page 17.

Check crankcase v entilation tube for proper operation by making a visual inspection while engine is running.

Page 19

LUBRICATION SYSTEM

DDFPSECTION 3.3

OPERATION

The lubricating oil system is schematically illustrated in Figures 1, 2 and 3 for the Inline and VEE engines. The system consists of an oil pump, oil cooler, a full-flow oil filter, by-pass valves at the oil cooler and filter, and pressure regulator valves at the pump and in the c ylinder block main oil gallery. Positive lubrication is ensured at all times by this system.

Oil for lubricating the connecting rod bearings, piston pins, and for cooling the piston head, is pro vided through the drilled hole in the crankshaft from the adjacent forw ard main bearings. The gear train is lubricated by the o verflow of the oil from the camshaft pock et through a connecting passage into the flywheel housing from the camshaft, balance shaft, and idler gear bearings. The blower drive gear bearing is lubricated through an e xternal pipe from the rear horizontal oil passage of the cylinder block.

On the Inline engines the oil from the cam pocket enters the blower and overflows through two holes, one at each end of the blo wer housing, providing lubrication for the blo wer drive gears at the rear end and for the go vernor mechanism at the front. On the VEE engines, the blower drive gear is lubricated from the rear of the blower.

OIL COOLER

All engines use a plate type oil cooler. Between each engine model, the major difference lies in the number of plates in each cooler. The number of plates required is determined by engine horsepo wer de veloped. All the oil cooler systems incorporate oil bypass valves in the event of plate core plugging.

It should be understood that improper engine maintenance could adversely effect the ef ficiency of the oil cooler system. Please refer to the technical data Section 5, for specific lube oil temperature and engine coolant temperature ranges for each engine model.

LUBE OIL FILL

On I-71 engines, the oil f ill is located on the right rear . On the VEE engines, it is found in the right bank v alve rocker cover. On the 53 Series engine, the oil fill is also located on the rocker cover. See technical data, Section 5 for oil v olumes and specif ications on each engine model. A typical oil fill location is shown in Figure 5, Page 24.

LUBE OIL PUMP

The positive displacement gear type pump is mounted to the main bearing caps on I-71 and dri ven from the front end of the crankshaft. On the I-53,V-71 and V-92 engines the pump is found in the lower front cover and driven by the front end of the crankshaft. The I-71, V-71 and V-92 have a pressure relief located on the dischar ge side of the pump, which maintains pressure being delivered to the oil filter and cooler. The I-53 engine does not use a pressure relief v alve but does incorporate the use of the f ilter and oil cooler bypass valve to maintain pressure.

All four engines use an oil pressure regulator valve to maintain oil g alley minimum pressures. See technical data Section 5 for specifics per engine model.

OIL LEVEL DIPSTICK

On most DDFP engines, the dipstick is located on the lower left side. Exceptions are the I-71 and 12V92 models where the dipstick is located on the right. Oil level can be checked only when the engine is at rest (not running). Oil levels must be maintained between the low and full marks.

NOTE: Due to the basic engine design, DDC engines

retain large volumes of oil in the block while running. For this reason, proper oil level cannot be checked immediately after engine shut of f. Wait approximately 10 minutes before checking oil le vel. Do not add oil to a running engine; overfilling can occur!

Page 20

SECTION 3.3 DDFP

Fig. 1 - I-53 Lubricating System Schematic

Fig. 2 - I-71 Lubricating System Schematic

Fig. 3 - V-71 & 92 Lubricating System Schematic

Page 21

SECTION 3.3

DDFP

LUBE OIL FILTER

All engines use full flow oil filters of the "spin on" type element. They have a non-replaceable pleated paper cartridge. Each filter has an integral bypass valve in the event of plugging or for cold start purposes.

NOTE: Use only appro ved f ilters with the recom-

mended filtration micron rating. See parts list Section 6 for proper service part numbers.

Replacing Spin on Oil Filter(s)

1. Obtain the Detroit Diesel recommended replacement lube oil filter. See Chart, Page 44.

2. Use a properly sized oil f ilter wrench, such as Kentmoore P/N J24783, and remove filter(s).

3. Discard used filter(s) as recommended by EPA.

4. Clean the f ilter base mounting surf ace with a lint free cloth.

5. Lightly coat the oil filter seal with clean engine oil.

specify a Mil-L-2104F type oil. Because the y may display different viscosity grades, it is necessary to use a SAE 40 grade only.

TWO-CYCLE ENGINES

DETROIT DIESEL SERIES 53, 71, 92 LUBRICANT REQUIREMENTS

API Symbol:

SAE Viscosity Grade: 40 API Classification: CDII or CF2

*CF-2 when available

This is the only oil recommended for Detroit Diesel Engines used in DDFP service. Lubricants meeting these criteria have provided maximum engine life when used in conjunction with recommended oil drain and f ilter maintenance schedules.

Sulfated Ash: less than 1.0%

6. Start threading the ne w replacement f ilter onto the threaded portion of the base and hand tighted until the seal contacts the filter head. With the filter wrench, continue to tighten two-thirds of a turn.

7. Start engine and check for leaks. If any are found do not put engine into service until corrections are made.

LUBRICATING OIL REQUIREMENTS

Hundreds of commercial oils are marketed today, but labeling terminology differs among suppliers and can be confusing. Some mark eters may claim that their lubricant is suitable for all mak es of diesel engines and may list engine makes and types, including Detroit Diesel, on their containers. Such claims, by themselves, are insufficient as a method of lubricant selection for DDFP engines.

The proper lubricating oil for all DDFP engines is selected, based on SAE Viscosity Grade and API (American Petroleum Institute) Service Designation. Both of these properties are displayed in the API Symbol, which is illustrated within the specif ic requirements. For DDFP engines, the proper lubricant must also possess a sulfated ash content below 1.0% mass.

Lubricating oils for Non-T actical Military usage currently

Certain engines operating conditions may require e xceptions to this recommendation. They are as follows:

1. For continuous high temperature operation (o ver 100° F 38° C Ambient), the use of SAE 50 grade lubricant in all DDFP engines is recommended.

2. The API Performance Cate gory CF2 represents an enhanced level of lubricant performance o ver CD-II category which it replaces. Lubricants meeting this new performance level may not be readily available. During this interim period oils labeled as API CD-II may be used.

3. When the use of High Sulfur Diesel Fuel (greater than

0.5% mass) is una voidable, the use of lubricants with higher Total Base Numbers (alkalinity) are recommended. Refer to Fig. 4 for minimum TBN numbers to be used for normal service.

MAINTENANCE AND SERVICE PROCEDURE

Weekly

1). Check oil le vel with the engine stopped. Please refer to "note" listed in Section 3 under oil le vel dipstick for proper oil level check.

Page 22

SECTION 3.3 DDFP

2). During and after weekly maintenance run, check o ver entire engine for signs of oil leaks. Repair immediately if found or call your authorized DDC Distributor/Dealer for service.

NOTE: If oil is observed coming from the air box drain

tubes while running, review maintenance procedure on page 19.

Yearly

Stationary diesel engines collect condensation in the engine oil pan while at rest. When in use, lubricating oil undergoes deterioration from combustion by-products and contamination. For these reasons, regardless of the appearance of the oil, change oil and filter(s) annually.

TWO CYCLE ENGINES ONLY

ASTM

Designation

Pentane Insolubles

D 893

% Max.

Carbon (Soot) Content,

E-1131

TGA Mass % Max.

CAUTION: Use only recommended lube oil and oil f ilters. Internal engine damage and/or excessive wear could occur using unauthorized materials.

LUBRICATING OIL ANALYSIS

Oil Analysis kits are available through the DDC Distributor Network for ef ficient monitoring of the lubricating oil in a DDFP engine. Refer to Parts Information Section 6 to order.

Oil Analysis consists of a series of laboratory tests conducted on the engines lubricant. Some tests sho w the condition of the engine and others show the condition of the lubricant. Refer to Fig. 4 for warning limits.

Condition Measured

Engine

53, 71, 92

1.0

Combust.

Engine

0.8

Combust.

Viscosity at 40°C cS

% Max. Increase % Max. Decrease

Total Base Number (TBN) Min. Min.

Water Content (dilution) Vol. % Max.

Flash Point °C Reduction Max.

Fuel Dilution Vol. % Max.

Glycol Dilution PPM Max.

Iron Content PPM Fe Max.

Copper Content PPM Cu Max.

Sodium Content PPM NA Over Baseline Max.

Boron Content PPM B Over Baseline Max.

D 445 & D 2161

D 664 or D4739 D 2896

D 95

D 92

D 2982

Engine & Oil

Oil

Engine

Engine Fuel Dil.

Engine

Engine Wear

Engine Coolant

40.0

15.0

1.0

2.0

0.30

20.0

2.5

1000

150

** Various Methods ** Elemental Analyses are conducted using either emission or atomic absorption spectroscop y. Neither method has an ASTM designation.

Fig. 4 - Oil Analysis Warning Limits

Page 23

SECTION 3.3

OIL VOLUME

For specific oil quantities please refer to Technical Data Section 5 for each engine model listing.

