Series 149
13400 Outer Drive, West / Detroit, Michigan 48239-4001 Telephone: 313-592-5000 FAX: 313-592-7288
©Copyright
1996 Detroit Diesel Corporation Detroit Diesel, Power Cool, reliabilt, and the spinning arrows design are registered trademarks of Detroit Diesel Corporation. 6SE503 9603 As technical advancements continue, specifications will change. Printed in U.S.A.
Engine Operator's Guide
Table of Contents To the Operator This guide contains instructions on the safe operation and preventive maintenance of your Detroit Diesel engine. Maintenance instructions cover routine engine services such as lube oil and filter changes in enough detail to permit self-servicing, if desired. The operator should become familiar with the contents of this guide before operating the engine or carrying out maintenance procedures. Power-driven equipment is only as safe as the person operating the controls. You are urged, as the operator of this diesel engine, to keep fingers and clothing away from the revolving belts, drive shafts, etc., on the engine installation. Throughout this guide CAUTIONS regarding personal safety and NOTICES regarding engine performance or service life will appear. To avoid personal injury and insure long engine service life, always heed these instructions.
Whenever possible, it will benefit you to rely on an authorized Detroit Diesel service outlet for all your service needs from maintenance to major parts replacement. Authorized service outlets worldwide stock factory original parts and have the specialized equipment and experienced, trained personnel to provide prompt preventive maintenance and skilled engine repairs. The information and specifications in this publication are based on the information in effect at the time of approval for printing. Contact an authorized Detroit Diesel service outlet for information on the latest revision. The right is reserved to make changes at any time without obligation. Keep this Operator's Guide with the engine installation at all times. It contains important operating, maintenance, and safety instructions.
Subject
Page
CAUTION SUMMARY .............................................................................................................................1-4 ENGINE MODEL AND SERIAL NUMBER DESIGNATION ...........................................................................5 Option Labels ............................................................................................................................................5 OPERATING INSTRUCTIONS ..............................................................................................................6-12 Preparations for Starting the Engine the First Time ..................................................................................6 Starting the Engine ..................................................................................................................................8 Running the Engine ................................................................................................................................11 Stopping the Engine ..............................................................................................................................12 Emergency Jump Starting ......................................................................................................................12 DDEC OPTIONS ................................................................................................................................13-20 Industrial Engines ...................................................................................................................................13 Marine Engines.......................................................................................................................................18 ENGINE SYSTEMS .................................................................................................................................21 LUBRICATION AND PREVENTIVE MAINTENANCE.............................................................................21-38 Preventative Maintenance Cautions...................................................................................................22-23
CALIFORNIA Proposition 65 Warning Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects, and other reproductive harm.
"HOW TO" SECTION ..........................................................................................................................38-57 How to Select Lubricating Oil ................................................................................................................38 When to Change Oil ..............................................................................................................................41 How to Select Diesel Fuel ......................................................................................................................43 How to Replace the Lube Oil and Filters ..............................................................................................47 How to Replace the Fuel Filter and Strainer ...........................................................................................48 Engine Out of Fuel—How to Restart ......................................................................................................51 How to Prime the Fuel System ...............................................................................................................52
WARRANTY
How to Select Coolant ..........................................................................................................................53
The applicable engine warranty is contained in the booklet entitled “Warranty Information on Detroit Diesel Engines,” available from authorized Detroit Diesel service outlets.
How to Drain and Flush the Cooling System ..........................................................................................56 SPECIFICATIONS ...............................................................................................................................58-59 SERVICE PUBLICATIONS .......................................................................................................................60 CUSTOMER ASSISTANCE .................................................................................................................60-62
©Copyright
1996 Detroit Diesel Corporation Detroit Diesel, the spinning arrows, Power Cool, Power Trac and reliabilt are trademarks or registered trademarks of Detroit Diesel Corporation. Fuel Pro 40 and Mega Filter are registered trademarks of the Davco Manufacturing Corporation. Nalcool and Nalprep are licensed trademarks of the Penray Companies. 6SE503 Rev. 9601 As technical advancements continue, specifications will change. Printed in U.S.A.
CAUTION SUMMARY
CAUTION:
The following cautions must be observed by the operator of the vehicle, vessel, or machinery in which this engine is installed and/or by those performing basic engine preventive maintenance. Failure to read and heed these cautions and exercise reasonable care for personal safety and the safety of others when operating the engine or performing basic engine preventive maintenance may result in personal injury and engine and/or vehicle, vessel, or machinery damage.
The operator of a DDEC-equipped vehicle must not attempt to use or read a diagnostic data reader of any kind while the unit is operating. Doing so can result in loss of vehicle control, which may cause vehicle damage and may result in personal injury. When engine or electronics system diagnosis is required on a DDEC-equipped vehicle, this must be done by a person other than the operator. The operator must maintain control of the moving vehicle while the assistant performs the diagnosis.
1. Observe the following cautions when operating the engine:
2. Observe the following cautions when performing basic preventive maintenance on the engine:
CAUTION: The operator of a DDEC-equipped engine should know the extent of the warning system on his vehicle in order to bring it to a safe stop in the event of an engine malfunction. A description of the warning system and detailed instructions regarding its operation should be obtained from the owner, the seller, or the manufacturer of the vehicle. This information may also be obtained from any authorized Detroit Diesel service outlet. To be confronted with a power down/shutdown situation without knowing how the DDEC system works could cause the vehicle to stop in an unsafe location, posing the possibility of damage to the vehicle and a threat to the safety of the operator.
CAUTION: Engine exhaust may be harmful to your health if inhaled. Please note this caution and remember: ■ Always start and operate the engine in a well ventilated area. ■ If in an enclosed area, vent the exhaust to the outside. ■ Do not modify or tamper with the exhaust system.
CAUTION:
Personal injury and/or property damage may result from fire due to the leakage of flammable fluids such as fuel or lubricating oil. Contain and eliminate all leaks as they occur.
The rotating turbocharger impeller wheel may pose a hazard when the air inlet piping is removed. To avoid possible personal injury when an engine must be operated with the air inlet piping removed, do not start or run the engine without first installing the turbocharger air inlet shield (J 26554-A).
CAUTION: The rotating fan, pulleys, and belts of an operating engine may pose certain hazards when servicing the engine. To avoid possible personal injury, follow these precautions:
Improper use of caustic chemicals may result in personal injury. If cleaning of an engine component should become necessary prior to replacement, follow the solvent manufacturer’s usage, handling, and disposal instructions and observe all manufacturer cautions.
■ If this is not possible or practical (as during transmission fluid level check), keep hands, clothing, and tools away from the fan, pulleys, and belts while the engine is running.
3. Observe the following cautions when using compressed air:
■ Avoid wearing loose clothing or jewelry which can get caught in the fan, pulleys, or belts. Do not place tools where they can fall into the fan system, becoming projectiles which may cause personal injury or property damage.
CAUTION: To prevent possible personal injury when using compressed air, wear adequate eye protection (face plate or safety glasses) and do not exceed 40 psi (276 kPa) air pressure.
■ Those with long hair should tie hair back or contain it in a hat to prevent possible entanglement with the fan, pulleys, or belts.
CAUTION: CAUTION:
When working near the engine, always remove loose items of clothing or jewelry that could get caught in a moving part of the engine and cause personal injury. Safety glasses and hearing protection must also be worn.
Personal injury and/or engine damage may result from direct, physical contact with the vibration damper of an operating engine. This may occur if tools or other objects strike or become lodged behind the damper during operation. An object coming in contact with the damper of an operating engine may be thrown off with force, becoming a dangerous projectile which could cause personal injury, property damage, or both.
To avoid personal injury (burns, eye injury) from the hot oil, do not operate the engine with rocker covers removed for any reason.
CAUTION:
■ Shut down the engine before performing basic preventive maintenance.
CAUTION:
CAUTION:
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CAUTION:
Do not apply compressed air to any part of the body or clothing. Compressed air directed at the face or body may cause eye or hearing injury or other serious physical injury. 4. Observe the following caution when using starting aids: CAUTION: Starting fluid used in capsules is highly flammable, toxic, and possesses sleep-inducing properties. Do not inhale vapors from starting fluid capsules.
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5. Observe the following cautions when jump starting an engine, charging a battery, or working with the vehicle electrical system:
CAUTION: When the temperature of diesel fuel is elevated, as occurs when the fuel is circulated through an operating engine, it may pose the following hazards which should be guarded against: ■ Heated liquid fuel may cause scalding if allowed to come in contact with the skin. Heated diesel fuel can form combustible vapor mixtures in the area around the fuel source. ■ Whenever possible, it is recommended that the engine and fuel be given an opportunity to cool down to ambient temperature before performing service operations which could result in spillage of fuel from the engine or vehicle fuel system. ■ When this is not possible, protective clothing and safety gear (insulated gloves, apron, face shield) should be worn when performing these operations.
CAUTION: To avoid possible personal injury and/or engine damage from accidental engine start-up, always disconnect the battery before servicing the electrical system.
CAUTION: Reversing battery polarity may result in personal injury caused by the sudden discharge of electrolyte from the battery vents and/or the sudden rupture of the battery case by explosion of internal hydrogen gas. Always establish the correct polarity before connecting cables to the battery or battery circuit.
7. Observe the following cautions when servicing the cooling system:
9. Observe the following cautions when replacing the engine lubricating oil and filters:
CAUTION:
CAUTION:
To avoid personal injury, do not remove the pressure control cap from the radiator or attempt to drain the coolant until the engine has cooled. Once the engine has cooled, use extreme caution when removing the cap. The sudden release of pressure from a heated cooling system can result in a loss of coolant and possible personal injury (scalding, eye injury, etc.) from the hot liquid.
When the temperature of engine lubricating oil is elevated, as occurs when the oil is circulated through an operating engine, it may pose the following hazards which should be guarded against: ■ Heated oil may cause scalding if allowed to come in contact with the skin. ■ Protective clothing and safety gear (insulated gloves, apron, face shield) should be worn when draining hot lubricating oil. ■ Lubricating oil should be drained and replaced in a well ventilated area that is kept free of bystanders.
CAUTION: Mop up or absorb spilled coolant immediately to avoid danger of possible slip and fall injury.
CAUTION:
8. Observe the following cautions when working on the engine air intake system:
Keep open flames, sparks, electrical resistance heating elements, or other potential ignition sources away and do not smoke when draining or replacing lubricating oil.
CAUTION: CAUTION:
Do not touch battery terminals, alternator terminals, or wiring cables while the engine is operating. Severe electrical shock, which may lead to personal injury, may result from improper shielding of electrical components.
Engine or vehicle fuel system service operations should be performed in a well ventilated area that is kept free of bystanders.
6. Observe the following cautions when fueling the vehicle, replacing fuel filters or working with the engine fuel system:
CAUTION: Keep open flames, sparks, electrical resistance heating elements, or other potential ignition sources away and do not smoke during vehicle refueling or other service operations which could result in the escape of liquid or vaporized diesel fuel.
CAUTION: The addition of gasoline to diesel fuel will create a serious fire hazard. Do not mix gasoline with diesel fuel.
CAUTION: Mop up or absorb spilled fuel immediately to avoid danger of possible slip and fall injury.
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CAUTION: To avoid personal injury (burns from the turbocharger or engine) or turbocharger damage, do not remove, attach, or tighten turbocharger air intake ducting while the engine is operating or operate the engine with the ducting removed.
CAUTION: Mop up or absorb spilled lubricating oil immediately to avoid danger of possible slip and fall injury.
CAUTION: The rotating turbocharger impeller wheel may pose a hazard when the air inlet piping is removed. To avoid possible personal injury when an engine must be operated with the air inlet piping removed, do not start or run the engine without first installing the turbocharger air inlet shield (J 26554-A).
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Option Labels
ENGINE MODEL AND SERIAL NUMBER DESIGNATION
Computerized, paper laminate engine option labels are attached to the valve rocker cover(s). These labels contain the engine serial number and model number and, in addition, list any optional equipment used on the engine. With any order for parts, the engine model and serial number must be given. If a type number is shown on the option label covering the equipment required, this number should also be included on the parts order. Marine gears, transmissions, and power take-offs generally carry their own name plates. The model and serial number information on these plates is useful when ordering parts for these assemblies.
The engine serial number and model number are stamped on the cylinder block in the following locations (as viewed from the flywheel end): 8V-149
Left, rear on rocker cover rail
12V, 16V, 20V-149
Right side of front block, on rocker cover rail
0228 0140 0110 1075 0400 0123 0093 1019 0921 UNIT
1671 0189 0122 0271 0038 0004 0849 1372 0550 UNIT
AIR BOX DRAIN ENG LIFT BRKT CRANKSHAFT FLYWHEEL CONN ROD/PSTN OIL PUMP OIL FIL TUBE DIPSTICK VENT SYSTEM 16E0011785 S.O.
FAN MOUNTS WATER PUMP WAT OTLT ELBO FUEL PUMP BLO DRV SHAFT INTERCOOLER AIR INLT HSG AIR COMP ROCKER COVER 16E0011785 S.O.
0221 CYL HEAD 0796 F/W HOUSING 0165 VIB DAMPER 0037 F/HSG ADAPT 0860 OIL PAN 0491 OIL DIST 1246 OIL COOLER 0465 OIL FILTER 0182 C/S COVER 7A36827 MODEL 91637C01
0306 C/S PULLEY 0145 WAT PUMP CVR 0048 WATER FILTER 0310 INJECTOR 0002 BLWR BP CONTR 0870 FUEL FILTER 0332 INJ CONT ELEC 0877 CAM/GR TRAIN 0922 VENT SYSTEM 7A36827 MODEL 91637C01
THIS ENGINE DESIGNED TO OPERATE AT 1800 HP AT 01900 RPM INJ. TIMING VALVE LASH. STARTING AID THRTDLY/FMOD MAX RPM NL 01920 STD GT STD CAM SPEC PBB8502
NONE C/S PUL BELT 0177 THERMOSTAT 0560 EXH MANIFOLD 0652 BLOWER 1472 TURBOCHARGER 1891 FUEL LINES 0562 ENGINE MOUNTS 0376 VALVE MECH 2289 GEN PULLEY SPEC PB8502
Typical 16V-149 industrial engine option label
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add coolant until the level stabilizes at the “Full Cold” level, usually the bottom of the filler neck extension. If a coolant recovery bottle is used, fill the surge tank completely and add coolant to the proper level in the bottle. For more detailed coolant recommendations, refer to How to Select Coolant (page 53).
CAUTION: Before operating or servicing the engine, read the Cautions shown on pages 2-5. Failure to heed Cautions may result in personal injury and/or engine damage.
OPERATING INSTRUCTIONS
4. After filling the cooling system, close all air bleed petcocks.
Preparations for Starting the Engine the First Time
5. Entrapped air must be purged after filling the cooling system. To do this, refer to Inspection - Cooling System under Running the Engine (page 11). 6. On radiator-cooled units: ■ Check to make sure the front of the radiator is unblocked and free of debris. ■ Maintain 7 - 10 psi (48.3 - 69 kPa) pressure during engine operation. Make sure a 14 psi (97 kPa) minimum pressure cap is installed. 7. On marine units, perform these additional steps: ■ Check sea water strainers and remove any accumulations of seaweed or debris. Make sure all thruhull valves, other valves in the cooling system, and raw water sea lines are open. ■ Remove the cover from the JABSCO raw water pump. Visually inspect the impeller for signs of damaged or broken vanes. Replace the impeller if damaged. Reinstall the cover with a new gasket.
When preparing to start a new or newly overhauled engine or an engine which has been in storage, perform all of the operations listed below. Failure to follow these instructions may result in serious engine damage. Before a routine start, see “Daily” checks in the Lubrication and Preventive Maintenance chart (page 27). CAUTION:
U.S.A.
L13188
When working near the engine, always remove loose items of clothing or jewelry that could get caught in a moving part of the engine and cause personal injury. Safety glasses and hearing protection must also be worn. Cooling System Checks 1. Make sure all the drain cocks in the cooling system are installed (drain cocks are often removed for shipping) and are closed tightly.
U.S.A.
L13188
2. Open the air bleed petcock on the water return line of the water-cooled turbocharger (if used) and any other air bleed petcocks in the cooling system. 3. Remove the radiator or heat exchanger fill cap and fill with genuine Detroit Diesel Power Cool antifreeze or an equivalent ethylene glycol-base antifreeze solution in the required concentration. In extremely hot environments, clean, soft, water properly inhibited with silicate-free Detroit Diesel Power Cool 3149 SCA may be used. Continue to
NOTICE: Failure to install a new gasket and tighten cover bolts securely can result in pump leakage at start-up.
