Detroit Diesel Engine DDFP Service Manual
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
FM
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
FM
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
AIR
AIR
AIR
AIR
AIR
Fig. 1 - In-Line Cylinder Arrangement
AIR
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
on
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
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
3.875
98
4.5
114
18.7:1
21.0:1
159
2.61
4
General Specifications - DDFP Models
06FA
06FH
3
4.25
108
5
127
– –
18.7:1
213
3.49
4
L8FA
08FA
4
4.25
108
5
127
17:1
18.7:1
284
4.66
5
08FH
12FT
6
4.25
108
5
127
17:1
– –
426
6.99
4
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
6
4.84
123
5
127
17:1
552
9.05
4
2 Cycle
6
4.84
123
5
127
15:1
552
9.1
4
2 Cycle
8
4.84
123
5
127
17:1
736
12.07
5
2 Cycle
8
4.84
123
5
127
15:1
736
12.07
5
2 Cycle
12
4.84
123
5
127
17:1
1104
18.1
8
2 Cycle
12
4.84
123
5
127
15:1
1104
18.1
8
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
45
40
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
Engine
Wear
Engine
Wear
Engine
Coolant
Engine
Coolant
40.0
15.0
1.0
2.0
0.30
20.0
2.5
1000
150
25
50
20
** 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
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