DDFP

▼

Fig. 5 - Typical Oil Fill Location

Page 24

SECTION 3.4 DDFP

COOLING SYSTEM

The Engine Cooling System Includes:

Coolant Pump

Heat Exchanger with Overflow Pipe

Oil Cooler

Pressure Cap-Fill Cap

Thermostat & Water Bypass

Raw Water Inlet and Discharge

Zinc Electrode

OPERATION

The heat resulting from combustion in the engine cannot be fully converted into kinetic ener gy. A major portion of that heat is absorbed by the coolant from the c ylinder walls and cylinder heads and must be carried away from the engine. It is the function of the Heat Exchanger to transfer w aste engine heat to the raw cooling water.

Inside the heat e xchanger tank Fig. 1 is a heat e xchanger core, somewhat similar to a miniature radiator . Engine coolant circulates around the heat exchanger core while cool raw water, from a tap on the pressure side of the f ire pump, is circulated inside the core carrying a way the heat. The installing contractor mak es the ra w water discharge connection at time of system installation.

V-71

I-53

Fig. 1 - Heat Exchanger Cooling System

V-92

I-71

Page 25

SECTION 3.4

DDFP

Engine coolant is circulated by the engine coolant pump. Engine coolant enters the side of the block upon dischar ge from the oil cooler and coolant pump. Under lo w pressure, the coolant flo ws past the c ylinders, up through the heads, and then through the open thermostat into the heat exchanger tank. After passing o ver the heat e xchanger core, the coolant then re-enters the coolant pump and starts the c ycle over. If the thermostat is closed, coolant would flow down a bypass tube, back to the coolant pump. Under that condition, the coolant bypasses the heat exchanger core and allows the engine to retain some of the heat so it can quickly reach optimum operating temperature.

ENGINE COOLANT

The following information is provided as a guide for Detroit Diesel engine users in the selection of a suitable coolant.

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

• 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 50% water and 50% 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 burn out the element. Please see the technical data Section 5 for proper cooling system capacities of each model.

tory as an engine coolant when properly inhibited. Use of distilled water is ideal.

GRAINS PER

Chlorides (Maximum) Sulfates (Maximum) Total Dissolved Solids (Maximum) Total Hardness (Maximum)

GALLON

40 100 340 170

PA RTS PER

MILLION

2.5

5.8 20 10

Fig. 2 Satisfactory Water Limits

ANTIFREEZE

Use an eth ylene glycol coolant (lo w silicate formulation) that meets or exceeds the standard of either the GM 6038-M formulation (GM 1899-M performance) or ASTM D 4985 requirements.

A 50% coolant/water solution is normally used. Concentrations over 70% are not recommended because of poor heat transfer capability , adverse freeze protection and possible silicate dropout. Concentrations belo w 30% of fer little freeze, boil over or corrosion protection.

COOLANT INHIBITOR

The importance of a properly inhibited coolant cannot be over-emphasized. A coolant which has insuf ficient 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.

DDC-recommended supplemental coolant inhibitors are a combination of chemical compounds which pro vide corrosion protection, cavitation suppression, pH controls and prevent scale. These inhibitors are a vailable in v arious forms, such as liquid packages or integral parts of anti-freeze.

WATER

Water can produce a corrosi ve en vironment 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 mak e up dissolv ed solids that may cause scale deposits, sludge deposits, corrosion or a combination of these. Chlorides and/or sulf ates tend to accelerate corrosion, while hardness (percentage of magnesium and calcium salts broadly classif ied as carbonates) causes deposits of scale. Water within the limits specif ied in Fig. 2 is satisfac-

It is imperative that supplemental inhibitors be added to all DDFP engine systems. A pre-charge dosage must be used at the initial fill and the maintenance dosage used at each service interv al. 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 to Fig. 3 for proper concentrations of inhibitors.

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

Page 26

SECTION 3.4 DDFP

Max. PPM

1500 2400 2000

250 500

10.5

Boron (B) Nitrite (NO2) Nitrates (NO3) Silicon (Si) Phosphorous (P) pH

Min.

PPM

1000

800

1000

300

8.5

Fig. 3 - Proper Concentrations Of Inhibitors

To properly check inhibitor concentrations it may be necessary to contact your local DDC Distributor/Dealer for assistance. Refer to P arts Information Section 6, Page 45, to obtain the DDC part number for the F actory Coolant Analysis Kit. This kit can be purchased for nominal fee for analyzing the condition of the engine's coolant.

PROCEDURE FOR FILLING ENGINE

During filling of the cooling system, air pockets may form. The system must be pur ged of air prior to being put in service. This is best accomplished by f illing with a pre-mix solution, to the top of f iller neck. Install the pressure cap, start and run engine until the temperature staabilizes at approximately 170° - 190° F (77° - 91° C). During this warming process, you may

To verify that the coolant is at a safe operating level, it's best to wait until the engine temperature drops to approximately 120°F (49°C), or lo wer, before removing the pressure cap. After the cap is removed, the level should be within 2 inches (51mm) of the filler neck.

NOTE: I-71 engines have incorporated the use of a coolant

recovery bottle (white plastic bottle) Fig 4. During initial filling of the cooling system, it will be necessary to f ill the Reco very Bottle to the Cold Full line with the pre-mix solution. Start and run the engine as indicated abo ve. After reaching normal operating temperature check the coolant le vel in the recovery bottle to v erify that the le vel is at the Hot Full line, if not add coolant to the bottle. Following the same instructions as abo ve, wait for the engine coolant temperature to drop before removing the pressure cap. The coolant le vel should be at the pre viously mention height. The coolant level must remain between Hot and Cold run lines on the recovery bottle.

CAUTION: Do not remove pressure cap while coolant is at

normal operating temperatures. Possible personal injury could result from the expulsion of hot coolant.

PRESSURE CAP

Like most cooling systems, the Heat Exchanger type operates under pressure. A typical cap shown in Fig. 5 maintains system pressure to raise the coolant boiling point and permits a some what higher operating temperature without coolant loss. Pressure cap values can vary in different engine series. Refer to Section 5 for your engine type.

Fig. 4 - Coolant Recovery Bottle

see coolant coming from the o verflow tube attached at the pressure cap location. This is a normal condition since the coolant expands as it heats up. When the o verflow ceases, stop the engine.

NOTE: Air entrapment in I-53 engines is v ery lik ely to

occur due to cooling system design. Upon initial fill with a pre-mix solution. It is recommended that the coolant be allowed to stand for a four hour period prior to starting.

All pressure caps include a vacuum valve which opens during cool down. This prevents an internal vacuum from being formed which could contrib ute to leaking seals and hoses collapsing.

NOTE: I-71 engines use a coolant reco very bottle. The

pressure cap includes a rubber ring-type seat. When the cap installed this ring forms a positi ve seal between the filler neck and cap. During engine cool down, if the wrong type cap is used, coolant cannot transfer back into the heat e xchanger from the recovery bottle. This can progress into an overheated engine and possible damage.

Fig. 5 - Typical Coolant Cap

Page 27

SECTION 3.4

DDFP

COOLANT PUMP

The engine water pump is a centrifugal impeller type pump. It is gear dri ven on the I-71, V-71 and V-92 Series engines and belt driven on the I-53 Series engines. The rebuildable pump utilizes a shaft and sealed bearing assembly. The V-71 and V-92 incorporate an oil seal and tw o splash lubricated ball type bearings. Each pump also included a w ater pump seal weep hole. Should a coolant leak occur at this location, the pump seal must be replaced. Contact your local DDC Distrib utor/Dealer for assistance. Should a replacement pump be required for repair , use only the e xact same type of pump.

THERMOSTAT

Each pump engine is equipped with a temperature controlling thermostat(s). Normal operating ranges will vary due to engine horsepower and operating speed. The thermostat(s) are located at the front of the c ylinder heads. Refer to Section 5 for specif ic operating temperatures for each engine.

ENGINE COOLANT HEATER

CAUTION: Do not acti vate the AC circuit unless the

engine cooling system has been filled.

A pre-mix solution must be used. Chemical reactions will occur if pure Ethylene Glycol anti-freeze is allo wed to f ill the heater ca vity with AC circuit is activated.

HEAT EXCHANGER COOLING

The heat e xchanger cooling system is illustrated in Fig. 1, Page 25.

Raw water from the f ire pump passes through the heat e xchanger core where it lowers the engine coolant temperature 10-15° F (-12° – -9° C). Typical raw water connection points on the heat exchanger are shown in Fig. 7, Page 29.

HOSES

Specific areas on each DDFP engine use hoses to transfer coolant to and from heat exchangers and immersion heaters. Regular inspections are necessary to v erify that no leaks exist. Should replacements be required contact your local DDC Distributor/Dealer for assistance.

Fire pump engines must be able to assume full load immediately when used for emergency service. NFPA-20 specifications require an engine coolant heater Figure 6, Page 29, to maintain a minimum temperature of 120° F . (49° C). Maintaining this temperature assists the engine to start easily and produce rated horsepo wer immediately . F or f ire pump units operation in cold climates optional oil heaters are a vailable to k eep the engines lubricating oil at a safe temperature for emer gency start purposes. If pump room temperatures drop belo w 50° F (10° C), oil heaters are required.