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■ Prime the JABSCO raw water pump by removing the pipe plug or zinc provided in the pump outlet elbow and pouring at least a pint of water into the pump. Reinstall the plug or zinc.
bearings at start-up, disconnect the oil supply lines from the turbocharger and manually fill the center housings with clean engine oil. Replace the oil supply lines. The oil should be the same weight and viscosity as that used in the crankcase. After pre-lubricating, add additional oil to bring the level to the proper mark on the dipstick. Refer to How to Select Lubricating Oil (page 38) for lubricant recommendation. Make sure the transmission or marine gear and all optional equipment is filled to the proper level with the fluid recommended by the manufacturer.
NOTICE: Failure to prime the raw water pump may result in damage to the flexible pump impeller and engine overheating. ■ Prime the GILKES raw water pump by removing the primer section outlet hose and filling the priming section with one gallon of water. Replace the hose before starting.
F
L
■ On heat exchanger or keel-cooled units, make sure a 14 psi (97 kPa) minimum pressure cap is installed. Check for proper rating.
Check lube oil level before starting
Extended Storage—An engine in storage for an extended period of time (over winter, for example) may accumulate water in the oil pan through normal condensation of moisture (always present in the air) on the cold internal surfaces of the engine. Lube oil diluted by water cannot provide adequate bearing protection at engine startup. For this reason, Detroit Diesel recommends replacing the engine lube oil and filter(s) after extended storage.
Prime the raw water pump
Lubrication System Checks
NOTICE: Failure to eliminate water-diluted lube oil may lead to serious engine damage at startup.
The lubricating oil film on the rotating parts and bearings of a new or newly overhauled engine, or one which has been in storage for six months or more, may be insufficient when the engine is started for the first time. Insufficient lubrication at start-up can cause serious damage to engine components. To insure an immediate flow of oil to all bearing surfaces at initial engine start-up, the engine lubrication system should be charged with a commercially available pressure pre-lubricator set at 25 psi (172 kPa). If this is impractical, rocker covers should be removed and clean lubricating oil should be poured over the rocker arms. To insure an immediate flow of oil to turbocharger
Fuel System Checks Fill the tank with the recommended fuel. Keeping tanks full reduces water condensation and helps keep fuel cool, which is important to engine performance. Full tanks also reduce the chances for microbe (black slime) growth. Refer to How to Select Diesel Fuel (page 43) for fuel recommendation. Make sure fuel supply shutoff valves (if used) are open.
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■ Check for matted, crushed, or oil-soaked turbocharger or riser insulation blankets (if equipped). Have damaged or oil-soaked blankets replaced. ■ Check engine mounting bolts for tightness. Retighten, if necessary.
To insure prompt starting and even running and avoid injector damage, the fuel system must be primed before starting fuel system. Refer to How to Prime the Fuel System (Page 52) for priming instructions.
Starting the Engine
NOTICE: Do not use the electric starting motor and engine fuel pump to prime the fuel system. This can result in damage to the starter, fuel pump, and injectors, and cause erratic engine operation due to the amount of air in the lines and filters from the supply tank to the cylinder head. Engines equipped with starting devices dependent on compressed air or gas reservoirs must also be primed before initial startup. Otherwise, reserve pressure can be exhausted and injectors may be damaged from lack of lubrication and cooling. 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 injectors to be damaged without the fuel to cool and lubricate them.
Before starting the engine the first time, perform the operations listed under Preparations for Starting the Engine the First Time (pages 6-8). If the engine has an emergency manual or automatic shutdown system, make sure the controls are set in the open position before starting. The blower and turbocharger may be seriously damaged if the engine is cranked with the air shutdown in the closed position. On units with multiple air shutdown housings, all shutdown valves must be in the open position before starting the engine. If the unit is located in a closed room, start the room ventilating fan or open the windows, as weather conditions permit, so ample air is available for the engine. The engine may require the use of a cold weather starting aid if the ambient temperature is below 40°F (4°C). CAUTION:
If the engine is equipped with a fuel/water separator, drain off any water that has accumulated. Water in fuel can seriously affect engine performance and may cause engine damage. Detroit Diesel recommends installation of a fuel/water separator on marine units and wherever water contamination is a concern.
Starting fluid used in capsules is highly flammable, toxic, and possesses sleep-inducing properties. Do not inhale vapors from starting fluid capsules. Initial Engine Start Non-DDEC Engine
Other Checks
1. Position the transmission or marine gear in neutral.
■ With the engine stopped, check drive belts to make sure they are in good condition (not cracked, torn, worn, or glazed) and are properly adjusted. ■ Make sure the air intake system is free of foreign objects, rust, or scale. ■ Make sure cable connections to the engine batteries are clean and tight and battery electrolyte level is normal. ■ Check turbocharger(s) for signs of oil, coolant, or exhaust leaks. Leaks should be corrected before starting the engine.
2. Set the speed control lever at part throttle, then bring it back to the desired no-load speed. In addition, make sure the stop lever on the cover of mechanical governors is in the run position.
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Electric Starter. Start an engine equipped with an electric starting motor as follows:
Initial Engine Start DDEC Industrial Engine
Initial Engine Start DDEC Marine Engine
1. Press the starter switch firmly.
1. With the transmission (if equipped) in neutral or park, turn the ignition key on.
1. With the marine gear in neutral, turn the ignition key on. You will notice that both the “Check Engine” and “Stop Engine” lights on the Marine Interface Module or “MIM” will come on. This is the result of the DDEC computer diagnosing the system to ensure everything is functional, including the light bulbs for the “Check Engine” and “Stop Engine” warning lights. If everything is okay, both lights will go out in approximately five seconds. A green light will remain lit as long as the ignition is on. The electronic display panels at the control bridge also complete a diagnostic check when the ignition key is turned on. The electronic display module or “EDM” (if used) does not contain “Check Engine” and “Stop Engine” lamps, but features the words “STOP” and “CHECK” on the panel face. When the ignition key is turned on, the EDM checks every segment on the panel face and sets itself for display of engine parameters. If the vessel is equipped with the DDEC Imaging System, you will notice that it also does not contain “Check Engine” and “Stop Engine” lamps, but does a self-diagnostic check when turned on.Should a psi system fault be present at any time, both display versions will present on the screen the diagnostic code number and a brief word description of the fault condition. 2. Start the engine after the lights go out. Start the engine by pressing the starter switch firmly.
You will notice that the “Check Engine” and “Stop Engine” lights will come on. This is the result of the DDEC computer diagnosing the system to ensure everything is functional, including the light bulbs for the “Check Engine” and “Stop Engine” warning lights. If everything is okay, all lights will go out in approximately two seconds.
NOTICE: To prevent serious starting motor damage, do not press the starter switch again after the engine has started. 2. If the engine fails to start within 15 seconds, release the starter switch and allow the starting motor to cool for 15 seconds before trying again. If the engine fails to start after four attempts, an inspection should be made to determine the cause.
2. With foot OFF the foot pedal, or in minimal throttle/speed control setting, start the engine after the lights go out. Start the engine by pressing the starter switch firmly. NOTICE: If the warning lights stay on, or if they do not come on momentarily after turning on the ignition, consult with a Detroit Diesel technician. Operating the engine under these circumstances may result in engine damage.
Starting Tip: Some white smoke is normal at startup when the engine is cold and will clear up shortly after the engine warms. However, if you experience excessive smoke at cold start-up, depress the stop button or cable at the same time you press the starter button and crank the engine for a few seconds. Release the stop button or cable and continue to crank the engine until it starts (but not longer than 15 seconds). This will preheat the cylinders and reduce white smoke at start-up.
NOTICE: To prevent serious starting motor damage, do not press the starter switch again after the engine has started.
Air Starter. Because of the limited volume of most storage tanks and the relatively short duration of the cranking cycle, it is important to make sure the engine is ready to start before activating the air starter. Start an engine equipped with an air starter as follows:
If the engine fails to start within 15 seconds, release the starter switch and allow the starter motor to cool for 15 seconds before trying again. If the engine fails to start after four attempts, an inspection should be made to determine the cause.
1. Check the pressure in the air storage tank. If necessary, add air to bring the pressure up to at least the recommended minimum for starting. 2. Press the starter button firmly and hold until the engine starts.
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Electronic Display Module
If the engine fails to start within 15 seconds, release the starter switch and allow the starting motor to cool for 15 seconds before trying again. If the engine fails to start after four attempts, an inspection should be made to determine the cause.
DDEC Imaging System
NOTICE: If the warning lights on the MIM (Marine Interface Module) stay on, or if they do not come on momentarily after turning on the ignition key, consult with a Detroit Diesel service technician. In the former case, the bridge displays will show the active fault codes. Operating the engine under these circumstances may result in engine damage.
NOTICE: To prevent starting motor damage, do not press the starter switch again after the engine has started.
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If all of the coolant is drawn out of the recovery bottle when the engine cools, remove the pressure control cap from the radiator or heat exchanger tank and check to make sure the coolant level is at the bottom of the filler neck. Add coolant as required, replace the pressure cap, and fill the recovery bottle to the “Full Cold” level, or no more than one-quarter of its volume. Pressurize deaeration tank on direct radiator-cooled units as indicated above before restarting.
Running the Engine Oil Pressure CAUTION: To avoid personal injury from the hot oil, do not operate a Series 149 engine with rocker covers removed for any reason.
NOTICE: Failure to properly fill the cooling system and purge it of air can result in engine overheating and serious engine damage.
Observe the oil pressure gauge or electronic display immediately after starting the engine. A good indicator that all of the moving parts are getting lubrication is when the oil pressure gauge registers pressure (10 - 69 kPa at hot idle speed). If there is no oil pressure indicated within 10 to 15 seconds, stop the engine and check the lubricating system. The pressure should not fall below 65 psi (448 kPa) at 1800 rpm, and normal operating pressure should be higher. If pressure does not fall within these guidelines, it should be checked with a remote gauge.
Do not overfill the recovery bottle, since this can result in spillage as the coolant expands during engine operation. On marine units check to make sure that raw water is flowing out the exhaust outlet or raw water discharge pipe. Look for coolant, fuel, or lubricating oil leaks at this time. If any are found, shut down the engine immediately and have leaks repaired after the engine has cooled. Crankcase — If the engine oil was replaced, stop the engine after normal operating temperature has been reached. Allow the oil to drain back into the crankcase for approximately thirty (30) minutes, and check the oil level. If necessary, add oil to bring the level to the proper mark on the dipstick. Use only the heavy-duty oils recommended in How to Select Lubricating Oil (page 38) in this guide. Turbocharger — Make a visual inspection of the turbocharger for air leaks, oil leaks, coolant leaks, exhaust leaks, excessive noise or vibration. Stop the engine immediately if a leak or unusual noise or vibration is noted. Do not restart the engine until the cause of the concern has been investigated and corrected. Authorized Detroit Diesel service outlets are properly equipped to perform this service.
Warm-up Run the engine at part throttle for about five (5) minutes to allow it to warm up before applying a heavy load. Inspection Cooling System — Entrapped air must be purged after filling the cooling system. To do this, proceed as follows: Industrial Radiator-Cooled Units — Make sure regulated pressure of 7-10 psi (48.3-69 kPa) is maintained during warm-up and that the pressure cap is sealing properly. If the cooling system is equipped with open petcocks, vent petcocks on engine deaeration fittings until coolant (no air) comes out. Close petcocks. Other Units — Allow the engine to warm-up without the pressure cap installed. With the transmission or marine gear in neutral, run at high idle speed, and add coolant as required. Vent the petcock on the deaeration line at the water-jacketed turbocharger (if equipped) until coolant (no air) comes out. Install the pressure cap after the coolant level has stabilized at the bottom of the radiator or heat exchanger tank filler neck.
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Stopping the Engine
NOTICE: If the emergency air shutdown is used to stop the engine in an emergency situation, always have the shutdown checked for damage and for proper operation before the engine is returned to service. This is especially important if shutdown is made at high engine RPM. To ensure positive valve closure should another emergency shutdown be required, the shutdown must be checked and required repairs or adjustments made at this time. Failure to observe this precaution may permit engine run-on when the emergency shutdown is activated.
Normal Stopping NOTICE: Stopping a turbocharged engine immediately after high speed operation may cause damage to the turbochargers, as they will continue to turn without an oil supply to the bearings. 1. Decrease engine speed back to normal idle and put all shift levers in the neutral position. 2. Allow the engine to run between idle and 1000 rpm with no load for several minutes. This allows the engine and the turbochargers to cool down.
Emergency Jump Starting The DDEC III electronic control system operates on 12 or 24 volts DC. If a DDEC III engine with electric starting motors requires emergency jump starting, do not exceed 32 volts DC.
Emergency Stopping The emergency shutdown should be used only when the engine does not respond to the normal stop engine procedure. To shut down the engine, simply activate the emergency shutdown control. This is an electrical switch or mechanical lever which is normally identified as such on the control panel.
CAUTION: Reversing battery polarity may result in personal injury caused by the sudden discharge of electrolyte from the battery vents and/or the sudden rupture of the battery case by explosion of internal hydrogen gas. Always establish the correct polarity before connecting cables to the battery or battery circuit.
NOTICE: Never use the emergency shutdown system, except in an emergency. Use of the emergency shutdown can cause lubricating oil to be sucked past the blower oil seals and into the air stream and may also cause blower and turbocharger damage.
NOTICE: Jump starting with voltages greater than those indicated or reversing battery polarity may damage the ECM (Electronic Control Module). Failure to observe this precaution can also result in alternator and/or equipment damage.
The air shutdown, located in the air inlet housing, must be reset by hand and the “emergency stop” knob pushed in before the engine is ready to start again.
Before attempting to jump start the engine, make sure jumper cables are connected properly (positive to positive, negative to negative) and in the proper sequence (negative to negative ground last).
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The DDEC engine is equipped with an electronically controlled fuel injection system. There are no control racks or mechanical linkages to adjust. This system not only helps to improve fuel economy and engine performance, it also helps to reduce cold starting time and may increase initial idle speed for fast engine warm-up and virtual elimination of cold smoke. The DDEC engine has no mechanical governor. Engine horsepower, torque, idle, and engine speed are contained in the internal electronics. Therefore, there are no mechanical governor spring adjustments for idle and high speed control. There is no need for a throttle delay, since emission control is performed through the Electronic Control Module (ECM). When used, the Electronic Foot Pedal Assembly, or EFPA, eliminates the need for any throttle linkage. The DDEC engine has the ability to perform diagnostics for self-checks and continuous monitoring of other system components. DDEC also monitors oil temperature, oil pressure, coolant level, engine coolant temperature and pressure, intercooler temperature and (on SCCC units) pressure, intake air temperature, and boost pressure, crankcase pressure, fuel pressure and temperature, and remote sensors. This diagnostic system is connected to the “Check Engine” and “Stop Engine” lights to provide a visual warning of a system malfunction. The DDEC engine may be equipped with an engine protection system that features a 30 second, stepped-power shutdown or an immediate speed reduction. Both can be programmed with or without complete shutdown in the event a major engine malfunction occurs. The DDEC engine may also have an optional 3-100 minute idle shutdown system. The purpose of this system is to conserve fuel by eliminating excessive idling and to allow for a turbocharger cool down period. To activate the shutdown, the transmission must be in neutral, with the parking brake on. Idling in any other manner will not activate the five-minute idle shutdown system. Many more DDEC system options are available. For complete information on your engine, contact an authorized Detroit Diesel distributor.
DDEC OPTIONS DDEC III Industrial Engines Detroit Diesel engines equipped with DDEC III electronic control systems are identified by a “K” in the sixth position of the model number. Example: 91637K11. NOTICE: If the warning lights stay on, or if they do not come on momentarily after turning on the ignition, consult with a DDEC technician. Operating the engine under these circumstances may result in engine damage. Engines having the Detroit Diesel Electronic Control (DDEC) can be equipped with a variety of options designed to warn the operator of an engine malfunction. The options can range from “Check Engine” and “Stop Engine” panel lights to automatic reduction in engine power followed by optional automatic engine shutdown. The power-down shutdown or propulsion cutout option may be activated by low coolant level, low oil pressure, high oil temperature, high coolant temperature, low engine or intercooler coolant pressure, high intercooler coolant temperature, or high crankcase pressure. The cause of the shutdown must be determined before attempting to restart the engine.