On the initial installation of each f ire pump engine, it is the responsibility of the installing contractor to wire the heater to the pump room AC circuit. See Section 3 Electrical AC Wiring Diagram, Page 39, for correct wiring to the heater disconnect switch.

NOTE: Silicon Hose material for the immersion heaters

must meet SAE J20 Requirements with a maximum heat operating range of 350° F (177° C). Do not replace these hoses with any other type material.

NOTE: Hose clamps required for silicon type hose, must

have a shielded inner band or be of a constant torque type (spring loaded). If the second type is used, do not collapse spring by over tightening.

Page 28

SECTION 3.4 DDFP

I-53 V-71 or V-92

Fig. 6 - Engine Heaters

I-53 V-92

V-71 I-71

Fig. 7 - Raw Water Connections

Fig. 8 - Typical Cooling Loop

Page 29

SECTION 3.4

DDFP

RAW WATER SYSTEM (Cooling Loop)

This system is provided by the pump manufacturer or pump assembler as part of the complete engine-pump-controller package. Components for the raw water system are selected to ensure adequate flo w through the heat e xchanger as required by the engine at specif ic ra w w ater temperature. The raw water system is generally referred to as the "cooling loop". A typical cooling loop includes the follo wing components as shown in Fig. 8, Page 29;

1. Indicating manual valves

2. Water strainers

3. Pressure regulator

4. Solenoid valve (DC)

5. Pressure gauge

The heat e xchanger discharge line should be one pipe size larger than the supply line. Additionally, it is recommended that the discharge line rise a minimum of 3" to maintain raw water across the entire cooling core. Discharge is made to an open waste cone as specified in NFPA-20.

CAUTION: Damage to the heat exchanger may result if raw w ater plumbing (supply or dischar ge) weight or stress is applied to the heat exchanger.

ZINC ELECTRODE

A sacrifical zinc anode is included with each heat e xchanger. Over a period of time, normal electrotic action will occur between dissimiliar metals within the heat e xchanger. The rate of material transfer is dependent on the electrolitic strength of the transfer media (ra w w ater). It is the zinc anode that gi ves up material in this process and thus preserves the integrity of the heat exchanger.

MAINTENANCE AND SERVICE PROCEDURES

Weekly

1) Check coolant level weekly. The level should be within two inches of the filler neck. Because this is a closed system, when operating temperature is reached, the pressure relief cap may allo w some e xcess coolant to e xpell out the o verflow tube until a stabilized le vel is reached. Refer to procedure for filling engine in this section.

Check the condition of the pressure relief cap. The rubber seat should be in sound condition. If it is crack ed, split or frayed, do not use. Do not attempt to run engine without a pressure cap. Each cap has a relief rating, which is not to be altered if a replacement cap is required. Refer to Section 5 for specific cap type and rating for each engine.

The solenoid valve may be omitted on vertical turbine pump installations where no static pressure e xists in the heat e xchanger supply line while the engine is not running. Each engine has a minimum requirement of ra w w ater flo w. Correct flow through the heat exchanger is critical for maintaining the proper engine operating temperature.

Engine coolant temperature can be adversely affected by insufficient raw water flow and by excessive ambient temperature of the ra w water. See the technical data Section 5 for each engine model's minimum raw water flow requirements at 60° F (16° C) and 95° F (35° C) at specified engine RPM ranges. Do not exceed raw water pressure allowance within the heat exchanger.

NOTE: Although engine operating temperature may

appear normal, engine cooling may be compromised and possible engine damage will result if raw water flow is reduced.

2) Inspect all hoses for leaks, repair or replace as necessary.

Annually

Check coolant inhibitor concentration, if not within v alues shown in Fig. 2 re-inhibite as necessary.

Check Zinc Electrode, if more than half is deteriorated electrode should be replaced. Contact your local DDC Distributor/Dealer for replacements.

Every Two Years

Change all hoses.

Page 30

SECTION 3.5 DDFP

ELECTRICAL SYSTEM

ENGINE OPERATING SYSTEM

The DDFP engines used for f ire pump service include tw o electrical systems. F irst is the engine heater system (A C), second is the engine starting system (DC). The starting and control circuits are integral with the DC wiring harness b ut are separated for explaining operation, maintenance and service procedures. Engines are supplied with either a 12 or 24 V-DC system. Depending upon the specif ic model (refer to Section 5). This includes a starting motor, battery charging alternator, wiring harness, battery insulator, manual contactors, run-stop solenoid and tw o battery systems. F or identification reasons only, usually 12 V-DC systems have 2 batteries, 24 V-DC systems ha ve 4. Under normal operating conditions, signals for running and shutdown are transmited from the AEC. With the controller switch on "automatic", a specific drop in the fire main line pressure or other pre-programmed signal will result in a start of the diesel engine. Reference the DC wiring diagram Fig. 13, Page 37 or Fig. 14, Page 38.

CAUTION: These engines have been pre-set for a specif ic

operational speed (RPM). When started, the engine will quickly reach this setting. The engines do not have idle speed settings. With the AEC switch on "T est", the engine can be test started from the controller using either battery system A or B. Engine stopping is accomplished by switching the controller selector to the "Off" position. Consult the AEC operating manual for specific operational instructions.

ENGINE HEATERS

NFPA-20 specifications require that the engine coolant be maintained at 120° F (54° C) minimum. Additionally, if the pump room temperature should fall below 50° F (10° C), an engine oil heater is recommended. Both coolant and oil heaters use AC power.

All Clarke DDFP engines include immersion heaters. Typically these heaters are mounted at the front of the engine. Some models ha ve horizontal mounting and others are mounted vertical. See Fig. 6, Page 29. Heater w attage ratings v ary with engine size. (Refer to Section 5). These heaters are wired to an AC junction box mounted on the engine.

CAUTION: SHUT OFF AC VOLTAGE BEFORE

SERVICING ENGINE HEATER

NOTE: Prior to turning the AEC to an y position other

than automa tic, please read the paragraph labeled "IMPORTANT" in Section 2, Page 11.

The engine DC starting and control system terminates at the DC junction box. The junction box location varies on different engine models, one is typically sho wn in Fig. 5. From this point, the engine is electrically connected to the automatic engine controller (AEC). Both automatic operation and test signals are sent to the engine from the AEC. Under emergency conditions, and if the AEC should become defective or disconnected from the engine for an y reason, it is possible to start the engine by operating the manual contactors. Specific emergency operating instructions are attached to the instrument panel and explained in detail under MANUAL STARTING of this section. Engine wiring diagrams for AC and DC systems are shown in this section.

Installation - Jacket Water Heater, Thermostat

Fig. 1

Page 31

SECTION 3.5

Fig. 2 - Emergency Operating Instructions Fig. 3 - Automatic - Manual Mode Selector

➞

DDFP

Fig. 4 - Manual Contactors Fig. 5 - DC Junction Box

➞

Fig. 6 - Governor Solenoid

Fig. 7 - Instrument Panel

Page 32

SECTION 3.5 DDFP

MANUAL START INSTRUCTIONS

The engine can be operated without using the engine controller. Use the following procedure when manual starting is required. Refer to Fig. 2, Page 32.

To Start Engine

1. OPEN COOLING SYSTEM MANU AL BYP ASS VA LVE. Located on the cooling loop, Fig. 8, Page 29.

2. POSITION MODE SELECTOR IN MANUAL RUN. Fig. 3, Page 32.

3. POSITION BATTERY SELECTOR SWITCH T O BATT. #1.

4. PULL AND HOLD MANUAL CONTACTOR #1, Fig. 4, Page 32 UNTIL ENGINE ST ARTS, RELEASE AFTER 5 SECONDS. IF UNIT F AILS TO ST ART, POSITION BATTERY SELECTOR TO B #2 USE STARTER CONTACTOR #2, AND REPEAT STEP.

To Stop Engine

1. RETURN MODE SELECTOR TO AUTOMATIC, AND MANUAL STOP, ENGINE WILL STOP.

INSTRUMENTATION

Figure 7, Page 32 sho ws the instrumentation panel which contains the follo wing gauges: tachometer with inte gral hourmeter (1), engine oil pressure (P .S.I.) (2), battery voltmeter (3), engine coolant temperature (°F) (4), battery isolator (5). Engine overspeed switch is mounted to rear of gauge panel Figure 8.

➞

Fig. 8 - Overspeed Reset

Tachometer and Integral Hourmeter - This meter receives its signal from the o verspeed switch to allow operator to read engine RPM, in addition the hour meter records a cumulative total of engine operating hours.

2. CLOSE COOLING SYSTEM MANU AL BY -PASS VA LVE.

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 OVERHEAT DAMAGE WILL RESULT)

DO NOT POSITION THE BATTERY SELECTOR

SWITCH TO A DEFECTIVE B ATTERY WHILE IN THE MANUAL MODE.

GOVERNOR OPERATING SOLENOID

The DC governor solenoid, Fig. 6, Page 32, is an essential item for the operation of this fire pump system. Upon receiving a signal, the solenoid is energized to move the governor into the run position.

This solenoid remains ener gized during engine operation. To stop the engine, the solenoid de-energizes and the governor returns to the "no fuel" position by spring action.