Typical shut-down override switch and engine lights
13
DDEC Power Requirements
NOTICE:
Since the DDEC system is electronic, a battery is required to operate the computer. The system operates with 12 or 24 volt electrical systems. However, in the event of a power supply malfunction, the system will continue to operate at reduced voltage. At reduced voltage, the electronic control system will detect a malfunction. When this occurs the “Check Engine” light will come on. You should not notice any change in engine performance until the battery voltage drops to below 10 volts. At this time a lag in power may occur. While you can still operate the vehicle and proceed to your destination when the “Check Engine” light comes on, a report should be made to a Detroit Diesel technician as soon as possible.
For some applications holding the “Stop Engine Override” switch in will not prevent the engine shutdown sequence. You must continue to reset the automatic shutdown system by pressing the “Stop Engine Override” switch at intervals of approximately 15 to 20 seconds. An important thing to remember is that it takes 30 seconds from the time the automatic shutdown sequence begins until engine shutdown. Therefore, the operator must press the override switch just prior to engine shutdown and continue to do so until the vehicle can be brought to a safe stop. The immediate speed reduction option will bring engine rpm back to a predetermined speed. The engine may or may not shut down, depending on how it is programmed.
NOTICE: When the “Stop Engine” light comes on, the computer has detected a major malfunction in the engine that requires immediate attention. It is the operator’s responsibility to safely pull the vehicle off the road as quickly as possible and shut down the engine to avoid serious damage. Engine Protection The “Stop Engine” malfunction is recorded in the Electronic Control Module. With the 30 second shutdown option, the engine will begin a 30 second, ramped power down. The unit will shut down completely only if programmed for shutdown. To allow for the possibility of the “Stop Engine” automatic shutdown function being activated while the vehicle is operating in a critical situation, an override may be provided. In this situation the operator may elect to “override” the automatic stop engine sequence by pressing the “Stop Engine Override” switch, located on the instrument panel, until a safe stop can be made. The operator only needs to press the override switch every 15 to 20 seconds to prevent engine shutdown from occurring.
Typical shut-down override switch and engine lights
The engine should not be restarted after it has been shut down by the engine protection system unless the problem has been located and corrected. The conditions that will cause the “Stop Engine” light to come on are: ■ Loss of coolant ■ High engine or intercooler coolant temperature ■ Low engine or intercooler coolant pressure ■ High oil temperature ■ Low oil pressure ■ High crankcase pressure ■ Auxiliary shutdown ■ Engine overspeed
14
It is important to point out that whenever the “Check Engine” light or the “Stop Engine” light comes on, the DDEC computer will determine where the problem is, and will then store this information in its memory. If the malfunction is intermittent, the “lights” will come on and go off as the computer senses the changing engine condition. A special diagnostic tool is available that can be plugged into the engine computer memory to extract information related to the cause of the problem. Once the malfunction has been corrected, the DDEC system will return the engine to normal operation. The malfunction code recorded in the computer memory will remain until it is erased by a technician, using the diagnostic data reader.
Diagnostic Codes — DDEC II
NOTICE: If the vehicle is equipped with an OEM-supplied diagnostic switch which connects pins A and M in the Diagnostic Data Reader connector together, the switch must not be switched on when operating the vehicle. If this is done while operating on the limiting speed governor, the diagnostic mode line will be grounded, and the throttle will be forced to idle, affecting vehicle operation. The diagnostic mode will have no effect on engine operation while operating on the variable speed governor.
CAUTION: The operator of a DDEC-equipped engine should know the extent of the warning system on his vehicle in order to bring it to a safe stop in the event of an engine malfunction. A description of the warning system and detailed instructions regarding its operation should be obtained from the owner, the seller, or the manufacturer of the vehicle. This information may also be obtained from any authorized Detroit Diesel service outlet. To be confronted with a power down/shutdown situation without knowing how the DDEC system works could cause the vehicle to stop in an unsafe location, posing the possibility of damage to the vehicle and a threat to the safety of the operator. Welding Precaution
Diagnostic data reader J38500
NOTICE:
The malfunction code can also be obtained by the operator. A diagnostic switch may be provided which, when pressed, will cause the “Check Engine” light (or CEL) to flash a code number. It will, for example, flash twice...pause...flash five times...pause. In other words a code 25. Code 25 indicates all systems are O.K. The codes will continue to flash and repeat as long as the diagnostic switch is held in the “On” position with the ignition on. Other diagnostic codes are shown in the charts on pages 16 and 17.
To prevent damage to the DDEC electronic control system, disconnect the following before welding: battery power and ground cables and the 6-pin power connector at the ECM (Electronic Control Module). Failure to isolate the DDEC system from high current can result in severe ECM damage.
Diagnostic Connector
F
E
D C B A
G H J
K L M
Industrial Engines 8V-149, 12V-149 and 16V-149
TO READ CODES: Use diagnostic data reader or short pin A to pin M. The latter method will flash codes at the CEL
CODE
8V-149 ECM
12V, 16V-149 MASTER ECM
12V, 16V-149 RECEIVER ECM
11 12 13 14 15 16 21 22 23 24 25 26 31 32 33 34 35 36 37 38 41 42 43 44 45 46 47 48 51 52 53 54 55 56 61 - 68 71 - 78 81 82 84 85
VSG Input Sensor Lo Volt VSG Input Sensor Hi Volt Coolant Level Sensor Lo Volt Intercooler Coolant or Oil Temp Sensor Hi Volt Intercooler Coolant or Oil Temp Sensor Lo Volt Coolant Level Sensor Hi Volt Throttle Position Sensor Hi Volt Throttle Position Sensor Lo Volt Fuel Temp Sensor Hi Volt Fuel Temp Sensor Lo Volt No Codes Power Control Enabled Fault on Auxiliary Output ECM Backup System Failure Turbo Boost Sensor Hi Volt Turbo Boost Sensor Lo Volt Oil Pressure Sensor Hi Volt Oil Pressure Sensor Lo Volt Fuel Pressure Sensor Hi Volt Fuel Pressure Sensor Lo Volt Timing Reference Sensor Synchronous Ref Sensor Low Coolant Level Engine Overtemperature Low Oil Pressure Low Battery Voltage Hi Fuel Pressure Lo Fuel Pressure EEPROM Error ECM A/D Failure EEPROM Memory Failure N/A N/A ECM A/D Failure Inj Response Time Long Inj Response Time Short Crankcase Monitor Hi Volt Crankcase Monitor Lo Volt Crankcase Pressure Hi Engine Overspeed
PTO Sensor Lo Volt PTO Sensor Hi Volt Coolant Level Sensor Lo Volt Intercooler Coolant or OIl Temp Sensor Hi Volt Intercooler Coolant or Oil Temp Sensor Lo Volt Coolant Level Sensor Hi Volt Throttle Pos Sensor Hi Volt Throttle Pos Sensor Lo Volt Fuel Temp Sensor Hi Volt Fuel Temp Sensor Lo Volt No Codes Power Control Engine Protection Fault on Auxiliary Output ECM Backup System Failure Front Turbo Boost Sensor Hi Volt Front Turbo Boost Sensor Lo Volt Oil Prs Sensor Hi Volt Oil Prs Sensor Lo Volt Fuel Prs Sensor Hi Volt Fuel Prs Sensor Lo Volt Timing Reference Sensor - Front Synchronous Ref Sensor Low Coolant Level Engine Overtemperature Low Oil Pressure Low Battery Voltage Hi Fuel Pressure Lo Fuel Pressure EEPROM Error ECM A/D Failure EEPROM Memory Failure Vehicle Speed Sensor Proprietary Comm. Link ECM A/D Failure Inj Response Time Long Inj Response Time Short Crankcase Monitor Hi Volt Crankcase Monitor Lo Volt Crankcase Pressure Hi Engine Overspeed
PTO Sensor Lo Volt PTO Sensor Hi Volt N/A Eng Oil Temp Sensor Hi Volt Eng Oil Temp Sensor Lo Volt N/A Throttle Pos Sensor Hi Volt Throttle Pos Sensor Lo Volt N/A N/A No Codes Power Control Engine Protection Fault on Auxiliary Output ECM Backup System Failure Rear Turbo Boost Sensor Hi Volt Rear Turbo Boost Sensor Lo Volt Eng Cool Pressure Sensor Hi Volt Eng Cool Pressure Sensor Lo Volt N/A N/A Timing Reference Sensor - Rear Synchronous Ref Sensor N/A Engine Oil Overtemperature (TOPS) Low Engine Coolant Pressure Low Battery Voltage N/A N/A EEPROM Error ECM A/D Failure EEPROM Memory Failure N/A Proprietary Comm. Link ECM A/D Failure Inj Response Time Long Inj Response Time Short N/A N/A N/A Engine Overspeed
N/A = Not Applicable
CEL EXAMPLES
NOTE: The CEL flashing gives both active and inactive codes.
15
16
DDEC OPTIONS
Diagnostic Codes — DDEC II Diagnostic Connector
F
E
D C B A
G H J
DDEC Operation
Industrial Engines 20V-149
K L M
TO READ CODES: Use diagnostic data reader or short pin A to pin M. The latter method will flash codes at the CEL
CODE
20V-149 MASTER (CENTER) ECM
20V-149 RECEIVER 1 ECM - FRONT
20V-149 RECEIVER 2 ECM - REAR
11 12 13 14 15 16 21 22 23 24 25 26 31 32 33 34 35 36 37 38 41 42 43 44 45 46 47 48 51 52 53 54 55 56 61 - 68 71 - 78 81 82 84 85
PTO Sensor Lo Volt PTO Sensor Hi Volt Coolant Level Sensor Lo Volt Eng Oil Temp Sensor Hi Volt Eng Oil Temp Sensor Lo Volt Coolant Level Sensor Hi Volt Throttle Position Sensor Hi Volt Throttle Position Sensor Lo Volt Fuel Temp Sensor Hi Volt Fuel Temp Sensor Lo Volt No Codes Power Control Enabled Fault on Auxiliary Output ECM Backup System Failure Center Turbo Boost Sensor Hi Volt Center Turbo Boost Sensor Lo Volt Oil Pressure Sensor Hi Volt Oil Pressure Sensor Lo Volt Fuel Pressure Sensor Hi Volt Fuel Pressure Sensor Lo Volt Timing Reference Sensor - Ctr Synchronous Ref Sensor Low Coolant Level Engine Oil Overtemperature Low Oil Pressure Low Battery Voltage Hi Fuel Pressure Lo Fuel Pressure EEPROM Error ECM A/D Failure EEPROM Memory Failure Vehicle Speed Sensor Proprietary Comm. Link ECM A/D Failure Inj Response Time Long Inj Response Time Short Crankcase Monitor Hi Volt Crankcase Monitor Lo Volt Crankcase Pressure Hi Engine Overspeed
PTO Sensor Lo Volt PTO Sensor Hi Volt N/A Eng Cool. Temp Sensor Hi Volt Eng Cool. Temp Sensor Lo Volt N/A Throttle Pos Sensor Hi Volt Throttle Pos Sensor Lo Volt N/A N/A No Codes Power Control Enabled Fault on Auxiliary Output ECM Backup System Failure Front Turbo Boost Sensor Hi Volt Front Turbo Boost Sensor Lo Volt Eng Cool Press Sensor Hi Volt Eng Cool Press Sensor Lo Volt N/A N/A Timing Reference Sensor - Front Synchronous Ref Sensor N/A Engine Coolant Overtemperature Low Engine Coolant Pressure Low Battery Voltage N/A N/A EEPROM Error ECM A/D Failure EEPROM Memory Failure N/A Proprietary Comm. Link ECM A/D Failure Inj Response Time Long Inj Response Time Short N/A N/A N/A Engine Overspeed
PTO Sensor Lo Volt PTO Sensor Hi Volt N/A Intercooler Temp Sensor Hi Volt Intercooler Temp Sensor Lo Volt N/A Throttle Pos Sensor Hi Volt Throttle Pos Sensor Lo Volt N/A N/A No Codes Power Control Enabled Fault on Auxiliary Output ECM Backup System Failure Rear Turbo Boost Sensor Hi Volt Rear Turbo Boost Sensor Lo Volt Intercooler Cool Pressure Sensor Hi Volt Intercooler Cool Pressure Sensor Lo Volt N/A N/A Timing Reference Sensor - Rear Synchronous Ref Sensor N/A Intercooler Cool Overtemperature Low Intercooler Coolant Pressure Low Battery Voltage N/A N/A EEPROM Error ECM A/D Failure EEPROM Memory Failure N/A Proprietary Comm. Link ECM A/D Failure Inj Response Time Long Inj Response Time Short N/A N/A N/A Engine Overspeed
N/A = Not Applicable
CEL EXAMPLES
Since the DDEC system is electronic, a battery is required to operate the computer. The system operates at 12 volts. However, in the event of a power supply malfunction, the system will continue to operate at reduced voltage. At voltage less than 10.5V, the electronic control system will detect a malfunction. When this occurs, The “Check Engine” light will come on and a diagnostic code will show on the bridge display. You may notice a change in engine operation, because DDEC operates with reduced accuracy below 10.5 volts. You will be able to operate the engine at reduced voltage until the battery voltage has reached a point where it will no longer function and the engine will shut down. You can still operate the engine and proceed to your destination when the “Check Engine” light (or CEL) comes on. However, a report should be made to a Detroit Diesel technician as soon as possible.
Marine Engines Marine engines having Detroit Diesel Electronic Controls (DDEC) can be equipped with two display options designed to warn the operator of an engine malfunction. The options are an electronic display module panel (page 10) that displays critical powertrain parameters or a DDEC imaging system (page 10) display that includes many vessel functions as well. The DDEC engine is equipped with an electronically controlled fuel injection system. There are no control racks or mechanical linkages to adjust. This system not only helps to improve fuel economy and engine performance, it also helps to reduce cold starting time and increase initial idle speed for fast warm-up and reduction of cold smoke. The DDEC engine has no mechanical governor. Engine horsepower, torque, idle, and engine speed schedules are contained in the internal electronics. Therefore, there are no mechanical governor spring adjustments for idle and high speed control. There is no need for a throttle delay either, since emission control is performed through the Electronic Control Module (ECM). There is no throttle linkage to go out of adjustment. DDEC engines have the ability to perform diagnostics for self-checks and continuous monitoring of other system components. Depending on the application, DDEC can also monitor oil temperature, coolant temperature, oil pressure, coolant pressure, fuel spill pressure, coolant level, and remote sensors (if used). This diagnostic system is connected to the “Check Engine” and “Stop Engine” lights and the bridge displays to provide a visual warning of a system malfunction. In the event a major engine malfunction occurs, such as low oil pressure, high oil temperature, low coolant level, or high coolant temperature, the “Stop Engine” and “Check Engine” lights are turned on. The electronic displays at the bridge present the diagnostic code numbers and a brief word description of the fault on the display screen.
NOTICE: When the “Stop Engine” light comes on or the word “STOP” appears on the display screen, the computer has detected a major malfunction in the engine that requires immediate attention. It is the operator's responsibility to shut down the engine to avoid serious damage. The conditions that will cause the “Stop Engine” light to come on for marine applications are:
■ Loss of Coolant ■ High Oil Temperature ■ Low Oil Pressure ■ Auxiliary Warning ■ High Crankcase Pressure ■ Engine Overspeed ■ High Engine or Intercooler Coolant Temperature ■ High Engine Oil Temperature ■ Low Engine or Intercooler Coolant Temperature
NOTE: The CEL flashing gives both active and inactive codes.
17
18
It is important to point out that whenever the “Check Engine” light or the “Stop Engine” light comes on, The DDEC computer will determine where the problem is, and will then store this information in its memory. If the malfunction is intermittent, the “Lights” will come on and go off as the computer senses the changing engine condition. A special diagnostic tool (Diagnostic Data Reader, or DDR) is available that can be plugged into the engine computer data link to extract information related to the problem.
NOTICE: The diagnostic switch on the MIM must NOT be switched on when operating the vessel. If this is done, the diagnostic mode line will be grounded, and fuel injection timing will be altered, affecting engine operation. Welding Precaution NOTICE: To prevent damage to the DDEC electronic control system, disconnect the following before welding: battery power and ground cables and the 6-pin power connector at the ECM (Electronic Control Module). Failure to isolate the DDEC system from high current can result in severe ECM damage.