Oil Pressure - This mechanical gauge gives engine oil pressure readings in english and metr ic units (PSI & kP A). Connection location to the engine will vary per engine model.

Engine Coolant Temperature - This temperature gauge indicates the engines coolant outlet temper ature in de grees fahrenheit (°F) and centrigrade (°C).

Voltmeter - This gauge identifies the voltage level of the battery according to the position of the ba ttery selector switch.

SPEED SWITCH

After the engine has started and reached 1000 RPM,the speed switch signals the controller to terminate the starter cranking action. An overrunning clutch is included on the star ter drive to prevent damage from overspeeding when the unit star ts.

NOTE: When starting unit with man ual contactor s, re-

lease contactor handle as soon as engine starts.

In the event of an engine o verspeed the speed s witch signals the AEC and ef fects an engine shutdo wn. A MANU AL RESET button is included on the switch and must be "pushed in" to reset the speed s witch after unit has shutdo wn from an

Page 33

DDFPSECTION 3.5

overspeed condition. The reset b utton is sho wn in Fig. 8, Page 33.

NOTE: Engine will not r estart after an o verspeed shut -

down, UNTIL OPERA TOR RESETS THIS BUTTON. DO NO T ATTEMPT TO RESTART ENGINE UNTIL VERIFICATION HAS BEEN MADE AS TO THE REASON FOR O VERSPEED.

A magnetic-pic kup, mounted in the f lywheel housing pr ovides the input signal f or the o verspeed switch. See Fig. 9, pickup mounting. The magnetic-pickup senses the speed of the engine by counting the f lywheel ring gear teeth per sec ond. There should be a 0.03" (.762 MM) air gap between the top of the r ing gear and the ma gnetic pickup. With a gear tooth aligned with the center of the ma gnetic pic kup hole, thread the pickup in until it touc hes the gear tooth and then back it out pickup in position. Reconnect to wiring harness.

WARNING: All current production DDFP engines use

/2 turn. Tighten jam nut while holding the

electronic o verspeed protection controls. Due to the delicate nature of this devise, it is mandatory that diagnostic probing of the circuitry be done with the electrical po wer of f. Probing with any device that causes amperage to exceed ratings will damage this control. This warning applies to terminals of the o verspeed switch and inside the junction box. This type of failure is not warrantable.

BATTERY CHARGING ALTERNATOR

This belt dri ven engine alternator pro vides po wer to recharge both battery banks directly through the battery isolator. The battery isolator pre vents backfeed from one battery bank to the other. The alternator is mounted at the front of the engine as shown in Fig. 10. The alternator is belt driven from the crankshaft or camshaft pulle y.

STARTER

The DC electric starting motor pro vides cranking ef fort to initiate an engine start. Located on the flywheel housing of the engine, it is shown in Fig. 11, Page 35.

For automatic operation or test operation, the signal for start initiation comes from the controller . For manual start at the engine, activating either contactor #1 or #2 should start the engine. Re view the MANU AL OPERA TING INSTR UCTIONS for additional details on Page 33.

Fig. 9 - Magnetic Pickup Fig. 10 - Typical Alternator

Page 34

SECTION 3.5 DDFP

through a 6 minute c ycle (15 seconds cranking and 15 seconds rest, in 12 consecuti ve c ycles). Battery recommendations are shown for each engine on the respecti ve model in Section 5.

BATTERY CABLES

Customer Supplied Battery Cables should be sized as recommended in Section 5.

WIRING DIAGRAMS (DC)

Wiring diagrams represented in this section, Figs. 13 and 14

Fig. 11 - Typical Starter

Two alarm switches pro vide condition signal to the engine controller. First, a coolant temperature switch is pro vided and mounts on front of right c ylinder head. When the coolant temperature reaches 205° F (96° C),the switch closes and causes a light to burn and sounds an alarm bell on the engine controller. Second, an oil pressure switch is pro vided for low oil pressure signal. Should oil pressure drop to or below 20 P.S.I. (138 kPA) the NC switches closes and causes a light to b urn and sounds an alarm bell on the engineer controller.

have two basic differences. Other than optional voltage differences of 12V or 24V, the primary difference is the engine instrumentation. Certain DDFP models use mechanical type others use electric instruments.

Should it be necessary to diagnose a wiring problem, see below for identifying which diagram to use.

Fig. 13 Drawing #CO7264 includes Amp Meter with Me-

chanical instruments.

Fig. 14 Drawing #CO7484 includes Volt Meter with Elec-

trical instruments.

Neither a high coolant temperature or a low oil pressure signal will cause the controller to stop the engine. The alarm bell can be silenced at the controller and an in vestigation made to determine cause of the signal. The controller lights will continue to burn until the fault is corrected.

BATTERIES

NFPA-20 requires that fire pump systems include two independent battery units. Each battery bank must ha ve capacity, at 40° F (4.5° C), sufficient to maintain cranking speed

MAINTENANCE AND SERVICE PROCEDURES

ENGINE HEATER

The engine heaters are required by NFP A-20 specif ication and should maintain the engine coolant at 120° F (54° C). Check the engine temperature gauge for corresponding performance. See Page 39 for AC wiring, diagram.

A. Condition: - Unit holds minimum 120° F.

Service: - No Service Required

B. Condition: - Unit holds less than 120 F, but above room

temperature.

Service: - One heater element may not be functioning.

Verify which type your engine has before proceeding.

WIRING DIAGRAMS (AC)

The diagram represented in Fig. 15 identifies the AC wiring requirements necessary for the jack et water heater. An optional lube oil heater is included.

These heaters have optional voltages, depending on installation requirements. Each heater is controlled by a thermostat mounted in the engine heater.

Check wiring or replace defective element.

C. Condition: - Engine coolant at room temperature

Service: - 1. Check 120V-AC POWER SOURCE.

2. Check wiring connections.

3. Check thermostat function, see Fig. 1.

4. Replace element if defective.

CAUTION: DISCONNECT AC POWER TO HEATER

SYSTEM BEFORE DRAINING ENGINE COOLANT.

Page 35

MANUAL CONTACTORS

Operate contactors to assure manual operation. If o ver-center contact is not functional or if other inoperative condition exist, replace the UNIT. Check bolts for tightness, wires for tightness or damage. (Fig. 12).

DDFPSECTION 3.5

BATTERY CHARGING ALTERNATOR

Inspect the terminals for corrosion and loose connections and the wiring for broken wires. Replace or repair as necessary. Service alternator with authorized Delco service dealer.

WARNING: DO NOT R UN THE I-53 SERIES WITH-

OUT THE ALTERNATOR INSTALLED. (Drive belts also drive the coolant pump).

New standard V-belts will stretch after the first few hours of operation. Run the engine for 15 minutes to seat the belts, then readjust the tension. Check the belts and tighten after

2 hour and again after 6 months. Thereafter, check the ten-

sion of the dri ve belts e very 6 months and adjust if necessary. Adjust the belt tension so that a f irm push with the thumb, at a point midw ay between the tw o pulle ys, will depress the belt 1/2" to 3/4".

STARTER

Fig. 12 - Manual Contactors

MAXIMUM torque for the battery cable studs is 5-10 ft.lbs. DO NOT EXCEED this limitation.

CAUTION Contactors are connected to li ve batteries.

Display appropriate caution with tools.

INSTRUMENTS

Check instruments while running unit to be sure the y are functional. Replace broken or defective instruments. If hourmeter is replaced, record accumulated hours from replaced hourmeter.

SPEED SWITCH

This is an electronic unit. If damaged or defective, the entire switch must be replaced.

Same service and maintenance as recommended for battery charging alternator. Service starter with an authorized Delco service dealer.

BATTERIES

Check the specific gravity of the electrolyte in each cell of the battery each week. In warm weather, however, it should be check ed more frequently due to a more rapid loss of water from the electrolyte. The electrolyte le vel should be maintained in accordance with the battery manuf acturer's recommendations. K eep all terminals clean and free from corrosion.

NOTE: Coating terminal connection with petroleum

jelly will prevent rapid corrosion buildup.

WIRING SYSTEM

Annually, open the DC junction box and check tightness of all terminal connections. Additionally, reference DC wiring diagram, Fig. 13, 14, Page 37 & 38 and check tightness of

Page 36

SECTION 3.5 DDFP

Fig. 13 - DC Wiring Diagram

Engines With Mechanical Guages

Page 37

SECTION 3.5

DDFP

Fig. 14 - DC Wiring Diagram

Engines With Electrical Guages

Page 38

SECTION 3.5 DDFP

Fig. 15 - AC Wiring Diagram

Page 39

FALK DRIVE HUB

DDFP engines are offered with a standard FALK drive hub, (engine half only). See Page 41 for FALK coupling installation instructions.

If your engine includes this type coupling,please refer to the following for service and maintenance information.

DDFPSECTION 3.6

Other pump drive options available are vertical turbine drive shaft adaptor or a standard engine flywheel. Neither of these require regular maintenance, they are however, very critical components and should recei ve weekly inspections during the regular maintenance run.

Steelflex®Couplings

a good name in industry

™

Ty pe T10

How To Use This Manual

This manual provides detailed instructions on maintenance, lubrication, installation, and parts identification. Use the table of contents below to locate required information.

TableofContents

Introduction................................................. Page 1

Lube Fittings................................................Page 1

Limited End Float.......................................... Page 1

Lubrication.............................................. Pages 1-2

Installation & Alignment Instructions................. Pages 2-4

Annual Maintenance, Relube & Disassembly...........Page 4

Installation & Alignment Data.............................Page 5

Parts Identification &Parts Interchangeability........... Page 6

CAREFULLY FOLLOW THE INSTRUCTIONS IN THIS MANUAL FOR OPTIMUM PERFORMANCE AND TROUBLE FREE SERVICE.

INTRODUCTION

This manual applies to Sizes 1020T thru 1140T and 20T thru 140T10 Falk SteelfIex Tapered Grid Couplings. Unless otherwise stated, information for Sizes 1020T thru 1140T applies to Sizes 20T thru 140T respectively, e.g. 1020T = 20T, 1100T = 100T, etc. These couplings are designed to operate in either the horizontal or vertical position without modification. Beginning in 1994, these couplings are being supplied with one set of inch series fasteners and one set of metric fasteners. Use either set of fasteners, depending on your preference. Refer to Page 6 for part interchangeability.

The performance and life of the couplings depend largely upon how you install and service them. Carefully follow the instructions in this manual for optimum performance and trouble free service.

CAUTION:

for proper guarding of rotating members. Observe all safety rules when installing or servicing couplings.

WARNING:

allexternal loads from drive before installing or servicing couplings.

Consult applicable local and national safety codes

Lockout starting switch of prime mover and remove

LUBE FITTINGS

Cover halves have1/ gun and Iube fitting as instructed on Page 4.

NPT Iube holes. Use a standard grease

LIMITED END FLOAT

When electric motors, generators, engines, compressors and other machines are fitted with sleeve or straight roller bearings, limited axial end float kits are recommended for protecting the bearings. Falk Steelflex couplings are easily modified to limit end float; refer to Manual 428-820 for instructions.

Installation and Maintenance

•

Sizes 1020 –1140 & 20–140 (Page 1 of 6)

•

TYPE T10 STEELFLEX COUPLING

LUBRICATION

Adequate lubrication is essential for satisfactory operation. Page 2 provides a list of typical lubricants and specifications for general purpose and long term greases. Because of its superior lubricating characteristics and low centrifuge properties, Falk Long Term Grease (LTG) is highly recommended. Sizes 1020T to 1090T10 are furnished with a pre-measured amount of grease for each coupling. The grease can be ordered for larger size couplings.

The use of general purpose grease requires re-lubrication of the coupling at least annually.

Long Term Grease (LTG)

The high centrifugal forces encountered in couplings separate the base oil and thickener of general purpose greases. Heavy thickener, which has no lubrication qualities, accumulates in the grid-groove area of Steelflex couplings resulting in premature hub or grid failure unless periodic lubrication cycles are maintained.

Falk Long Term Grease (LTG) was developed specifically for couplings. It resists separation of the oil and thickener and is an extreme pressure grease.

Steelflex couplings initially lubricated with LTG will not require re-lubrication until the connected equipment is stopped for servicing. If a coupling leaks grease, is exposed to extreme temperatures, excessive moisture, or experiences frequent reversals, more frequent lubrication may be required.

Although LTG grease is compatible with most other coupling greases, the mixing of greases may dilute the benefits of LTG.

USDA Approval

LTG has the United States Department of Agriculture Food Safety & Inspection Service approval for applications where there is no possibility of contact with edible products. (H-2 ratings).

CAUTION:Do not use LTG in bearings.

Page 40

DDFPSECTION 3.6

Installation and Maintenance

(Page 2 of 6)

Ty pe T10

Steelflex®Couplings

•

Sizes 1020 –1140 & 20–140

•

Specifications — Falk LTG

Thevalues shown are typical and slight variations are permissible. AMBIENT TEMPERATURE RANGE — -20˚F (-29˚C) to 250˚F

(121˚C). MINIMUM BASE OIL VISCOSITY — 3300SSU (715cST) @

100˚F (38˚C) THICKENER — less than 12% by weight. CENTRIFUGE SEPARATION CHARACTERISTICS — ASTM

#D4425 (Centrifuge Test) — K36 = 2/24 max., very high resistance to centrifuging.

NLGI GRADE (ASTM D-217) — MINIMUM DROPPING POINT — with 60 stroke worked

penetration value in the range of 320 to 365 — 350˚F (177˚C) min.

MINIMUM TIMKEN O.K. LOAD — 40 lbs. ADDITIVES — Rust and oxidation inhibitors that do not corrode

steel or swell or deteriorate synthetic seals.

Packaging

14 OZ. CARTRIDGES — For use in standard grease guns. Sufficient quantity to initially lubricate sizes thru 1090T.

35 LB. PAIL — Ideal for larger size couplings or many smaller sizes.

120 LB. KEG & 400 LB. DRUM — For plants with central storage areas. A pump with a pressurized follower plate is required for dispensing grease.

CASE LOTS OF 24-14 OZ. CARTRIDGES — also available.

a good name in industry

General Purpose Greases Meeting Falk Specifications

Lubricants listed below are typical products only and should not be construed as exclusive recommendations.

TABLE 1 — General Purpose Greases

General Purpose Grease

Annual Lubrication — The following specifications and lubricants for general purpose grease apply to Falk Steelflex couplings that are lubricated annually and operate within ambient temperatures of 0˚F to 150˚F (-18˚C to 66˚C). For temperatures beyond this range (see Table 1), consult the Factory.

If a coupling leaks grease, is exposed to extreme temperatures, excessive moisture or experiences frequent reversals, more frequent lubrication may be required.

Specifications — General Purpose Coupling Lubricants

The values shown are typical and slight variations are permissible.

DROPPING POINT — 300˚F (149˚C) or higher. CONSISTENCY — NLGI No. 2 with 60 stroke worked

penetration value in the range of 250 to 300. SEPARATION AND RESISTANCE — Low oil separation rate

and high resistance to separation from centrifuging. LIQUID CONSTITUENT — Possess good lubricating properties

... equivalent to a high quality, well refined petroleum oil. INACTIVE — Must not corrode steel or cause swelling or

deterioration of synthetic seals. CLEAN — Free from foreign inclusions.

INSTALLATION OF TYPE T10 STEELFLEX TAPERED GRID COUPLINGS

Installation

Only standard mechanics tools, wrenches, a straight edge and feeler gauges are required to install Falk Steelflex couplings. Coupling Sizes 1020T thru 1090T are generally furnished for CLEARANCE FIT with setscrew over the keyway. Sizes 1100T and larger are furnished for an INTERFERENCE FIT without a setscrew.

CLEARANCE FIT HUBS — Clean all parts using a nonflammable solvent. Check hubs, shafts and keyways for burrs. Do not heat clearance fit hubs. Install keys, mount hubs with flange face flush with shaft ends or as otherwise specified and tighten setscrews.

INTERFERENCE FIT HUBS — Furnished without setscrews. Heat hubs to a maximum of 275˚F (135˚C) using an oven, torch, induction heater or an oil bath.

When an oxy-acetylene or blow torch is used, use an excess acetylene mixture. Mark hubs near the center of their length in several places on hub body with a temperature sensitive crayon, 275˚F (135˚C) melt temperature. Direct flame towards hub bore using constant motion to avoid overheating an area.

Page 41

SECTION 3.6

DDFP

Steelflex®Couplings

a good name in industry

WARNING:If an oil bath is used, the oil must have a flash point of 350˚F (177˚C) or higher. Do not rest hubs on the bottom of the container. Do not use an open flame in a combustible atmosphere or near combustible materials.

Heat hubs as instructed above. Mount hubs as quickly as possible with hub flange face flush with shaft end. Allow hubs to cool before proceeding. Insert setscrews (if required) and tighten.

Ty pe T10 •Sizes 1020 –1140 & 20–140 (Page 3 of 6)

Maximize Performance And Life

The performance and life of couplings depend largely upon how you install and maintain them. Before installing couplings, make certain that foundations of equipment to be connected meet manufacturersí requirements. Check for soft foot. The use of stainless steel shims is recommended. Measuring misalignment and positioning equipment within alignment tolerances is simplified with an alignment computer. These calculations can also be done graphically or mathematically.

Alignment is shown using spacer bar and straight edge. This practice has proven to be adequate for many industrial applications. However, for superior final alignment, the use of dial indicators (see Manual 458-834 for instructions), lasers, alignment computers or graphical analysis is recommended.

1 — Mount Seals And Hubs

Installation and Maintenance

•

Use a spacer bar equal in thickness to the gap specified in Table 2, Page 5. Insert bar as shown below left, to same depth at 90˚intervals and measure clearance between bar and hub face with feelers. The difference in minimum and maximum measurements must not exceed the ANGULAR installation limits specified in Table 2.

3 — Offset Alignment

Align so that a straight edge rests squarely (or within the limits specified in Table 2) on both hubs as shown above and also at 90˚intervals. Check with feelers. The clearance must not exceed the PARALLEL OFFSET installation limits specified in Table 2. Tighten all foundation bolts and repeat Steps 2 and 3. Realign coupling if necessary.