CAUTION: The operator of a DDEC-equipped engine should know the extent of the warning system on his vessel in order to bring it to a safe stop in the event of an engine malfunction. A description of the warning system and detailed instructions regarding its operation should be obtained from the owner, the seller, or the manufacturer of the vessel. This information may also be obtained from any authorized Detroit Diesel service outlet.
Diagnostic Data Reader J-38500-C
The “Stop Engine” malfunction is recorded in the Electronic Control Module for later retrieval by the service technician. Once the malfunction has been corrected, the DDEC system will return the engine to normal operation. The DDR can distinguish between codes now active and those stored in the historic code memory. The malfunction code recorded in the computer memory will remain until it is erased by a technician. The historic malfunction codes can also be obtained by the operator. A “Diagnostic Request” switch is located at the MIM which, when pressed, will cause the “Check Engine” light (or CEL) to flash a code number. It will, for example, flash twice...pause...flash five times...pause. In other words a code 25. Code 25 indicates all systems are working satisfac torily. The codes will continue to flash and repeat as long as the “Diagnostic Request” switch is held in the “On” position with the ignition on. Other diagnostic codes are shown in the chart (page 20).
CAUTION: The operator of a DDEC-equipped vessel must not attempt to use or read a diagnostic data reader of any kind while the unit is operating. Doing so can result in loss of vessel control, which may cause vessel damage and may result in personal injury. When engine or electronics system diagnosis is required on a DDEC-equipped vessel, this must be done by a person other than the operator. The operator must maintain control of the moving vessel while the assistant performs the diagnosis.
DDEC III Diagnostic Codes Marine Engines TO READ CODES: Use diagnostic data reader or depress and hold the diagnostic request switch on the Marine Interface Module (MIM) with the ignition on, engine at idle or not running. Press and hold the switch. Active codes will be flashed on the “Stop Engine” light (SEL) followed by the inactive codes being flashed on the “Check Engine” light (CEL). The cycle will repeat until the operator releases the diagnostic request switch. NOTE: This is a complete list of all DDEC III diagnostic codes. Some of these codes may not apply to DDEC III marine engines, but are included for reference.
Flash Codes 11 12 13 14 15 16 17 18 21 22 23 24 25 26 27 28 31 32 33 34 35 36 37 38 41 42 43 44 45 46 47
Description VSG sensor input voltage low VSG sensor input voltage high Coolant level sensor input voltage low Oil, coolant, or intercooler, temp. sensor input voltage high Oil, coolant, or intercooler, temp. sensor input voltage low Coolant level sensor input voltage high Bypass or throttle, valve position sensor input voltage high Bypass or throttle, valve position sensor input voltage low TPS input voltage high TPS input voltage low Fuel temp. sensor input voltage high Fuel temp. sensor input voltage low No active codes Aux. engine shutdown #1, or #2, input active Air inlet or intake air, temp. sensor input voltage high Air inlet or intake air, temp. sensor input voltage low Aux. high side output open circuit or short to ground CEL or SEL short to battery (+) or open circuit Turbo boost sensor input voltage high Turbo boost sensor input voltage low Oil pressure sensor input voltage high Oil pressure sensor input voltage low Fuel pressure sensor input voltage high Fuel pressure sensor input voltage low Too many SRS (missing TRS) Too few SRS (missing SRS) Coolant level low Oil, coolant, intercooler, or intake air, temp. high Oil pressure low ECM battery voltage low Fuel, air inlet, or turbo boost, pressure high
Flash Codes
Description
48 52 53 54 55 56 57 58 61 62 63 64 65 66 67 68 71 72 73 74 75 76 81 82 83 84 85 86 87 88
Fuel or air inlet pressure low ECM A/D conversion fault ECM non-volatile memory fault Vehicle speed sensor fault J1939 data link fault J1587 data link fault J1922 data link fault Torque overload Injector response time long Aux. output short to battery (+) or open circuit PWM driver short to battery (+) or open circuit Turbo speed sensor input fault Throttle valve position input fault Engine knock sensor input fault Coolant or air inlet, pressure sensor input voltage fault TPS idle validation switch open circuit or short to ground Injector response time short Vehicle overspeed Gas valve position input fault Optimized idle safety loop short to ground ECM Battery voltage high Engine overspeed with engine brake Oil level, crankcase prs, dual fuel BOI, or exh. temp. volt. high Oil level, crankcase prs, dual fuel BOI, or exh. temp. volt. low Oil level, crankcase prs, exh. temp., or external pump prs. high Oil level or crankcase pressure, low Engine overspeed External pump or barometer, pressure sensor input volt. high External pump or barometer, pressure sensor input voltage low Coolant pressure low
SEL/CEL EXAMPLES
RED = SEL
SEL—Active Codes 1 Flash
Short Pause
YELLOW = CEL
CEL—Inactive Codes
3 Flashes
2 Flashes
Long Pause Code 13
1 Flash
Short Pause
Code 21
NOTE: The SEL flashing gives active and codes. The CEL flashing gives inactive codes.
19
20
ENGINE SYSTEMS
Electrical System
Fuel System
The electrical system generally consists of a starting motor, starting switch, battery-charging alternator, storage batteries, and the necessary wiring.
The fuel system consists of the DDEC electronic fuel system controls (DDEC units only), the fuel injectors, fuel pipes, external fuel manifolds, fuel pump, fuel strainer, fuel filter, fuel junction block, and the necessary connecting fuel lines. A fuel/water separator and filter may be used in the fuel system to remove impurities from the fuel. The filter (marked “S” for secondary filter) removes the smaller particles.
Exhaust System Hot exhaust gas flowing from the exhaust manifold(s) into the exhaust riser(s) is used to drive the turbocharger(s).
LUBRICATION AND PREVENTIVE MAINTENANCE INTERVALS The following is intended as a guide for establishing preventive maintenance intervals. The recommendations given should be followed as closely as possible to obtain long life and optimum performance from Series 149 engines. Intervals indicated on the chart are time (hours) of actual operation. The intervals shown apply only to the maintenance functions described. These functions should be coordinated with other regularly scheduled maintenance. The “each shift” and “daily” instructions apply to routine or daily starting of an engine. Additional instructions apply to a new engine or one that has not been operated for a considerable period of time. For new or stored engines, refer to the engine service manual. Follow instructions given under Preparations for Starting the Engine the First Time (section 13.1). Preventive maintenance other than the “each shift” and “daily” checks should be performed by authorized Detroit Diesel service outlets. These outlets have the trained personnel and special tools to properly perform these services. Refer to pages 21-38 for preventive maintenance cautions and detailed preventive maintenance recommendations.
Lubrication System The lubricating oil system consists of an oil pump, oil cooler, full flow oil filters, bypass valves at the oil cooler and filter(s), and pressure regulator and relief valves at the lube oil pump and in the cylinder block main oil gallery. Air System In the air system used on Series 149 engines, outside air drawn into the engine passes through the air filters, air separators, or air silencers and is pulled into the turbochargers, where it is compressed. It then moves through the blowers, where it is further compressed. Intercoolers before the blower may be used to further increase the density of the charge. The air then flows into the cylinders, where it mixes with atomized fuel from the injectors. Dry type air cleaners are used on Detroit Diesel engines. For optimum protection of the engine from dust and other airborne contaminants, service these air cleaners when the maximum allowable air restriction has been reached, or annually. Cooling System Radiator/fan cooling systems are used on engines in off-highway, industrial, and generator set applications. Heat exchanger/raw water pump systems or keel cooling systems are used on marine engines. Each system has a centrifugal type fresh water pump to circulate coolant within the engine. Some engines may also have a separate circuit charge cooling (SCCC) circuit to supply coolant to the intercoolers.
21
Observe the following cautions when performing basic preventive maintenance on the engine:
CAUTION:
CAUTION:
The rotating fan, pulleys, and belts of an operating engine may pose certain hazards when servicing the engine. To avoid possible personal injury, follow these precautions:
Engine exhaust may be harmful to your health if inhaled. Please note this caution and remember: ■ Always start and operate the engine in a well ventilated area. ■ If in an enclosed area, vent the exhaust to the outside. ■ Do not modify or tamper with the exhaust system.
■ Shut down the engine before performing basic preventive maintenance. ■ If this is not possible or practical (as during transmission fluid level check), keep hands, clothing, and tools away from the fan, pulleys, and belts while the engine is running. ■ Avoid wearing loose clothing or jewelry which can get caught in the fan, pulleys, or belts. Do not place tools where they can fall into the fan system, becoming projectiles which may cause personal injury or property damage.
CAUTION: To avoid personal injury when working near the engine, always remove loose items of clothing or jewelry that could get caught in a moving part of the engine and cause personal injury. Safety glasses and hearing protection must also be worn.
■ Those with long hair should tie hair back or contain it in a hat to prevent possible entanglement with the fan, pulleys, or belts. ■ Be especially cautious when working on vehicles equipped with electric fans, since these fans may start without warning to meet engine cooling demands.
CAUTION: To avoid personal injury (burns, eye injury) from the hot oil, do not operate the engine with rocker covers removed for any reason.
CAUTION: Personal injury and/or engine damage may result from direct, physical contact with the vibration damper of an operating engine. This may occur if tools or other objects strike or become lodged behind the damper during operation. An object coming in contact with the damper of an operating engine may be thrown off with force, becoming a dangerous projectile which could cause personal injury, property damage, or both.
CAUTION: Personal injury and/or property damage may result from fire due to the leakage of flammable fluids such as fuel or lubricating oil. Contain and eliminate all leaks as they occur.
22
CAUTION:
CAUTION:
The rotating turbocharger impeller wheel may pose a hazard when the air inlet piping is removed. To avoid possible personal injury when an engine must be operated with the air inlet piping removed, do not start or run the engine without first installing the turbocharger air inlet shield (J 26554-A).
When the temperature of diesel fuel is elevated, as occurs when the fuel is circulated through an operating engine, it may pose the following hazards which should be guarded against: ■ Heated liquid fuel may cause scalding if allowed to come in contact with the skin. Heated diesel fuel can form combustible vapor mixtures in the area around the fuel source. ■ Whenever possible, it is recommended that the engine and fuel be given an opportunity to cool down to ambient temperature before performing service operations which could result in spillage of fuel from the engine or vehicle fuel system. ■ When this is not possible, protective clothing and safety gear (insulated gloves, apron, face shield) should be worn when performing these operations. ■ Engine or vehicle fuel system service operations should be performed in a well ventilated area that is kept free of bystanders. ■ Keep open flames, sparks, electrical resistance heating elements, or other potential ignition sources away and do not smoke during vehicle refueling or other service operations which could result in the escape of liquid or vaporized diesel fuel.
CAUTION: If cleaning of an engine component should become necessary prior to replacement, follow the solvent manufacturer’s usage, handling, and disposal instructions and observe all manufacturer cautions. Improper use of caustic chemicals may result in personal injury.
CAUTION: To prevent possible personal injury when using compressed air, wear adequate eye protection (face plate or safety glasses) and do not exceed 40 psi (276 kPa) air pressure.
CAUTION: Do not apply compressed air to any part of the body or clothing. Compressed air directed at the face or body may cause eye or hearing injury or other serious physical injury.
FUEL BLOCK
AIR COMPRESSOR
FUEL PUMP
TUBE AND SHELL OIL COOLER
FLYWHEEL STARTING MOTOR
OIL FILTERS
00020R
TYPICAL SERIES 149 INDUSTRIAL ENGINE (DDEC)
23
24
AIR INLET HOUSING AIR SHUTDOWN
CRANKCASE PRESSURE MONITOR
INTERCOOLERS
AIR SEPARATOR
WATER MANIFOLD FAN CLUTCH PULLEY
BREATHER TURBOCHARGER
THERMOSTAT HOUSING
ELECTRIC STARTER ROCKER COVER HEAT EXCHANGER
EXHAUST MANIFOLD
ENGINE (JACKET) WATER PUMP
WATER-COOLED EXHAUST MANIFOLD
VIBRATION DAMPER
AIR BOX DRAIN TUBE
OIL FILLER TUBE
OIL PAN
OIL FILLER TUBE
CRANKSHAFT PULLEY WATER BY-PASS TUBE SCCC WATER PUMP 00012R
00012R
00021R
TYPICAL SERIES 149 INDUSTRIAL ENGINE (DDEC)
TYPICAL SERIES 149 MARINE ENGINE
25
26
SERIES 149 ENGINE PREVENTIVE MAINTENANCE SCHEDULES OFF-HIGHWAY, INDUSTRIAL, GEN SET, COMMERCIAL MARINE Item
Each Shift
1. Lubricating Oil*
X
2. Fuel & Fuel Tank*
X
3. Fuel Lines, Flexible Hoses* 4. Cooling System*
Daily
300 500 1,000 Hours Hours Hours X
X X
300 Hours
X
X
X
X
X
X
X
7. Air Separators*
X
X
8. Drive Belts*X
X
X X
X
X
X
X
12. Emergency Shutdown*
X
13. Oil Pressure*
X
X
14. Battery-Charging Alternator*
X
X
X
X
X
X
X
X
NOTICE: X
16. Crankcase Breather*
X
17. Engine Tune-up/Fuel Injector*
X
X X
X
X
X
X
X
20. Marine Gear*
X
21. Blower Bypass Valve*
X
X
X
25. Throttle and Clutch Controls*
X
X
X X X
26. Air Box Drain Tube*
X
27. Radiator*
X
A galvanized steel tank should never be used for fuel storage, because the fuel oil reacts chemically with the zinc coating to form powdery flakes which can quickly clog the fuel filters and damage the fuel pump and injectors. Galvanized steel pipes and fittings in the fuel delivery system should not be used for the same reasons.
X X
Item 2 Fuel and Fuel Tank
X
X
29. Overspeed Governor*
NOTICE:
For lubricating oil change intervals, refer to “When to Change Oil” in the How To section of this guide. Before adding lube oil, refer to “How to Select Lubricating Oil” in the How To section.
X
X
24. Air Compressor*
If the oil level is constantly above normal and excess lube oil has not been added to the crankcase, consult with an authorized Detroit Diesel service outlet for the cause. Fuel or coolant dilution of lube oil can result in serious engine damage.
X
X
23. Tachometer Drive*
Check oil level with engine stopped
X
X X
22. Crankcase Pressure Monitor*
Refill at the end of each day’s operation to prevent condensation from contaminating the fuel. Condensation formed in a partially filled tank promotes the growth of microorganisms that can clog fuel filters and restrict fuel flow. To prevent microbe growth add a biocide such as Biobor JF (or equivalent) to the fuel tank or primary fuel supply. Follow manufacturer’s usage, handling, and safety recommendations. Water accumulation can be controlled by installing a fuel/water separator. Drain accumulated water at the end of each shift. See “How to Select Fuel Oil” for additional information on fuel selection, storage, and handling.
X
15. Eng., Trans., Marine Gear Mts.*
28. Shutter Operation*
Keep fuel tank filled to reduce condensation
X X
19. Raw Water Pump*
X
X
11. Water Pump*
18. Raw Water System Zincs*
X
Check the oil level each shift with the engine stopped. If necessary, add sufficient oil to raise the level to the proper mark on the dipstick. All diesel engines are designed to use some oil, so the periodic addition of oil is normal.
L
X
X
X
5,000 Hours
X
7. Air System, Cleaners*
9. Lubricating Oil, Filter*
1,000 Hours
X X
10. Fuel Filters, Water Separator*
500 Hours
F
6. Battery*
Daily
X
X X
5. Turbo, Exhaust Conns.*
5,000 Hours
PLEASURE CRAFT MARINE
Item 1 Lubricating Oil
X
Item 3 Fuel Lines, Flexible Hoses
CAUTION:
30. Throttle Delay*
X
X
X
X
31. Fan Hub* 32. Thermostats, Seals*
X
X
33. Power Generator*
Personal injury and/or property damage may result from fire due to the leakage of flammable fluids such as fuel or lubricating oil. Contain and eliminate all leaks as they occur.
Pre-Start Inspection. Check hoses daily as part of the pre-start inspection. Examine hoses for leaks, and check all fittings, clamps, and ties carefully. Make sure that hoses are not resting on or touching shafts, couplings, heated surfaces including exhaust manifolds, any sharp edges, or other obviously hazardous areas. Since all machinery vibrates and
34. Power Take-off* 35. Clean Engine *
X
X
Keep the fuel tank filled to reduce condensation. Before adding fuel, refer to “How To Select Fuel Oil” in the How To section of this guide.
36. Lower Main Bearings*
*See Item in following Preventive Maintenance section.