Lock out starting switch of prime mover. Clean all metal parts using a non-flammable solvent. Lightly coat seals with grease and place on shafts BEFORE mounting hubs. Heat interference fit hubs as previously instructed. Seal keyways to prevent leakage. Mount hubs on their respective shafts so the hub face is flush with the end of its shaft unless otherwise indicated. Tighten setscrews when furnished.

2 — Gap and Angular Alignment

4 — Insert Grid

Pack gap and grooves with specified lubricant before inserting grid. When grids are furnished in two or more segments, install them so that all cut ends extend in the same direction (as detailed in the exploded view picture above); this will assure correct grid contact with non-rotating pin in cover halves. Spread the grid slightly to pass over the coupling teeth and seat with a soft mallet.

Page 42

DDFPSECTION 3.6

Installation and Maintenance

(Page 4 of 6)

Ty pe T10

Steelflex®Couplings

•

Sizes 1020 –1140 & 20–140

•

5— Pack With Grease And Assemble Covers

a good name in industry

ANNUAL MAINTENANCE

For extreme or unusual operating conditions, check coupling more frequently.

1. Check alignment per steps on Page 3. If the maximum operating misalignment limits are exceeded, realign the coupling to the recommended installation limits. See Table 2 for installation and operating alignment limits.

2. Check tightening torques of all fasteners.

3. Inspect seal ring and gasket to determine if replacement is required. If leaking grease, replace.

4. When connected equipment is serviced, disassemble the coupling and inspect for wear. Replace worn parts. Clean grease from coupling and repack with new grease. Install coupling using new gasket as instructed in this manual.

Periodic Lubrication

Pack the spaces between and around the grid with as much lubricant as possible and wipe off excess flush with top of grid. Position seals on hubs to line up with grooves in cover. Position gaskets on flange of lower cover half and assemble covers so that the match marks are on the same side (see above). If shafts are not level (horizontal) or coupling is to be used vertically, assemble cover halves with the lug and match mark

MATCH MARK

VERTICAL COUPLINGS

UP or on the high side. Push gaskets in until they stop against the seals and secure cover halves with fasteners, tighten to torque specified in Table 2. Make sure gaskets stay in position during tightening of fasteners.CAUTION: Make certain lube plugs are installed before operating.

LUG UP

The required frequency of lubrication is directly related to the type of lubricant chosen, and the operating conditions. Steelflex couplings lubricated with common industrial lubricants, such as those shown in Table 1, should be relubed annually. The use of Falk Long Term Grease (LTG) will allow relube intervals to be extended to beyond five years. When relubing, remove both lube plugs and insert lube fitting. Fill with recommended lubricant until an excess appears at the opposite hole.

all plugs have been inserted after lubricating.

CAUTION:Make certain

Coupling Disassembly And Grid Removal

Whenever it is necessary to disconnect the coupling, remove the cover halves and grid. A round rod or screwdriver that will conveniently fit into the open loop ends of the grid is required. Begin at the open end of the grid section and insert the rod or screwdriver into the loop ends. Use the teeth adjacent to each loop as a fulcrum and pry the grid out radially in even, gradual stages, proceeding alternately from side to side.

Page 43

DDFPSECTION 3.6

Steelflex®Couplings

a good name in industry

Ty pe T10 •Sizes 1020 –1140 & 20–140 (Page 5 of 6)

TYPE T COUPLING INSTALLATION & ALIGNMENT DATA

Maximum life and minimum maintenance for the coupling and connected machinery will result if couplings are accurately aligned. Coupling life expectancy between initial alignment and maximum operating limits is a function of load, speed and lubrication. Maximum operating values listed in Table 2 are based on cataloged allowable rpm.

Values listed are based upon the use of the gaps listed, standard coupling components, standard assemblies and cataloged allowable speeds.

ANGULAR MISALIGNMENT

TABLE 2 — Misalignment & End Float

PARALLEL MISALIGNMENT

Installation and Maintenance

•

Values may be combined for an installation or operating condition. Example: 1060T max. operating misalignment is .016" parallel

plus .018" angular. NOTE: For applications requiring greater misalignment, refer

application details to the Factory. Angular misalignment is dimension X minus Y as illustrated below. Parallel misalignment is distance P between the hub center lines

as illustrated below. End float (with zero angular and parallel misalignment) is the axial

movement of the hubs(s) within the cover(s) measured from“O” gap.

END FLOAT

GAP

TABLE 3 — Coupling Cover Fastener Identification

SAE Grade 8

Property Class 10.9

SAE Grade 5

Older style covers, Sizes 1020T10 thru1070T10 must utilize socket head cap screws and locknuts held by the cover.

SAE Grade 5

Property Class 8.8

Page 44

DDFPSECTION 3.6

Installation and Maintenance

(Page 6 of 6)

Ty pe T10

Steelflex®Couplings

•

Sizes 1020 –1140 & 20–140

•

PARTS IDENTIFICATION

All coupling parts have identifying part numbers as shown below. Parts 3 and 4 (Hubs and Grids), are the same for both Type T10 and T20 couplings. All othercoupling partsare uniqueto Ty pe T10. When ordering parts, always SPECIFY SIZE and TYPE shown on the COVER.

PARTS INTERCHANGEABILITY

Parts are interchangeable between Sizes 20T and 1020T, 30T and 1030T, etc. except as noted.

GRIDS — Size 1020T thru 1140T Steelflex couplings use blue grids. Older models, 20T thru 140T, use orange grids.

PART NUMBER LOCATION

(2.) COVER

(7.)

COUPLING SIZE

PRODUCT CLASSIFICATION

a good name in industry

CAUTION:Blue grids may be used in all applications, but DO NOT substitute orange grids for blue.

COVERS —

CAUTION:DO NOT mix cover halves of different

designs. Sizes 1020T thru 1070T10 covers have been manufactured in several different two-rib designs and 80T thru 140T covers have been manufactured with two and three ribs.

HARDWARE ó Older style covers, Sizes 1020T10 thru 1070T10, utilized socket head cap screws with captured locknuts. The new style covers use hex head cap screws (either inch or metric) and unrestrained locknuts. Specify either inch series SOCKET head or inch or metric series HEX head cap screws when ordering replacement parts.

PART NUMBERS

1. Seal (T10)

2. Cover (T10)

3. Hub (Specify bore and keyway)

4. Grid

5. Gasket (T10)

1030 T 10 B

TYPE MODEL

6. Fasteners (T10) ó Coupling may be supplied with one

set each of inch series fasteners and metric fasteners.

7. Lube Plug

SIZE & PART NUMBER

(1.) SEAL (3.) HUB

SIZE, PART NUMBER & BORE

SIZE

PART NUMBER

(4.) GRID

(5.) GASKET

(6.)

SIZE

PART NUMBER

ORDER INFORMATION

1. Identify part(s) required by

name above.

2. Furnish the following

information. EXAMPLE:

Coupling Size: 1030 Coupling Type: T10 Model: B Bore: 1.375 Keyway: .375 x .187

3. Price parts from Price List

422-110 and appropriate discount sheet.

Page 45

SECTION 4

DDFP

ENGINE TUNE-UP

There is no sc heduled inter val for performing an eng ine tune-up. As long as the eng ine is perf orming satisfactorily, no tune-up should be necessary.

SPEED CONTROL

The engine speed is pre-set at the factory to correspond to the full load pump installa tion requirement. In accor dance with

MECHANICAL GOVERNOR - SPEED ADJUSTMENT

A mechanical governor controls the engine speed. The governor is a flyweight force versus spring force device that will control the rate of fuel delivery to the engine so as to balance the two forces. The solenoid on the governor is only used to set the go vernor to the R UN or ST OP position. Speed adjustment is possible by adjusting the spring force via a tamper proof mechanism.

All go vernors are adjusted to the FM/UL/ULC nameplate BHP and full load pump speed before lea ving Clark e D.D.A. During Start-Up Inspection or when placing reconditioned units into service, some minor speed adjustments may be required. It is recommended that this adjustment be performed by the authorized Detroit Diesel Distrib utor or Dealer representative.

NFPA-20 requirements, this is a tamper-proof mechanism.

NOTE: This engine has no idle speed setting.

If engine performance is not sa tisfactoy, contact your local D.D.C. Distributor/Dealer.

If required, an engine repair manual may be obtained fr om the authorized D.D.C. Distributor/Dealer in your area.

clockwise to reduce engine speed.

Figure 2 pro vides the speed adjustment instructions for 71 and 92 Series engines.

ATTENTION: D.D.C. Distrib utor/Dealer Mechanic. The

53 Series Governor High Speed Spring Gap is .006" (.15mm) to be set @ zero RPM! This governor does not have idle capability or a buffer screw.

NOTE: Be sure to resecure the jam nut after making

speed adjustments. Replace the co ver when ad-

The governor is located as follows:

I-53 Series at the upper left rear of engine I-71 Series at the upper right front of engine V Series at the front of blo wer in the v ee of the

block.

See page 43 for the identif ication of the engine series for a specific model.