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Item 4 Cooling System
moves to a certain extent, clamps and ties can fatigue with age. To ensure continued proper support, inspect fasteners frequently and tighten or replace them as required. Investigate leaks immediately to determine if fittings have loosened or cracked or if hoses have ruptured or worn through. Take corrective action immediately. Leaks are potentially detrimental to machine operation and will result in added expense caused by the need to replace lost fluids.
CAUTION: Do not remove the pressure control cap from the heat exchanger or radiator or attempt to drain the coolant until the engine has cooled. Once the engine has cooled, use extreme caution when removing the cap. The sudden release of pressure from a heated cooling system can result in a loss of coolant and possible personal injury (scalding, eye injury, etc.) from the hot liquid.
CAUTION: Personal injury and/or property damage may result from fire due to the leakage of flammable fluids such as fuel or lubricating oil. Contain and eliminate all leaks as they occur.
Check the coolant level each shift and maintain it near the bottom of the filler neck on the radiator or heat exchanger tank when cold. On some installations this is done by checking an overflow bottle or sight glass. Add coolant as necessary, but do not overfill. Before adding coolant, refer to “How to Select Coolant” in the How To section of this guide. Detroit Diesel Power Cool 3149 SCA must be added to the coolant if nitrite levels are at or below 800 PPM. Refer to “How to Select Coolant” for further information.
Service Life. A hose has a finite service life. With this in mind, all hoses should be thoroughly inspected at least every 500 operating hours (1,000 hours for fire-resistant fuel and lubricating oil hoses) and/or annually. Look for cover damage and/or indications of twisted, worn, crimped, brittle, cracked, or leaking lines. Hoses with their outer cover worn through or damaged metal reinforcement should be considered unfit for further service. All hoses in and out of machinery should be replaced during major overhaul and/or after a maximum of five years of service. EXCEPTION: Raw water or keel cooler connection hoses should be inspected once a year and replaced, if necessary. Fire resistant fuel and lube oil hose assemblies do not require automatic replacement after five years service or at major overhaul, but should be inspected thoroughly before being put back into service.
NOTICE: To ensure proper inhibiting, make sure coolant filter/inhibitor plumbing system shutoff valve(s) are fully open after installing a new element. Make a daily visual check for cooling system leaks, and make corrections immediately.
Cooling System Hoses — All cooling system hoses should be inspected at least every 500 hours for signs of deterioration and replaced, if necessary. Coolant Strainer. — If installed, coolant strainers should be removed and cleaned annually. Raw Water Cooling System — Drain at the end of each boating season. Sea Strainers — Inspect sea strainers daily. Clean sea strainers at least annually. Clean more often if surface seaweed growth or water contamination levels are fairly high. Cooling System Pressure Cap — Make sure a 14 psi (97 kPa) minimum pressure cap is installed. Check for proper rating. Check periodically for proper operation and replace, if necessary.
Item 6 Battery CAUTION: To avoid possible personal injury and/or engine damage from accidental engine startup, always disconnect the battery before servicing the electrical system. To avoid alternator damage when removing battery connections, disconnect the negative (–) terminal first. Reconnect the negative terminal last.
Eye
Item 5 Turbocharger, Exhaust Connections Visually inspect the mountings, intake and exhaust ducting and connections for leaks daily. Check the oil inlet and outlet lines for leaks or restrictions to oil flow. Check for unusual noise or vibration and, if excessive, stop the engine and do not operate until the cause is determined. The exhaust manifold retaining nuts, exhaust flange clamp, and other manifold connections should also be checked for leakage and tightened, if necessary. Check heat-insulating exhaust system, turbocharger, and turbocharger riser blankets for damage daily. Torn, matted, crushed, oil-soaked, or otherwise damaged insulation blankets must be replaced immediately.
Check “eye” of maintenance-free batteries
Check the hydrometer “eye” of maintenance-free batteries for charge. If lead-acid or low maintenance batteries are used, check the specific gravity of each cell every 300 hours. Check more frequently in warm weather due to the more rapid loss of water through evaporation. Maintain the electrolyte level according to the battery manufacturer’s recommendations, but do not overfill. Overfilling can cause poor performance or early failure.
CAUTION: To avoid personal injury (burns from the turbocharger or engine) or turbocharger damage, do not remove, attach, or tighten turbocharger air intake ducting while the engine is operating or operate the engine with the ducting removed.
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CAUTION: Battery electrolyte is a solution of sulfuric acid. Avoid contact with clothing, skin, and eyes.
30
Keep the terminal side of the battery clean. When necessary, wash with a solution of baking soda and water. Rinse with fresh water. Do not allow the soda solution to enter the cells. Inspect the cables, clamps, and hold-down brackets regularly. Clean and reapply a light coating of petroleum jelly when needed. Have corroded or damaged parts replaced. If the engine is to be out of service for more than 30 days, remove the batteries and store in a cool, dry place. Keep batteries fully charged. Replace any battery that fails to hold a charge. CAUTION: When batteries are being charged and tested, an explosive gas forms inside the battery. Some of this gas escapes through the holes in the vent plugs or vents in the battery cover and may form an explosive atmosphere around the battery itself if ventilation is poor. Sparks or flame can ignite this gas, causing an explosion which can shatter the battery. Flying pieces of the battery structure and splash of electrolyte can cause personal injury.
CAUTION: Reversing battery polarity can result in personal injury caused by the sudden discharge of electrolyte from the battery vents and/or the sudden rupture of the battery case caused by explosion of internal hydrogen gas. Always establish correct polarity before connecting cables to the battery or battery circuit.
Item 7 Air Cleaners
Item 8 Drive Belts
A clogged air cleaner element will cause excessive intake restriction and a reduced air supply to the engine. This, in turn, can result in high operating temperatures, increased fuel consumption, inefficient engine operation, and engine malfunction or damage. Dry type air cleaner elements (if used) should be replaced with new elements after one year of service or when the restriction indicator or manometer shows that the maximum allowable air intake restriction has been reached, whichever comes first. Check restriction indicator each shift. No attempt should be made to clean or reuse elements. Inspect the entire air system for leaks daily. Look especially for torn air inlet piping or boots and loose or damaged clamps. Have worn or damaged parts repaired or replaced, as required. Retighten any loose connections. Air Silencers — Inspect mounting bands and clamps for tightness daily. Clean or replace foam rubber elements (socks) annually. Air/Oil Separators (Closed Crankcase Vapor Collectors) — Filter elements and vacuum regulators must be cleaned when the air inlet restriction indicator turns red. This indicates the maximum allowable system restriction has been reached. Replace filter elements when intervals between cleanings are reduced to less than 300 hours or if damage occurs. Cleaning — If cleaned, the filter and the vacuum regulator must be cleaned and recoated with fluids specially designed for this purpose. Authorized Detroit Diesel service outlets are properly equipped to perform these services.
Drive belt tension should be checked daily and adjusted every 300 hours to the values shown. Do not exceed these limits. Check belts on marine pleasure craft units every 150 hours.
Periodically check battery connections for corrosion and tightness. If necessary, remove connections and wire brush any corrosion from terminals and cable ends. Replace damaged wiring.
Typical air separator installation
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Belt Selection — The correct belt must be used for each application.
Belt
Gage
Tension
Fan 18 rib L section
J 33889
550-650 lbs.
Alternator 8 rib K section
J 23586-B
125-155 lbs.
Fan 23 rib
J 33889
550-650 lbs.
Fan 27 rib
J 33889
NOTICE: Failure to follow recommended application information and recommended procedures for installation, care, maintenance, and storage of belts may result in failure to perform properly, which may result in severe engine damage. Make sure the belt selected for any application is recommended for that service. Environmental Conditions — Exposing the belt to extreme temperatures and engine fluids must be avoided. Abrasive Materials — Belt ribs should be free of small stones, sand, metal shavings, etc. Foreign Objects — Belt interference with objects protruding into the path of belt drive and contacting the belt must be removed. Belts may also make noise. A high-pitched howl or rasping sound during engine acceleration or deceleration may be caused by insufficient belt tension.
.47 drive ratio = 750 lbs. .44 drive ratio = 650 lbs.
Replace belts on pleasure craft marine engines every 1,000 hours of operation, regardless of condition. After extended service, belts may show signs of wear. Signs of belt deterioration may include cracking, glazing, or wearing. Cracks occur throughout the natural life of the belt. Initially, minor rib cracks may appear. Usually one or two cracks per inch of belt is considered normal, and belt replacement is not necessary. Replace the belt when more than two cracks per inch per rib are observed. Multiple deep cracks can lead to rib material separating from the fabric backing. Belt slippage is evident when the rib surfaces are shiny or have a hard glazing. This indicates inadequate belt tension. The belt may need replacement if it is glazed. Excessive wear on any part of the belt, fabric, backing, tensile cord, or rib runner is a sign that the belt needs replacing. There are several causes of excessive wear: Drive Misalignment — Belt performance will begin to be adversely affected when misalignment exceeds 1/16 inch for each 12.0 inch of belt span.
Item 9 Lubricating Oil Filter Lubricating oil filters should be changed whenever the engine oil is changed. Before changing filters, refer to “How to Replace the Lube Oil Filter” in the How To section of this guide. Refer to “Specifications” (pages 58) for required filter part number.
Item 10 Fuel/Water Separator, Filter Drain water from fuel/water separator daily or as required. Primary and secondary fuel filters should be replaced every 300 hours or annually, whichever comes first (or sooner if plugging is indicated). Replace “Fuel Pro 40”® “Mega Filter”® element (if used) every 300 hours or annually, whichever comes first. Refer to “Specifications” (pages 58) for required part numbers. Before changing filters, refer to “How to Replace the Fuel Filter and Strainer” in the How To section of this guide.
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Item 11 Water Pump
Item 13 Oil Pressure
The water pump drain hole should be inspected for plugging every 500 hours and cleaned out, if necessary. The water pump seal must be replaced every 5,000 hours. These service intervals apply to both pumps on separate circuit charge cooled (SCCC) engines. Authorized Detroit Diesel service outlets are properly equipped to perform these services.
Under normal operation, oil pressure is noted each time the engine is started. Check and record pressure every 300 hours. If the engine is equipped with a warning light instead of a pressure gauge, have the oil pressure checked and recorded every 500 hours.
Item 14 Battery Charging Alternator
Item 12 Emergency Shutdown
CAUTION:
With the engine running at idle speed, the operation of the emergency shutdown should be checked at least once a year or every 700 hours of engine operation, whichever comes first. If the valve fails to shut down the engine, it must be readjusted to provide positive shutdown. Authorized Detroit Diesel service outlets are properly equipped to perform this service. The valve should be reset in the open position after the check has been made.
Do not touch battery terminals, alternator terminals, or wiring cables while the engine is operating. Severe electrical shock, which may lead to personal injury, may result from improper shielding of electrical components. Terminals should be checked every 300 hours for corrosion and loose connections and wiring inspected for damaged or frayed insulation. Have wiring repaired or replaced, as required. Precautions must be taken when working on or around the alternator. The diodes and transistors in the alternator circuit are very sensitive and can be easily destroyed.
NOTICE: Do not use the emergency shutdown for normal or routine engine stopping. Failure to observe this precaution can result in serious blower seal damage.
1. Avoid grounding the output terminal. Grounding an alternator’s output wire or terminal (which is always hot, regardless of whether or not the engine is running) and accidentally reversing the battery polarity will result in equipment damage.
NOTICE: If the emergency air shutdown is used to stop the engine in an emergency situation, always have the shutdown checked for damage and for proper operation before the engine is returned to service. This is especially important if shutdown is made at high engine rpm. To ensure positive valve closure, should another emergency shutdown be required, the shutdown must be checked and required repairs or adjustments made at this time. Failure to observe this precaution may permit engine run-on when the emergency shutdown is activated.
Item 17 Engine Tune-up/Fuel Injectors
CAUTION:
2. Do not reverse battery connections. This can also cause damage.
Reversing battery polarity can also result in personal injury caused by the sudden discharge of electrolyte from the battery vents and/or the sudden rupture of the battery case caused by explosion of internal hydrogen gas. Always establish correct polarity before connecting cables to the battery or battery circuit.
Series 149 engines must be tuned-up every 5,000 hours of engine operation. NOTICE: The recommended injector changeout intervals shown below for DDEC industrial, generator set, pleasurecraft marine, and commercial marine engines presume the installation of the three-path fuel system, the fuel spill pressure regulator valve, and the use of the required DDEC engine fuel filters. If these improvements are not installed, injectors should be replaced at the following intervals:
3. Never disconnect the battery while the alternator is operating. Disconnecting the battery can result in damage to the alternator diodes. In marine applications which have two sets of batteries, switching from one set to the other while the engine is running will momentarily disconnect the batteries. This can result in equipment damage.
• DDEC pleasurecraft marine engines—Every 1,000 hours of operation
4. If a booster battery is to be used, batteries must be connected correctly (negative to negative, positive to positive) to avoid equipment damage.
• DDEC industrial, generator set, and commercial marine engines—Every 5,000 hours of operation
5. Never use a fast charger with the batteries connected or as a booster for battery output.
Failure to observe these recommendations may result in reduced engine efficiency and increased fuel consumption.
Item 15 Engine and Transmission/Marine Gear Mounts
The fuel injectors should be replaced at the following intervals: ■ Non-DDEC pleasurecraft marine engines—Replace injectors every 1,000 hours of operation. ■ DDEC pleasurecraft marine engines—Replace electronic unit injectors (EUIs) every 2,500 hours of operation. ■ Non-DDEC industrial, generator set, and commercial marine engines—Replace injectors every 5,000 hours of operation. ■ DDEC industrial, generator set, and commercial marine engines—Replace electronic unit injectors (EUIs) at the engine hour interval corresponding to the fuel consumption rate shown in Table 1. Example: If the average fuel consumption rate of a 16V-149 DDEC engine is 35 gallons per hour, the injectors should be replaced at 7,000 hours. Minor adjustments to the governors and injector operating mechanisms on non-DDEC engines and to the valve operating mechanisms may be required to compensate for normal wear on parts.
Engine and transmission or marine gear mounting bolts and the condition of the mounting pads should be checked every 1,000 hours or annually (whichever comes first) and tightened or repaired, as required.
Item 16 Crankcase Breather, Pressure The integral crankcase breather assembly should be removed and the steel mesh pad cleaned in fuel oil every 5,000 hours. Crankcase pressure should be checked and recorded every 1,000 hours. If an additional crankcase breather collection device is used, the crankcase pressure should be recorded with the unit attached and removed. NOTE: Crankcase pressure of –6” H2O to +1” H 2O is normal for marine engines equipped with air/oil separators (closed crankcase vapor collectors).
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34
Item 20 Marine Gear
65 20V-149
Check marine gear oil level daily. Refer to Table 2 for Detroit Diesel (Twin Disc) marine gear lube oil and filter change requirements.
60 55
THREE-PATH FUEL SYSTEM WITH
16V-149
FUEL SPILL PRESSURE REGULATOR
45
Inspect daily for loose fittings, damaged fittings, and coolant leaks. The polyurethane sponge strainer parts should be removed and cleaned every 300 hours, or replaced if not serviceable. (Contact a Bendix or Midland air compressor dealer for replacement parts.) If reusable, they should be washed in commercial solvent or a detergent and water solution. The element should be saturated in clean engine oil and squeezed dry before being reinstalled. The air compressor mounting bolts should be tightened every 5,000 hours. If belt driven, the belt should be checked for proper tension.
Item 21 Blower Bypass Valve
REQUIREMENTS:
50 AVERAGE FUEL CONSUMPTION (GAL/HR)
Item 24 Air Compressor
On engines with current piston-style blower bypass valves, the setting on the control should be verified every 5000 hours.
DDEC ENGINE FUEL FILTERS 40 12V-149
Item 22 Crankcase Pressure Monitor
35 30 25
The crankcase pressure monitor should be checked for proper operation every 300 hours or at engine oil change.
8V-149
Item 23 Tachometer Drive
20 15 10 5 4,000
5,000
6,000
7,000
8,000
9,000
10,000
RECOMMENDED ELECTRONIC UNIT INJECTOR CHANGE INTERVAL (HOURS)
11,000
The tachometer drive should be lubricated every 300 hours at the grease fitting. Use an all-purpose No. 2 grade grease at temperatures of 30°F (1°C)and above. Use a No. 1 grade grease at temperatures below this. Oil Service Class Use API service classification CD, CD-II (CF-2 when available), CE, or CF-4 engine oil which is certified to TO2 or TO4 and C-4 specifications or meet the requirements of MIL-L-2104E. Engine oil may be used, provided it meets these requirements.
24973
Table 1. Recommended EUI Changeout Intervals for Series 149 Industrial, Generator Set, and Commercial Marine Engines, Based on Fuel Consumption
Oil Viscosity
Item 18 Raw Water System Zincs
Item 19 Raw Water Pump
Heat exchanger “zincs” should be checked initially every 60 hours, then as required or every 6 months. Clean with a wire brush if serviceable. Replace if badly deteriorated. Electrodes are generally found in the heat exchanger assembly, the raw water pump elbows, and the engine/marine gear auxiliary coolers.
A raw water pump seal malfunction is indicated by leakage of water from the openings in the pump housing. These openings, located between the pump mounting flange and the inlet and outlet ports, must remain open at all times. Leaky seals require replacement. The raw water pump body or liner should also be checked for cracks or wear and replaced, if necessary. Authorized Detroit Diesel service outlets are properly equipped to perform these services.
Sump Temperature, also Oil Temperature into Heat Exchanger During Start-Up
Recommended Oil Viscosity
Steady Operating Conditions
Below 150°F (66°C) This operating condition is not approved. 150°-185°F (66-85°C) SAE viscosity number 40 engine oil 1.21:1-2.54:1. 150°-185°F (66-85°C) SAE viscosity number 40 engine oil 3.10:1-4.95:1. 175°-210°F (80-99°C) SAE viscosity number 40 engine oil 3.10:1-4.95:1. Above 210°F (99°C) This operating condition is not approved. Oil and Filter Change Interval First element filter change should take place after 10 hours and thereafter every 1000 hours of operation for both filter element and oil, or 6 months, whichever occurs first. Filter Screen Remove and clean after first 10 hours and thereafter every 1000 hours of operation, or 6 months, whichever occurs first.
32°F (0°C) Min. 32°F (0°C) Min. 32°F (0°C) Min.
Table 2. DDC (Twin Disc) Marine Gear Lube Oil and Filter Change Requirements
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36
Inspect daily for loose linkage and tighten as required. Lubricate the throttle control mechanism every 300 hours. Use an all-purpose grease (No. 2 grade) at temperatures of 30°F (-1°C) and above. Use a No. 1 grade grease at temperatures below this. Lubricate all other control mechanisms, as required, with engine oil.
Item 26 Air Box Drain Tube Air flow from the air box drain tubes and check valves should be checked every 1000 hours with the engine running. If tubes or valves are clogged they should be removed, cleaned, and reinstalled. They should be cleaned periodically, even though a clogged condition is not apparent. If the engine is equipped with an air box drain tank, drain the sediment periodically.
Item 28 Shutter Operation
Item 34 Power Take-off
Check the operation of the shutters and clean the linkage and controls daily.
Follow the power take-off manufacturer’s lubrication, preventive maintenance, and service interval recommendations.
Item 29 Overspeed Governor
Item 35 Clean Engine
A. How to Select Lubricating Oil
If the overspeed governor is equipped with a hingetype cap oiler or oil cup, lubricate with 5 or 6 drops of clean engine oil every 500 hours. Avoid excessive lubrication, and do not lubricate while the engine is running.
Steam clean or pressure wash the engine every 1,000 hours.
Hundreds of commercial oils are marketed today, but labeling terminology differs among suppliers and can be confusing. Some marketers may claim that their lubricant is suitable for all makes 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 Detroit Diesel engines. The proper lubricating oil for all Detroit Diesel 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 specific requirements. For Series 149 engines, the proper lubricant must also possess a sulfated ash content below 0.8 percent mass. Exception: Oil formulated without zinc may exceed the 0.8 percent mass ash limit.
Item 30 Throttle Delay The throttle delay (used on non-DDEC engines) should be inspected and adjusted every 5,000 hours. The spring-loaded yield link must be inspected for proper operation every 1,000 hours. It must be replaced after 5,000 hours, or earlier if shaft wear is noted.
Item 27 Radiator
Item 31 Fan Hub
Inspect the outside of the radiator core every 500 hours and, if necessary, clean it with a quality grease solvent such as mineral spirits and dry it with compressed air. CAUTION: To avoid personal injury, wear adequate eye protection (face plate or safety glasses), and do not exceed 40 psi (276 kPa) air pressure.
This section covers Detroit Diesel’s recommendations on how to select lubricating oil, fuel oil, and coolant and includes basic engine maintenance procedures which can be performed by the operator.
Lubricating Oil Requirements
NOTICE: Do not apply steam or solvent directly to the batterycharging alternator, starting motor, electrical or DDEC electronic components as damage to electrical equipment may result.
Item 36 Lower Main Bearings If fuel or coolant dilution of engine lubricating oil is detected through oil analysis and damage has occurred to lower main bearing shells, they must be replaced immediately. If lube oil dilution is detected before the normal engine overhaul period is reached but damage has not occurred, the lower main bearing shells must be replaced at 5,000 hours. If lube oil dilution is recurrent, lower main bearing shells must be replaced at regular intervals of 5,000 hours.
API Symbol: RVICE C SE
2 F-
The bearings in the fan hub assembly should be replaced with new bearings at major engine overhaul. The hub assembly should be packed with Mobilgrease HP or an equivalent lithium-base multipurpose grease before installing.
“HOW TO” SECTION
AP I
Item 25 Throttle and Clutch Controls
SAE 40
Item 32 Thermostats and Seals Thermostats should be removed and checked at 5000 hours of operation and, if serviceable, reinstalled with new seals. Thermostats and seals must be replaced at overhaul.
Do not use fuel oil, kerosene, or gasoline. Clean the radiator more frequently if the engine is operated in extremely dusty or dirty areas. Radiators with replaceable tubes. Every 5,000 hours and at engine overhaul, remove a tube and cut it in half to determine the condition of the remaining tubes. If plugged or restricted, rod out or replace tubes as required. Always replace the sacrificed tube with a new one.
SAE Viscosity Grade: 40 API Classification: CF-2 Sulfated Ash: less than 0.8% in Series 149 engines
Item 33 Power Generator Follow the power generator manufacturer’s lubrication, preventive maintenance, and service interval recommendations.
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Lubricant Recommendation
API Symbol
Synthetic Oils
Lubricant Selection Outside North America
Lubricants meeting these criteria have provided maximum engine life when used in conjunction with recommended oil drain and filter maintenance schedules. API Performance category CF-2 represents an enhanced level of lubricant performance over the CD-II category which it replaces. Only API CF-2 oils should be used. Sulfated Ash content as determined by ASTM D874 is limited to 0.8 % mass in Series 149 engines. Although not required, these lower ash oils may also be used in all series DDC two-cycle engines. Engine oils meeting military specification Mil-L-2104 are intended for use in military engines. Due to the specific operating and life cycle requirements of military engines, the oils for these engines tend to be specialized toward that application. Military specified oils (Mil-L-2104 suffixes A through F) should not be used in commercial Detroit Diesel two-stroke cycle engines. A more detailed description of each of these selection criteria may be found in a further section of this publication. Certain engine operating conditions may require exceptions to these requirements:
Lubricant marketers have adopted a uniform method of displaying the SAE viscosity and API (American Petroleum Institute) service classification on product containers and in product literature. The three segment “donut” contains the SAE grade number in the center and the API service in the top segment. The lower segment is used to designate energy conserving status for gasoline engines and has no significance for diesel engine use. A marketer is required to license his oil with API in order to display the symbol. Beware that some marketers may indicate that their products “meet” API requirements. This is not adequate. Although the licensing process does not guarantee good oil performance, the marketer must be able to produce support data to substantiate that the service classification is met. Only oils licensed by API should be used in Detroit Diesel engines.
Synthetic oils may be used in Detroit Diesel engines provided they are API licensed and meet the performance and chemical requirements of non-synthetic oils outlined in this publication. However, only synthetic oils that do not contain viscosity improver additives may be used in Detroit Diesel two-stroke cycle engines. Their use does not permit extension of recommended oil drain intervals. Product information about synthetic oils should be reviewed carefully. Synthetic oils offer improved low temperature flow properties and high temperature oxidation resistance. However, they are generally more costly than non-synthetic oils. Performance additive systems often respond differently in synthetic oils.
Although the API service classification system is generally utilized worldwide, lubricants meeting Detroit Diesel requirements may not be marketed in all areas of the world. Selection of lubricants in these situations should be made based on viscosity grade first, ash content second, and performance specification third. Oils meeting API CF may be used if they also meet military specification Mil-L2104 E or F. Oils which meet European CCMC D4 or D5 may also be used. Modification of oil drain interval may be necessary, depending on fuel quality. Contact Detroit Diesel Corporation for further guidance.
Sulfated Ash and Total Base Number Sulfated ash is a lubricant property measured by a laboratory test (ASTM D 874) to determine the potential for formation of metallic ash. The ash residue is related to the oil’s additive composition and is significant in predicting lubricants which may cause valve distress under certain operating conditions. Sulfated ash is related to Total Base Number (TBN), which measures an oil’s alkalinity and ability to neutralize acid using a laboratory test (ASTM D 2896 or D 4739). As TBN increases, sulfated ash also increases to where lubricants with TBN’s above 10 will likely have sulfated ash contents above 1.0% mass. Total Base Number is important to deposit control in four-stroke cycle diesel engines and to neutralize the effects of high sulfur fuel in all diesel engines. For Series 149 engines Detroit Diesel recommends lubricants with a sulfated ash content below 0.8% mass and TBN’s between 6 and 10 (D 2896) for engines operating on less than 0.5% sulfur fuel. When the use of a high ash oil is required, such as with high sulfur fuel, the oil selected should have the highest TBN (D 2896) to Ash (D 874) ratio possible. For example, an oil with a TBN of 10 and an Ash of 1.2% mass is less desirable than an oil with the same TBN and 1.0% Ash. Also refer to section “Oil Change Intervals.”
1. SAE grade 50 lubricants are required for all Series 149 engines where ambient temperatures are above 95°F (35°C). NOTICE: Do not use multigrade or SAE 30 grade lubricants in two-stroke cycle marine engines or Series 149 engines under any circumstances. 2. When the use of high sulfur fuel (greater than 0.5% mass) is unavoidable, the use of lubricants with higher alkalinity is recommended. Be aware that such lubricants may have a sulfated ash content above 0.8% mass. The use of high sulfur fuels also requires modification to oil drain intervals. For further information refer to section “The Use of High Sulfur Fuels” (page 43). 3. The use of greater than 0.8% sulfated ash oils are exceptions for special circumstances. The use of such lubricants under normal circumstances may not provide satisfactory service.
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Waste Oil Disposal and Rerefined Oils With over one billion gallons of waste oil generated annually in the U.S. alone, disposal of waste oil has become a serious environmental concern. Rerefining waste oils provides an environmentally viable way of handling this material. Several states have established collection and recycling programs. A few states have also designated used oil as a hazardous waste requiring special handling and disposal. Detroit Diesel favors the recycling of waste oil and permits the use of rerefined oils in all engine product lines, provided the rerefined oil meets the SAE Viscosity and API specifications previously mentioned. Several processes are used to rerefine oil. The only true rerefining process is one which treats the used oil as a crude oil, subjecting it to the same refinery processes normally used for geological crude such as dehydration, vacuum distillation, and hydrogenation. Waste oil provides a more consistent feedstock, compared to the geological crudes that a refinery typically processes. As a result, the finished oil should also be consistent in properties and quality. Unfortunately, this is not the norm. It is the inconsistencies of the processing and product quality which make most users reluctant to utilize rerefined products. Consideration for the disposal of waste oil should begin when negotiating the purchase of new oil. Oil supplier selection criteria should include a proposal for handling waste oil. It is important to know exactly how the oil will be disposed of since it is the generator, not the hauler, that is ultimately responsible for its proper disposal.
Marine Lubricants, Railroad Diesel Lubricants The petroleum industry markets specialty lubricants for diesel engines designed specifically for marine propulsion or railroad locomotive use. These oils are characterized by their high TBN and the absence of magnesium and zinc in their composition. These lubricants take into consideration the unique environments and operational characteristics of this type of duty, and consequently, they are formulated quite differently from the types of lubricants specified by Detroit Diesel. Marine and railroad lubricants may be used in DDC two-stroke cycle engines provided they are SAE 40 viscosity grade and API CF-2. Specific product selection should be based on demonstrated performance provided by the oil supplier.
The Use of Supplemental Additives Lubricants meeting the Detroit Diesel specifications outlined in this publication contain a carefully balanced additive treatment. The use of supplemental additives, such as break-in oils, top oils, graphitizers and friction-reducing compounds in these fully formulated lubricants are not necessary and can upset the oil’s formulation, causing a deterioration in performance. These supplemental additives may be marketed as either oil treatments or engine treatments and should not be used in Detroit Diesel engines. Engine damage resulting from the use of such materials is not covered by your Detroit Diesel Corporation warranty. Detroit Diesel will not provide statements relative to their use beyond this publication.
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Extended skin contact with used motor oil may be harmful and should be avoided.
Oil Change Intervals During use, engine lubricating oil undergoes deterioration from combustion by-products and contamination by the engine. Certain components in a lubricant additive package are designed to deplete with use. For this reason, regardless of the oil formulation, regular oil drain intervals are necessary. These intervals may vary in length, depending on engine operation, fuel quality, and lubricant quality. Generally, shorter oil drain intervals extend engine life through prompt replenishment of the protection qualities in the lubricant. Conversely, extending oil drain intervals beyond the useful life of the lubricant can significantly reduce engine durability. The oil drain intervals listed in Table 4 (normal operation with low sulfur fuel) and the oil change intervals listed in Table 5 (normal operation with high sulfur fuel) should be considered maximum and should not be exceeded. Always install new engine oil filters when the oil is changed.
Brand Name Approved Lubricants Detroit Diesel does not maintain a list of brand name approved products. All lubricants which meet the qualifications listed in this publication will provide satisfactory performance when used in conjunction with the oil drain and filter requirements. To ensure that the lubricant selected meets these qualifications, the customer should make sure that the candidate oil has a current API license number. Although the lubricant supplier should be able to supply this information, it may also be obtained from other sources, such as the EMA. The Engine Manufacturers’ Association publishes the EMA Lubricating Oils DataBook, which contains information on several hundred engine oils. The data in the DataBook is provided by oil companies in response to a questionnaire. Information includes viscosity grade, API category, ash content, and other useful engine oil properties. It may be obtained directly from the Engine Manufacturers Association, Chicago, Illinois.
Service Application Industrial and Marine Stationary Units Continuous Stationary Units Standby
Typical Properties Listed in Table 3 are the typical chemical and physical properties of a lubricant meeting Detroit Diesel requirements in normal applications. Exceptions to these requirements were noted in previous sections. This table is for information purposes only. It should neither be construed as being a specification, nor used alone in selection of an engine lubricant. Viscosity Grade API Service Viscosity Kinematic, cSt 40°C 100°C Viscosity Index Pour Point °C, Max. Flash Point °C, Min. Sulfated Ash, % mass Total Base Number Zinc, ppm
Oil Drain Interval 300 Hours or 1 Year* 300 Hours or 3 Months* 150 Hours or 1 Year*
*Whichever comes first Table 4. Maximum Allowable Oil Drain Intervals (Normal operation with low sulfur fuel)
SERIES 149 40 50 CF-2 CF-2
Service Application Industrial and Marine Stationary Units Continuous Stationary Units Standby
130-150 200-230 12.5 - 16.3 16.3 - 21.9 95 95 –15 –10 225 230 0.8 Max. 0.8 Max. 6.0 - 10.0 6.0 - 10.0 Above 700 Above 700
Oil Drain Interval New Oil TBN above 10 150 Hours or 1 Year* 150 Hours or 3 Months* 100 Hours or 1 Year*
*Whichever comes first Table 5. Maximum Allowable Oil Drain Intervals — Fuel Sulfur Above 0.5% (Use oil analysis to determine optimum drain interval)
Some oil companies may promote engine lubricants with a claimed useful life that would allow customers following certain maintenance and operating parameters to elect to extend oil drain intervals beyond the recommended periods. The ability of such lubricants to maintain their protective qualities over a longer period and the acceptability of maintenance and operating parameters must be established by the oil company and the customer. Claims for engine failures attributable to the inadequacy of the lubricant are not covered under terms of the engine’s limited warranty.
with a Total Base Number (TBN per ASTM D 2896) above 10 may be appropriate. Experience has shown, however, that a higher TBN oil with a longer oil change interval is not as effective in protecting the engine from wear. Use the intervals listed in Table 5 until the best practical oil drain interval can be established by oil analysis.