Figure 1 shows a typical I-53 Series engine governor. In this picture, the cover has been remo ved to e xpose the mechanism for adjusting engine speed. By loosening the jam nut next to the go vernor body , the adjusting nut can then be rotated clockwise to increase engine speed and counter-

Figure 1 - Speed Adjustment I-53 Series

Page 46

SECTION 4 DDFP

53 SERIES ENGINES

Adjust the Gap by loosening the Lever Clamping Bolt (Fig.

3), and rotating the Run/Stop Lever on the governor shaft to the desired position and re-torque the clamping bolt. Recheck the gap and repeat adjustments if necessary. After the check is completed return the mode selector switch to the AUTOMATIC position.

After the gap has been properly adjusted, and with the governor solenoid de-ener gized, in the ST OP position, adjust the Plunger Stop Bolt. Set at zero clearance with the Plunger Spring Bolt, then turn one full turn clockwise and lock with the Jam Nut.

WARNING: DO NOT lea ve the MODE SELECT OR

switch in the MANU AL R UN position during AUTOMATIC operation. (The

Figure 2 - Speed Adjustment 71 & 92 Series

controller will be unable to stop the engine and O VERHEAT D AMAGE WILL RESULT)

GOVERNOR SOLENOID-ADJUSTMENT

The mechanical governor is controlled by a DC solenoid. A spring loaded yield link is included as part of the e xternal linkage from the run/stop lever to governor solenoid.

IMPORTANT: To insure the engine will produce rated

nameplate horsepo wer, the g ap between the yield link and the solenoid plunger must be properly adjusted. (Refer to Figure 3.)

YIELD LINK GAP CHECK

Position the mode selector switch on the instrument panel (Fig. 3, Page 32), to the MANUAL position. Manually push the solenoid plunger into the solenoid. When the plunger is at full tra vel, the hold coil magnetic f ield will hold the plunger, linkage and the run/stop le ver in the run position. Push on the plunger spring bolt, not the linkage or the lever. Check the gap at the narrowest point and adjust if necessary, (Refer to Fig. 3). After the check is completed return the mode selector switch to the AUTOMATIC position.

When the adjustments have been completed, start the engine from the ENGINE CONTROLLER (AEC), using the MANUAL mode. Verify the Gap Dimension again, then stop the engine. Return all controls to the AUTOMATIC mode.

WARNING: DO NOT leave the MODE SELECT OR

switch in the MANU AL R UN position during AUTOMATIC operation. (The controller will be una ble to stop the engine and O VERHEAT D AMAGE WILL RESULT)

Figure 3 - Shown in the Energized/Run Position

Page 46-A

SECTION 4

DDFP

V-71 AND V-92 SERIES ENGINES

Adjust the gap by loosening the four (4) Go venor Solenoid Mounting Bolts (Fig. 3), slide the Solenoid to the desired position and re-torque the mounting bolts. Re-check the gap and repeat the adjustment if necessary . After the check is completed return the mode selector switch to the AUTOMATIC position.

WARNING: DO NOT leave the MODE SELECT OR

switch in the MANU AL R UN position during AUTOMATIC operation. (The controller will be una ble to stop the engine and O VERHEAT D AMAGE WILL RESULT)

INLINE 71 SERIES (Ref. Fig. 4, Pg. 42-B)

STEP 1. With the mounting brack et, torsion spring (under levers), upper and lo wer le vers in place, adjust the upper lever as follows:

A. Check to be sure the jam nuts on each solenoid shaft

are loose.

B. Rotate manual operating handle CCW to the lock ed

position for manual operation.

C. Remove small scre ws from rear co vers of both sole-

noids and remove covers.

D. Manually, push on one of the solenoid shafts until the

contacts at the rear of that solenoid open at least 1/32" (0.79 mm). While holding the solenoid shaft in this position, tighten the jam nuts against the equalizer bar on the plunder at a position that pro vides a 0.020" (0.51 mm) clearance at gap "A".

E. Manually, hold both solenoid shafts as described in 4D

above and tighten the tw o remaining jam nuts against the equalizer bar without causing it to be f orced in either direction. The 0.020" (0.51 mm) c learance should be maintained at gap "A".

STEP 5. Operate mechanism both electrically and manually to verify smooth and trouble free operation. During electrical check, verify that rear contacts on both solenoids open at least1/32". (0.79 MM) Readjust equalizer bar as required.

STEP 6. Reinstall covers on solenoids.

A. Insert a 1/4" bolt aproximately 21/2" long through hole

in upper lever so it extends down through locating hole in the mounting bracket.

B. Remove rock er co ver and manually hold the injector

control tube in the NO fuel position.

C. Push both levers down on shaft until they bottom, then

raise them 1/8" to provide free movement of the lower lever.

D. After v erifying all conditions of steps A, B and C,

torque the clamping bolt in the upper lever to 7-9 lb. ft.

STEP 2. Adjust rod length so there is a def inite tightness when the manual operating handle passes through the straight outw ard position near the end of its CCW tra vel. (Tightness equals zero clearance shortened by tw o turns of one rod end).

STEP 3. Position the solenoids so the centerline of the slide pin equally di vides the arc created by the mo vement of the lever pin. See diagram (Fig. 4).

STEP 4. Adjust equalizer bar as follows:

SEE STEP #2

SEE STEP #3

SEE STEP #5

GAP "A"

SEE STEP #5

SEE STEP #1

SEE STEP #4

SEE STEP #5

Fig. 4 - Engine Run-Stop Governor Control

Page 46-B

SECTION 5 DDFP

TECHNICAL DATA

This section includes the Installation and Operating Data for all DDFP engine models. Additionally, the basic Engine Materials and Construction are also pro vided. The specific model and page reference are listed below.

Engine Model

DDFP-03DN DDFP-03DT DDFP-L3DT DDFP-T3DT

DDFP-L6FA DDFP-T6FA DDFP-06FA DDFP-06FH DDFP-L8FA DDFP-08FA DDFP-08FH DDFP-12FT DDFP-12FH

.................................................................................. Page

Engine Control Wiring Diagram - DC ..............................37, 38

Engine Heater Wiring Diagram - AC ......................................39

Installation &

Operation Data

Page

43 - A

- 1 & 2

43 - B

- 1 & 2

43 - C

- 1 & 2

43 - D

- 1 & 2

43 - E

- 1 & 2

43 - F

- 1 & 2

43 - G

- 1 & 2

43 - H

- 1 & 2

43 - I

- 1 & 2

43 - J

- 1 & 2

43 - K

- 1 & 2

43 - L

- 1 & 2

43 - M

- 1 & 2

Engine Mat'l

& Construction

Page

43 - Z - 1 43 - Z - 1 43 - Z - 1 43 - Z - 1

43 - Z - 2 43 - Z - 2 43 - Z - 2 43 - Z - 2 43 - Z - 2 43 - Z - 2 43 - Z - 2 43 - Z - 3 43 - Z - 3

Page 47

DDFP-03DN

INSTALLATION & OPERATION DATA

Basic Engine Description All Speeds

Engine Manufacturer........................................................................................................ Detroit Diesel Corp.

Ignition Type.................................................................................................................... Compression (Diesel)

Number of Cylinders........................................................................................................ 3

Bore and Stroke - in. (mm).............................................................................................. 3.875 x 4.5 (98 x 114)

Displacement - in.3(L) .................................................................................................... 159 (2.6)

Compression Ratio .......................................................................................................... 21:1

Combustion System ........................................................................................................ Direct Injection

Engine Type...................................................................................................................... Inline, 2 Cycle

Aspiration ........................................................................................................................ Natural

Firing Order (CW Rotation).............................................................................................. 1-3-2

Charge Air Cooling Type .................................................................................................. None

Blower Type .................................................................................................................... Roots

Blower Drive Ratio .......................................................................................................... 2.49:1

Rotation (Viewed from Front)

Clockwise .................................................................................................................... Standard

Counter-Clockwise ...................................................................................................... Consult Factory

Engine Crankcase Vent System........................................................................................ Open

Dimensions and Weight

Length - in. (mm) (From Drive Flange)........................................................................ 35.2 (894.3)

Width - in. (mm).......................................................................................................... 29.6 (751.8)

Height - in. (mm) (Above Crankshaft Center Line) .................................................... 31.3 (795.0)

Weight, Dry - lb. (kg) .................................................................................................. 1128 (512)

Wet - lb. (kg) ........................................................................................................ 1205 (547)

Installation Drawing ........................................................................................................ D-436

Cooling System 1470 1760 2100 2350 2600 2800 3000

Engine H2O Heat - Btu/sec. (kJ/sec.)......................27 (28) 33 (35) 45 (47) 52 (55) 56 (59) 58 (61) 61 (64)

Engine Radiated Heat - Btu/sec. (kJ/sec.) .......................................................................... 11.8 (12.4)

Heat Exchanger Minimum Flow

60˚F Raw H2O - gal./min. (L/min.) .................... 4.5 (17) 5.0 (19) 6 (23) 6.5 (25) 7.0 (26) 7.5 (28) 8.0 (30)

95˚F Raw H2O - gal./min. (L/min.) .................... 6.5 (25) 7.0 (26) 8 (30) 8.5 (32) 9.0 (34) 9.5 (36) 10 (38)

Heat Exchanger Maximum Cooling H2O

Inlet Pressure - lb./in.2(kPa) .......................................................................................... 20 (138)