Used Lubricating Oil Analysis A used oil analysis program such as the Detroit Diesel’s POWER Trac™ oil analysis program is recommended for monitoring crankcase oil in all engines. Oil analysis consists of a series of laboratory tests conducted on the engine lubricant. Most tests reveal conditions of the engine, while some indicate the condition of the lubricant. The “Warning Limits” listed in Table 7 show what each test evaluates. Since an oil analysis cannot completely assess the lubricating oil for continued service, it should not be used to extend oil drain intervals. An oil analysis program with regular sampling is recommended, and the oil should be changed immediately if contamination is present in concentrations exceeding the warning limits listed in Table 7. These limits are provided for guidance for a single sample analysis. It should never be concluded that the engine is worn out based on a single measurement that exceeds the warning level. Imminent engine wear can only be determined through a continuous oil analysis program wherein the change in data or deviation from baseline data can be used to interpret the condition of engine parts. Confirmation for necessity of engine overhaul should be based upon operational data (for example, increasing oil consumption and crankcase pressure) and physical inspection of parts.
The Use of High Sulfur Fuels Although diesel fuels containing more than 0.5% sulfur are considered high sulfur fuels, piston ring wear studies have shown that the combustion of fuels containing more than 0.3% sulfur significantly increases ring face wear rates. See Table 6. High fuel sulfur forms acids during combustion, particularly during idling and low temperature operation. The best defense against the effects of high sulfur fuel is to shorten oil drain intervals. The proper drain interval may be determined by oil analysis or by using the drain intervals listed in Table 5. A reduction in TBN (ASTM D 4739) to one-third of the initial value provides a general drain interval guideline. Marine fuels identified as meeting ASTM D2069, Specification for Marine Fuels, should not be used in Detroit Diesel engines due to the high sulfur contents and boiling ranges permitted. Should it be determined that the oil drain interval is unacceptably short, then the selection of a lubricant
RELATIVE ENGINE LIFE–%
B. When To Change Oil
CAUTION:
EFFECT OF SULFUR IN FUEL ON ENGINE LIFE 100 90 80 70 60 50 40 30 20 10 0 .1
.3
.5
.7 .9 % SULFUR IN FUEL
Table 6. Effect of Sulfur in Fuel on Engine Life
Table 3. Typical Properties of a DDC-Recommended Engine Oil
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42
1.1
1.3
1.5
properties of ASTM Designation D 975 (grades 1-D and 2-D) have provided satisfactory performance. The ASTM D 975 specification, however, does not in itself adequately define the fuel characteristics required for assurance of fuel quality. The properties listed in Table 5 provide optimum engine performance.
Used Lubricating Oil Analysis Warning Limits Warning Limits are based on a single oil sample taken by an accepted sampling method. See Table 7. These values indicate the need for an immediate oil change, but do not indicate internal engine malfunctions requiring engine teardown.
Low Sulfur Diesel Fuel Beginning October 1, 1993 all diesel fuel sold in the U.S. for on road use must contain no more than 0.05% sulfur. This represents a reduction in sulfur content from a pre-October 1993 average level of approximately 0.3%. Fuel sulfur is a significant contributor to exhaust particulate matter at the levels mandated for 1994 model year engines. For purposes of taxation, fuel intended for off road engine and pleasure
C. How To Select Diesel Fuel Quality and Selection The quality of fuel used is a very important factor in obtaining satisfactory engine performance, long engine life, and acceptable exhaust emission levels. Detroit Diesel engines are designed to operate on most diesel fuels marketed today. In general, fuels meeting the
Viscosity at 40 °C, cSt % Max. Increase % Max. Decrease
ASTM Designation
Condition Measured
D445
Engine & Oil
Two Cycle 149
40.0 15.0
Carbon, (Soot) Content, TGA Mass % Max.
E 1131
Engine Combustion
0.8
Pentane Insolubles, % Max.
D 893
Engine Combustion
1.0
Total Base Number (TBN) Min.
D 4739 D 2896
Oil Oil
1.0 2.0
Water, Vol. % Max.
D 1744
Engine
0.30
Fuel Vol. % Max.
D 3524
Engine
2.5
Glycol Vol., ppm Max.
D 2982
Engine
1000
Iron, Fe ppm Max.
D 5185
Engine Wear
35
Copper, Cu ppm, Max. (Above Baseline)
D 5185
Engine Wear
25
NOTE: These limits are intended to be used as guidance when a single oil sample is tested. Actual limits are dependent on engine, application, and oil type. Refer to DDC Publication 7SE 398 for determining the correct warning limits. Table 7. Single Sample Used Oil Analysis Warning Limits
craft marine engine use is dyed red. This fuel may or may not be of low sulfur content. While the use of low sulfur diesel fuel improves the exhaust emissions of both new and used engines, the fuel has characteristics which may cause operational concerns in some engine designs. The unit fuel injection system used on all Detroit Diesel-manufactured engines has demonstrated trouble-free operation on low sulfur fuels without the need for supplemental additives.
nitrogen oxides content. They also tend to have poorer thermal stability and may deteriorate engine oil TBN more rapidly than wholly petroleum based diesel fuels. These fuel blends have not been fully evaluated relative to diesel fuel system durability or engine oil effects.
Heavy Fuels Not Recommended Heavy fuels intended for use in slow speed diesel engines and as burner fuel are not recommended for use in any Detroit Diesel engine. Marine fuels specified by ASTM D2609 are examples of such fuels. These fuels are known to cause combustion deposits and will likely reduce engine durability. For more information on lubricating oil selection, refer to publication 7SE270, “Engine Requirements — Lubricating Oil, Fuel, and Filters,” available from authorized Detroit Diesel Distributors.
Biodiesel Fuels Diesel fuels blended with methyl soyate or similar materials may be used provided the blends do not exceed 20% by volume and the resulting blend meets the properties listed in Table 8, “Diesel Fuel Specification Table.” Although such blends purport to reduce exhaust emission particulates, they increase engine exhaust
General Fuel Classification API Gravity, @ 60°F+++ Specific Gravity, @ 60°F+++ Flash Point, °C, Min. Viscosity, Kinematic cST @ 40°C Sulfur wt%, Max. Cloud Point °F (°C)+ Cetane No., Min.+ Cetane Index, Min.+ Distillation Temperature, °F (°C) IBP, Typical+++ 10% Typical+++ 50% Typical+++ 90%, Max. End Point, Max.+++ Water & Sediment, % Max. Ash, % Max. Carbon Residue on 10%, wt%, Max. Copper Corrosion, Max. Accelerated Storage Stability Max.+++ Dupont Pad Test, Rating Max.+++ Lubricity, gm, Min.+++
ASTM Test Method
No. 1-D
No. 2-D**
D 287 D 1298 D 93 D 445 D 2622 D 2500 D 613 D 4737 D86
40 - 44 0.806 - 0.825 38 1.3 - 2.4 0.5 (0.05)++ Note 1 45 40
34 - 38 0.835 - 0.855 52 1.9 - 4.1 0.5 (0.05)++ Note 1 45 40
350 (177) 385 (196) 425 (218) 500 (260) 500 (288) 0.05 0.01 0.15 3b 15 mg/L 7 2800
375 (191) 430 (221) 510 (256) 625 (329) 675 (357) 0.05 0.01 0.35 3b 15 mg/L 7 2800
D 2709 D 482 D 524 D 130 D 2274 TM-F21-61 D 5001 (mod)*
* As modified in the U.S. Army Scuffing BOCLE Test Method ** No. 2 diesel fuel may be used in city coach engine models which have been certified to pass Federal and California emission standards. + Differs from ASTM D 975 ++ The sulfur content of diesel fuel for use in on-road vehicles is limited to 0.05% maximum. +++ Not Specified in ASTM D 975 Note 1: The cloud point should be 10°F (6°C) below the lowest expected fuel temperature to prevent clogging of fuel filters by wax crystals Note 2: When prolonged idling periods or cold weather conditions below 32°F (0°C) are encountered, the use of 1-D fuel is recommended.
Table 8. Diesel Fuel Specification Table
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Fuel Additives
Detroit Diesel Corporation will not be responsible for any detrimental effects which it determines resulted from the use of used lubricating oil or gasoline in the diesel fuel.
Detroit Diesel engines are designed to operate satisfactorily on a wide range of diesel fuels. Some fuels may be marketed which contain performance additives and are identified as “premium” diesel fuels. Detroit Diesel engines do not require the use of such fuels; however, they may be used at the customer’s discretion, if they meet the properties shown in Table 5.
Evaluation of Supplemental Fuel Additives There are many supplements available today which are intended to be added to the fuel by the customer. These include a variety of independently marketed products which claim to be:
Water Contamination Some fuel additives provide temporary benefit when fuel is contaminated with water. They are not intended to replace good fuel handling practices. Where water contamination is a concern, the fuel system should be equipped with a fuel/water separator which should be serviced regularly. In marine and other environments where microbe growth is a problem, a fungicide such as Biobor JF (or equivalent) may be used. Microbial activity may be confirmed with commercially available test kits. Follow the manufacturer’s instructions for treatment. Avoid the use of fungicides containing halogenated compounds, since these may cause fuel system corrosion. When small amounts of water are present, supplemental additives containing methyl carbitol or butyl cellusolve are effective. Follow the manufacturer’s instructions for their use. The use of isopropyl alcohol is no longer recommended due to its negative effect on fuel lubricity.
■ Cetane Improvers ■ Emission Control Additives ■ Detergents ■ Combustion Improvers ■ Smoke Suppressants ■ Cold Weather Flow Improvers
Should a customer decide that a supplemental additive is to be used, the following is intended to provide guidance to the customer in evaluating potential safety hazards and deleterious engine effects. Detroit Diesel will not test or verify the performance of any supplemental fuel additives. 1. A Material Safety Data Sheet (MSDS) should be carefully reviewed for special handling instructions and hazardous material content. Additives containing hazardous materials should not be used due to personal safety risk.
The Following Fuel Additives Are NOT Allowed:
2. A detailed compositional analysis should be provided by the supplier. Ash forming metallic elements and corrosive elements must not be present. Additives containing calcium, barium, zinc, phosphorous, sodium, magnesium, iron, copper, and manganese are known to cause combustion ash deposits which can foul fuel injectors and create deposits which may adversely affect cylinder life. Halogenated compounds containing chloride, fluoride, and bromide are corrosive, as are some sulfur–containing compounds. The use of additives with these components should be avoided.
Used Lubricating Oil — Detroit Diesel specifically prohibits the use of drained lubricating oil in diesel fuel. Used lubricating oil contains combustion acids and particulate materials which erode injector components, resulting in loss of power and increased exhaust emissions. In addition, the use of drained lubricating oil will increase maintenance requirements due to filter plugging and combustion deposits. Refer to the section “Waste Oil Disposal and Rerefined Oils” for recommendations on proper used oil disposal. Gasoline — The addition of gasoline to diesel fuel will create a serious fire hazard. The presence of gasoline in diesel fuel will reduce fuel cetane number and increase combustion temperatures. Tanks which contain such mixtures should be drained and cleaned as soon as possible.
3. Many commercial diesel fuels today contain performance additives, particularly those marketed as premium diesel fuel. Any supplemental additive
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Filtration
being considered must be compatible with the fuel it is to be used in. It is suggested that a mixture containing twice the recommended concentration of additive be evaluated for compatibility to represent an overdosage condition, using the tests shown in the Diesel Fuel Specification Table.
Filters make up an integral part of fuel and lubricating oil systems. Proper filter selection and maintenance are important to satisfactory engine operation and service life. Filters, however, should be used to maintain a clean system, not to clean up a contaminated system. Filter performance and test specifications vary between manufacturers. The filters shown in the Filter Charts have been qualified to appropriate SAE performance specifications and meet Detroit Diesel requirements. Other brands of filters may be used, provided they have equivalent demonstrated performance. Finer filtration will generally provide increased engine service life, but may require shorter filter change intervals. Detroit Diesel specifies filter performance based on the optimum combination of filter micron rating, filter capacity, and mechanical requirements (assembly integrity). The addition of aftermarket supplemental filtration systems may be used, provided they do not replace the factory installed system or reduce oil volumes, pressures, or flow rates delivered to the engine. Fuel filters must be properly sized to provide the proper fuel flow to the engine. A fuel/water separator, if used, must be installed between the fuel tank and the inlet side of the engine fuel pump.
4. Performance evaluation of a fuel supplemental additive should be conducted in customer equipment for a minimum of six months. Testing should be a side by side comparison with and without the additive to verify performance claims. Testimonials are not substantial claims of performance. Supplemental fuel additives are not recommended due to potential injector system or engine damage. Our experience has been that such additives increase operating costs without providing benefit. The use of supplemental fuel additives does not necessarily void the engine warranty. However, repair expenses which result from fuel system or engine component malfunctions or damage attributed to their use will not be covered. These products should be accompanied with performance data supporting their merit. It is not the policy of Detroit Diesel Corporation to test, evaluate, approve, or endorse such products.
For more detailed information on fuel selection, refer to “Engine Requirements — Lubricating Oil, Fuel, and Filters,” form 7SE270, available from authorized Detroit Diesel service outlets.
Diesel Fuel Storage Fuel oil should be clean and free of contamination. Storage tanks and stored fuel should be inspected regularly for dirt, water, and sludge, and cleaned if contaminated. Diesel fuel tanks can be made of monel, stainless steel, black iron, welded steel or reinforced (non-reactive) plastic. NOTICE: Do not use galvanized steel or sheet metal tanks and galvanized pipes or fittings in any diesel fuel storage, delivery, or fuel system. The fuel oil will react chemically with the zinc coating, forming a compound which can clog filters and cause engine damage.
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D. How to Replace the Lube Oil and Filters
2. Support the shell, unscrew the center stud, and withdraw the shell, element, and stud as an assembly. Dispose of the oil, element, and shell gasket in an environmentally approved manner according to state and/or federal (EPA) recommendations.
Two filter types are used on Detroit Diesel engines: ■ The canister (bolt-on) type consists of a replaceable filter element, a reusable shell, a replaceable shell gasket, and a filter cover (with shell mounting bolt). ■ The spin-on type consists of a shell, element, and gasket unitized into a single cartridge and a filter cover which includes a threaded sleeve to accept the spin-on filter cartridge.
Replace Spin-on Type Oil Filters
NOTICE: If the oil level is constantly above normal and excess lube oil has not been added to the crankcase, consult with an authorized Detroit Diesel service outlet for the cause. Fuel or coolant dilution of lube oil can result in serious engine damage.
3. Remove the center stud and gasket. Retain the gasket, unless it is damaged and oil leaks occurred.
Replace Canister (Bolt-on) Type Oil Filter
4. Remove the nut on the full-flow filter stud.
E. How to Replace the Fuel Filter and Strainer
5. Remove and discard the element retainer seal. Install a new seal.
Three strainer/filter types are used on Detroit Diesel engines:
6. Clean the filter shell and adapter or base. 7. Install the center stud gasket and slide the stud (with the spring, washer, seal and retainer installed on the full-flow filter stud) through the filter shell.
1. Remove the spin-on filter cartridge using strap wrench tool J 29917 (or equivalent) and a 1/2” drive socket wrench and extension.
8. Install a new shell gasket in the filter adapter or base. Before installing the gasket, make sure all old gasket material is removed from the shell and adapter or base.
2. Dispose of the used oil and filter in an environmentally approved manner according to state and/or federal (EPA) recommendations.
9. Remove the paper, plastic, or cellophane wrapping from a new filter element and position the element carefully over the center stud and within the shell. Place the shell/element/center stud assembly in position on the filter adapter or base, and tighten the stud to 50 - 60 lb-ft (69-81 N•m) torque. 10. Install the drain plug in the adapter or base. 11. Add oil as required to bring the level to the “Full” mark on the dipstick. 12. Start and run the engine for a short period and check for oil leaks. After correcting oil leaks, stop the engine long enough for the oil from various parts of the engine to drain back to the crankcase (approximately 20 minutes). Add oil as required to bring the level to the proper mark on the dipstick. NOTICE: If the oil level is constantly above normal and excess lube oil has not been added to the crankcase, consult with an authorized Detroit Diesel service outlet for the cause. Fuel or coolant dilution of lube oil can result in serious engine damage.