Flow - gal./min. (L/min.).................................................................................................. 40 (151)

Thermostat, Start to Open - ˚F (˚C)...................................................................................... 170 (77)

Fully Open - ˚F (˚C) .................................................................................................... 187 (86)

Engine Coolant Capacity - qt. (L) ........................................................................................ 16 (14)

Coolant Pressure Cap - lb./in.2(kPa).................................................................................. 9 (62)

Maximum Engine H2O Temperature - ˚F (C) ...................................................................... 200 (93)

Minimum Engine H2O Temperature - ˚F (˚C) ...................................................................... 160 (71)

Electric System - DC All Speeds

System Voltage (Nominal) .............................................................................................. 12

Battery Capacity for Ambients Above 32˚F - CCA @ 0˚F .................................................. 640

Voltage (Nominal)........................................................................................................ 12

Qty. per Battery Bank .................................................................................................. 1

SAE size per J537........................................................................................................ 4D-640

Battery Cable Circuit*, Max Resistance - ohm ................................................................ 0.00098

Battery Cable Minimum Size

0-120 in. Circuit* Length ........................................................................................ No. 00

121-160 in. Circuit* Length ........................................................................................ No. 000

161-200 in. Circuit* Length ........................................................................................ No. 0000

Charging Alternator Output - Amp. .................................................................................. 42

Starter Cranking Amps - @ 40˚ F .................................................................................... 470

*Positive and Negative Cables Combined Length

NOTE: This Engine Is Intended For Indoor Installation Or In A Weatherproof Enclosure.

(Continued)

Page 47-A-1

DDFP-03DN

INSTALLATION & OPERATION DATA (Continued)

1470 1760

Exhaust Flow - ft.3/min. (m3/min.)............................................ 576 (16) 646 (18) 710 (20) 762 (22) 818 (23)

Exhaust Temperature - ˚F (˚C).................................................... 840 (449) 840 (449) 845 (452) 855 (457) 860 (460)

Maximum Allowable Back Pressure -

in. H2O (kPa) ........................................................................ 40 (10.1) 40 (10.1) 40 (10.1) 40 (10.1) 40 (10.1)

Min. Exhaust Pipe Dia.-in. (mm)** ..........................................

Fuel System

Fuel Pressure - lb./in.2(kPa) .................................................... 70 (482) 72 (496) 74 (510) 75 (517) 76 (524)

Fuel Consumption - gal./hr. (L/hr.) ............................................ 4.8 (18.2) 5.3 (20.0) 5.5 (20.8) 5.9 (22.3) 6.1 (23.1)

Fuel Return Rate - gal./hr. (L/hr.) .............................................. 50.0 (189) 50.0 (189) 50.0 (189) 50.0 (189) 50.0 (189)

Total Fuel Flow - gal./hr. (L/hr.).................................................. 54.8 (207) 55.3 (209) 55.5 (210) 55.9 (211) 56.1 (212)

Minimum Line Size - Supply - in. (mm)** ...................................................................... .50 (13) Sch. 40 - Black

Minimum Line Size - Return - in. (mm)** ...................................................................... .38 (10) Sch. 40 - Black

Maximum Allowable Fuel Pump Suction

Clean System - in. H2O (kPa) ...................................................................................... 82 (20)

Dirty System - in. H2O (kPa) ...................................................................................... 164 (40)

Maximum Allowable Head on Fuel Pump - ft. (m) .......................................................... 5.0 (1.5)

Fuel Filter Micron Size - Primary...................................................................................... 30

Secondary.................................................................................................... 10

Fuel Injector/Timing - in. (mm)........................................................................................ 1.490 (37.846)

Fuel Modulator/Setting .................................................................................................... None

Heater System All Speeds

Jacket Water Heater ........................................................................................................ Standard

Wattage (Nominal) ...................................................................................................... 1000

Voltage - VAC, 1P ........................................................................................................ 115

Optional Voltage - VAC, 1P .......................................................................................... 230

Lube Oil Heater (Required When Ambient Is Below 50˚F (10˚C)...................................... Optional

Wattage........................................................................................................................ 125

404 (11)

810 (432)

65 (448)

3.2 (12.1)

50.0 (189) 50.0 (189)

53.2 (201)

498 (14)

850 (454)

40 (10.1)40 (10.1)

3.0 (76)

68 (469)

3.9 (14.8)

53.9 (204)

2100 2350 2600Exhaust System

3.0 (76) 3.0 (76) 3.0 (76) 3.5 (89) 3.5 (89)

2800 3000

Induction Air System

Air Cleaner Type ........................................................................ Indoors Service Only - Washable

Air Intake Restriction Maximum Limit

Dirty Air Cleaner - in. H2O (kPa) .......................................... 20 (5.0) 20 (5.0) 20 (5.0) 20 (5.0) 20 (5.0)

Clean Air Cleaner - in. H2O (kPa) .......................................... 15 (2.3) 15 (2.3) 15 (2.3) 15 (2.3) 15 (2.3)

Engine Air Flow - ft.3/min. (m3/min.) .................................... 238 (6.7) 267 (7.6) 292 (8.3) 311 (8.8) 333 (9.4)

Lubrication System All Speeds

Oil Pressure - normal - lb./in.2(kPa) .............................................................................. 40-70 (276-433)

In Pan Oil Temperature - ˚F (˚C) ...................................................................................... 200-235 (93-113)

Oil Pan Capacity - High - qt. (L) ...................................................................................... 10.5 (9.9)

Low - qt. (L)...................................................................................................... 7.5 (7.1)

Total Oil Capacity with Filters - qt. (L).............................................................................. 12.5 (11.8)

Performance

BMEP - lb./in.2(kPa) ................................................................ 88 (607) 88 (607) 84 (579) 80 (552) 76 (524)

Piston Speed - ft./min. (m/min.)................................................ 1575 (480) 1763 (537) 1950 (594) 2100 (640) 2250 (685)

Noise - dB (A) @ 1m ................................................................ 97 98 98.4 (EST) 98.6 (EST) 98.8 (EST)

Smoke - Bosch number ............................................................

Power Curve .................................................................................................................... CDDA - 5034 - 02

**Based On Nominal System. Flow Analysis Must Be Done To Assure Adherance To System Limitations.

(Minimum Exhaust Pipe Diameter is based on 15 feet of pipe, one elbow, and a silencer

pressure drop no greater than one half the max. allowable back pressure.)

CDDA MAR 97 JTW

***Review For Power Deration If Air Entering Engine Exceeds 77˚ F (25˚ C).

1470

15 (2.3)

171 (4.8)

1470

83 (572)

1103 (336)

1760

20 (5.0)20 (5.0) 15 (2.3)

204 (5.8)

1760

88 (607)

1320 (402)

10 (3)10 (3)

2100 2350

23502100

2600 2800 3000

2600 30002800

Page 47-A-2

DDFP-03DT

INSTALLATION & OPERATION DATA

Basic Engine Description All Speeds

Engine Manufacturer........................................................................................................ Detroit Diesel Corp.

Ignition Type.................................................................................................................... Compression (Diesel)

Number of Cylinders........................................................................................................ 3

Bore and Stroke - in. (mm).............................................................................................. 3.875 x 4.5 (98 x 114)

Displacement - in.3(L) .................................................................................................... 159 (2.6)

Compression Ratio .......................................................................................................... 18:1

Combustion System ........................................................................................................ Direct Injection

Engine Type...................................................................................................................... Inline, 2 Cycle

Aspiration ........................................................................................................................ Turbocharger

Firing Order (CW Rotation).............................................................................................. 1-3-2

Charge Air Cooling Type .................................................................................................. None

Blower Type .................................................................................................................... Roots By-Pass

Blower Drive Ratio .......................................................................................................... 2.49:1

Rotation (Viewed from Front)

Clockwise .................................................................................................................... Standard

Counter-Clockwise ...................................................................................................... Consult Factory

Engine Crankcase Vent System........................................................................................ Open

Dimensions and Weight

Length - in. (mm) (From Drive Flange)........................................................................ 35.2 (894.3)

Width - in. (mm).......................................................................................................... 29.9 (760.5)

Height - in. (mm) (Above Crankshaft Center Line) .................................................... 31.3 (795.0)

Weight, Dry - lb. (kg) .................................................................................................. 1153 (523)

Wet - lb. (kg) ........................................................................................................ 1230 (558)

Installation Drawing ........................................................................................................ D-436

Cooling System 1470 1760 2100 2350 2600 2800 3000

Engine H2O Heat - Btu/sec. (kJ/sec.)......................50 (53) 65 (69) 91 (96) 114 (120) 132 (139) 138 (146) 145 (153)

Engine Radiated Heat - Btu/sec. (kJ/sec.) .......................................................................... 11.8 (12.4)

Heat Exchanger Minimum Flow

60˚F Raw H2O - gal./min. (L/min.)...................... 7 (27) 8 (30) 11 (42) 14 (53) 16 (61) 17 (64) 18 (68)

95˚F Raw H2O - gal./min. (L/min.)...................... 9 (34) 10 (38) 13 (49) 16 (61) 18 (68) 19 (72) 20 (76)