Typical canister (bolt-on) type oil filter assembly
1. Remove the drain plug from the canister shell or the filter adapter or base and drain the oil into a suitable container.
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Typical spin-on type oil filter assembly
■ The canister (bolt-on) type consists of a replaceable strainer or filter element, a reusable shell (with draincock, element seat and spring), a replaceable shell gasket, a strainer or filter cover (with shell mounting bolt). ■ The spin-on type consists of a shell, element, and gasket unitized into a single cartridge and a strainer or filter cover which includes a threaded sleeve to accept the spin-on filter cartridge. ■ The “Fuel Pro 40”®/Sea Pro 600 system consist of permanently mounted fuel processors and replaceable spin-on “Mega Filter” ® elements. These elements must be replaced after 300 hours of service.
3. Clean the filter adapter with a clean, lint-free cloth. 4. Lightly coat the filter gasket (seal) with clean engine oil. 5. Start the new filter on the adapter and tighten by hand until the gasket touches the mounting adapter head. Tighten an additional two-thirds turn.
NOTE: The “Fuel Pro 40” system is not recommended for use on marine engines. The Sea Pro 600 system is recommended only as a primary filter.
NOTICE: Overtightening may distort or crack the filter adapter.
Replace Canister (Bolt-on) Type Filter Element 1. With the engine shut down, place a suitable container under the fuel strainer or filter and open the drain cock. The fuel will drain more freely if the cover bolt is loosened slightly.
6. Add oil as required to bring the level to the “full” mark on the dipstick. 7. Start and run the engine for a short period and check for leaks. After any leaks have been corrected, stop the engine long enough for oil from various parts of the engine to drain back to the crankcase (approximately 20 minutes). Add oil as required to bring the level to the proper mark on the dipstick.
2. Support the canister shell, unscrew the cover bolt, and remove the shell and element. 3. Remove the element and gasket. Dispose of them in an environmentally approved manner according to state and/or federal (EPA) recommendations. Clean the shell with fuel oil and dry with a clean, lintless cloth or compressed air.
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9. After the fuel system is primed, start the engine and check for leaks.
CAUTION: To prevent possible personal injury when using compressed air, wear adequate eye protection (face plate or safety glasses) and do not exceed 40 psi (276 kPa) air pressure.
Replace Spin-on Type Filter Element NOTICE: To improve starting, have replacement primary filter filled with fuel and ready to install immediately after used filters are removed. This will prevent possible fuel siphoning, which can cause fuel system aeration.
4. Remove the paper, plastic, or cellophane wrapping from a new element.
4. Prime the fuel system.
VENT FITTING
NOTICE: To avoid fuel injector damage at engine start-up, Series 149 fuel systems must be primed whenever fuel filters are changed. Refer to “How to Prime the Fuel System” (page 52) for priming instructions.
“MEGA FILTER”
5. After the fuel system is primed, start the engine and check for leaks.
5. Insert the element into the shell, pushing it down over the stud and onto the seat. Close the drain cock, and completely fill the primary shell with clean fuel oil. Do not pour fuel into the secondary shell. The secondary element must be installed dry.
1. Fill a new primary replacement cartridge with clean fuel oil. Do not pour fuel into the secondary filter. Install this element dry. Coat the seal gasket lightly with clean fuel before installing.
6. Using a new shell gasket, place the shell and element in position under the cover, and start the cover bolt onto the shell stud.
If the engine fails to start after replacement of the fuel strainer and filter elements and priming of the fuel system, contact an authorized Detroit Diesel service outlet.
PROCESSOR
2. With the engine shut down, place a suitable container under the primary and secondary filters and unscrew the cartridges. Dispose of the cartridges in an environmentally approved manner according to state and/or federal (EPA) recommendations.
7. Tighten the cover bolt just enough to prevent leakage.
DRAIN VALVE
“Fuel Pro 40” Filter/Processor System
3. Install the new filled primary cartridge and the dry secondary cartridge and tighten them to onehalf a turn beyond gasket contact.
8. Prime the fuel system. NOTICE: To avoid fuel injector damage at engine start-up, Series 149 fuel systems must be primed whenever fuel filters are changed. Refer to “How to Prime the Fuel System” (page 52) for priming instructions.
Replace “Fuel Pro 40” and Sea Pro 600 “Mega Filter”
NOTICE:
1. Place a suitable container under the processor, open the bottom drain fitting and drain completely of fuel. The fuel may be returned to the tank and reused.
Overtightening may distort or crack the filter adapter.
2. Remove the spin-on element and dispose of it in an environmentally responsible manner, according to state and/or federal (EPA) recommendations.
Typical spin-on type fuel filter assembly
NOTICE: To prevent fuel contamination while the spin-on element is off, cover the filter mounting stud on the processor. The center port of the stud is the clean side of the filter. Any debris falling into this passage could cause injector damage.
Secondary (filter) element
Primary (strainer) element Typical canister (bolt-on) type fuel filter or strainer assembly
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50
F. Engine Out of Fuel— How to Restart
NOTICE: If heavy sediment is noticed during draining, flush out the processor with clean diesel fuel before installing a new filter element.
When an engine has run out of fuel, there is a definite procedure to follow when restarting it: 1. Fill the fuel tank with the recommended grade of fuel.
3. Close the bottom drain on the processor. 4. Lubricate the spin-on “Mega Filter” gasket with clean fuel and install the element until the gasket just touches the base. Tighten an additional 3/4 turn by hand only.
2. On an engine with primary and secondary filters, remove the primary fuel filter from its cover, fill it with fuel, and reinstall it. Do not remove the secondary filter. On an engine with a “Fuel Pro” “Mega Filter,”® do not remove the “Mega Filter.”
5. Prime the fuel system.
3. Prime the fuel system.
NOTICE:
To avoid fuel injector damage at engine start-up, Series 149 fuel systems must be primed whenever fuel filters are changed. Refer to “How to Prime the Fuel System” (page 52) for priming instructions.
6. After the fuel system is primed, start the engine and check for leaks. Tighten the spin-on element (by hand only) or the fittings, as required.
4. After the system is primed, start the engine and check for leaks. If the engine fails to start after replacement of the filter element(s) and priming of the fuel system, contact an authorized Detroit Diesel service outlet.
NOTICE: AIR BLEED REQUIRED IF THIS IS THE HIGHEST LOCATION IN THE SYSTEM
#16 MINIMUM
DUAL SECONDARY FILTERS
CONNECT PRIMER PUMP HERE
1.Remove the primary fuel filters only (spin-on or cartridge) from the engine. 2. Completely fill the primary filters with clean fuel and reinstall. NOTICE: To avoid fuel system contamination, do not attempt to fill the secondary fuel filters while removed from the engine.
G. How to Prime the Fuel System To avoid fuel injector damage at engine start-up, Series 149 fuel systems must be primed under these conditions:
3. Connect a fuel priming pump between the engine fuel pump inlet and the secondary filters as shown.
■ Before an engine is started for the first time
NOTICE:
To avoid fuel injector damage at engine start-up, Series 149 fuel systems must be primed whenever fuel filters are changed. Refer to “How to Prime the Fuel System” (page 52) for priming instructions.
System with Primary and Secondary Fuel Filters
NOTICE: Under no circumstances should the starting motor and fuel pump be used to prime the fuel system. Prolonged use of the starting motor and fuel pump to prime the fuel system can result in damage to the starter, fuel pump, and injectors and cause erratic running of the engine due to the amount of air in the lines and filters.
FUEL JUNCTION BLOCK
■ After an engine overhaul
4. Prime the system until all air is purged.
■ Whenever fuel filters are changed NOTICE:
■ Whenever the fuel system is disturbed so that fuel drains out, allowing air to enter the system
All the air must be eliminated from the fuel system to avoid injector damage at start-up. If the fuel junction block is not the highest point in the fuel system, an air bleed fitting must be provided.
■ If the engine runs out of fuel NOTICE: Failure to prime the fuel system before starting under these conditions may result in serious injector damage caused by the presence of air in the system and the absence of cooling, lubricating fuel in the injectors. AIR BLEED VENT
#16 MINIMUM FUEL JUNCTION BLOCK
MEGA FILTER
FUEL RETURN LINE
CONNECT PRIMER PUMP HERE
BYPASS LINE
FUEL RETURN LINE SUPPLY LINE NO. 16 MINIMUM
#16 MINIMUM SUPPLY LINE FUEL PUMP
DUAL PRIMARY FILTERS
BYPASS LINE FUEL PROCESSOR #16 MINIMUM SUPPLY LINE FUEL PUMP
System with primary and secondary fuel filters System with “Fuel Pro 40” Mega Filters(s) (No Primary Filters)
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52
3. Continue priming the system until all the air is purged.
NOTICE: The priming pump must deliver enough pressure to completely fill the system with fuel and expel all the air from it. However, to avoid fuel line or seal damage, do not allow fuel system pressure to exceed 100 psi (689 kPa) when priming.
4.Stop the priming pump, remove it, and check to make sure all fittings, hoses, and filters are tight. 5. Start the engine and run at high idle for 2 - 3 minutes. 6. Shut down the engine and check for fuel leaks. Repair as required.
5. Remove the priming pump and check to make sure all fittings, hoses, and filters are tight.
H. How to Select Coolant
6. Start the engine and run at high idle for 2 - 3 minutes.
NOTICE:
7. Shut down the engine and check for fuel leaks. Repair as required.
Failure to use and maintain coolant and coolant inhibitor mixture at sufficient concentration levels can result in damage to the cooling system and its related components. Conversely, overconcentration of coolant and/or inhibitor can result in poor heat transfer, leading to engine overheat, additive dropout, or both. Always maintain concentrations at recommended levels.
System with “Fuel Pro 40”® “Mega Filter”® (No Primary Filters) 1. With the spin-on “Mega Filter” installed on the top of the the fuel processor, connect a fuel priming pump between the inlet side of the engine fuel pump and the “Fuel Pro 40” processor as shown.
Detroit Diesel recommends the following to ensure proper inhibiting of Series 149 engine cooling systems. 1. Coolant used in Series 149 engines should have the lowest possible concentration of silicate and phosphate. There are no large areas of aluminum in contact with the coolant, so silicates are not required. Silicate should be below 200 PPM. In severely cold climates (-25°F or -3.89°C and below), silicate below 110 PPM is advised. 2. Water used must meet the specifications shown in Table 9.
NOTICE: To avoid fuel system contamination, do not attempt to fill the fuel processor while the “Mega Filter” is removed. 2. Open the vent on the filter element and start the priming pump. Close the vent when fuel flows from it. NOTICE: All the air must be eliminated from the fuel system to avoid injector damage at start-up. If the fuel junction block is not the highest point in the fuel system, an air bleed fitting must be provided.
Maximum Allowable Parts Grains per Million per Gallon Chlorides Sulfates Total Dissolved Solids Total Hardness Magnesium & Calcium
NOTICE: The priming pump must deliver enough pressure to completely fill the system with fuel and expel all the air from it. However, to avoid fuel line or seal damage, do not allow fuel system pressure to exceed 100 psi (689 kPa) when priming.
40 100 340
2.5 5.8 20
170
10
Detroit Diesel has found that DDC-branded coolant products are more tolerant to hard water than products that contain phosphates; but overly hard water can still cause problems. If in doubt about water, use deionized or distilled water. 3. Where freeze protection is required, use PowerCool fully formulated IEG antifreeze mixed in the range of 35% to 65% concentration with water that meets mineral concentration limits shown in Table 9. Cooling system performance increases as the concentration of water increases, so use as little glycol as possible to obtain the freeze protection required for the area of operation. Refer to the concentration chart to determine the minimum amount of glycol needed.
COOLANT FREEZING AND BOILING TEMPERATURES VS. ANTIFREEZE CONCENTRATION (SEA LEVEL)
T E M P E R A T U R E
■
Use two 23518070 spin-on elements for cooling systems of up to 100 gallon capacity.
■
Use two 23518071 spin-on elements for cooling system capacities of 101 to 150 gallons.
138
260
127
240
116
220
104
200
93
180
82
120
49
100
39
T E M P E R A T U R E
80
27
(°C)
60
16
71 BOILING POINTS
140
60
FREEZING POINTS
RECOMMENDED CONCENTRATION RANGE 30-67%
20
4 -7
- 18
- 20
- 29
- 40
- 40
- 60
- 51
- 80
- 62
- 90
- 68
- 100 0
- 73 10 20 30 40 50 60 70 80 90 100
ANTIFREEZE CONCENTRATION (% BY VOLUME)
Coolant Freezing and Boiling Temperatures vs. Inhibited Ethylene (IEG) Concentration (Sea Level)
When topping off the coolant, use the same concentration of low silicate antifreeze, PowerCool 3149, and water as originally installed. PowerCool 3149 part numbers are shown below. Part Number 23518072 23518073 23518074 23518069 23518070 23518071
Description and Size PowerCool 3149 - 1 Gallon PowerCool 3149 - 5 Gallon PowerCool 3149 - 55 Gallon PowerCool 3149 Spin-on Element (4 Oz.) PowerCool 3149 Spin-on Element (32 Oz.) PowerCool 3149 Spin-on Element (53 Oz.)
PowerCool 3149 Liquid and Spin-on Element Part Numbers
Table 9. Satisfactory Water Limits
53
149
280
40
4. If an antifreeze other than PowerCool is used, it must meet the GM 1899 performance requirements as specified in publication 7SE298, Coolant Selections for Engine Cooling Systems. After installing antifreeze other than PowerCool, use PowerTrac® test strips to determine the nitrite level of the coolant. If the concentration of nitrite is over 800 PPM, no additional SCA should be added. If nitrite concentration is at or below 800 PPM, add a dose of PowerCool 3149. This can be done in one of three ways: Use one pint of liquid PowerCool 3149 for every four gallons of water.
160
300
160
(°F)
Concentrations of PowerCool within the 35% to 65% range will provide the correct level of corrosion and cavitation protection without the use of additional SCA’s at initial fill.
■
320
54
Coolant Drain Interval
5. In areas that require only water and SCA, fill the system with water meeting the limits shown on page 57. Add 3% PowerCool 3149 SCA and DD 3000 SCA. This can be done in either of the following ways: ■
Use one pint each of liquid PowerCool 3149 and DD-3000 for every eight gallons of water.
■
If coolant inhibitor canisters are used, install one each of the following for proper inhibiting.
Cooling System
PowerCool 3149
Coolant properly maintained and protected with required supplemental inhibitors can be operated up to these intervals: ■ Industrial, Off-Highway, Gen Set, and Commercial Marine — If PowerCool antifreeze and PowerCool 3149 SCA or PowerCool 3149 SCA and water are used and properly maintained according to the recommendations in this manual, the coolant change interval is two years or engine life to overhaul, whichever comes first. If other antifreeze or SCA additives are used, the coolant change interval is two years or 4,000 hours, whichever comes first. ■ Pleasure Craft Marine — 1,000 hours or one year, whichever comes first.
DD-3000
Capacity
Element
Qty.
SCA Element
Qty.
Up to 100 Gallons
23518070
1
23508427
1
100 to 150 Gallons
23518071
1
2350828
1
At these intervals, the antifreeze must be drained and disposed of in an environmentally responsible manner according to state and/or federal (EPA) recommendations, and the cooling system thoroughly cleaned. Inspect all components that make up the cooling system and make necessary repairs at this time.
PowerCool 3149 Liquid and Spin-on Element Part Numbers
When topping off the coolant, use the same concentration of PowerCool 3149, DD-3000, and water as originally installed. Since Series 149 engine applications do not have aluminum in their cooling systems, the use of PowerCool 3149 SCA should provide all the protection required. However, many systems have add-on components which may contain aluminum. The use of a moderate amount of DD-3000 at initial fill as indicated above will protect these components with a safe level of silicate. 6. At normal maintenance intervals check nitrite levels with PowerTrac strips and add PowerCool 3149 only when the nitrite level drops below 800 PPM in either antifreeze or water-only cooling systems. No other SCA‘s are required or should be used.
I. How to Drain and Flush the Cooling System
filler neck extension. If a coolant recovery bottle is used, fill the surge tank completely and add coolant to the proper level in the bottle. For more detailed coolant recommendations, refer to How to Select Coolant (page 53).
CAUTION: Do not remove the pressure control cap from the heat exchanger tank or radiator or attempt to drain the coolant until the engine has cooled. Once the engine has cooled, use extreme care when removing the cap. The sudden release of pressure from a heated cooling system can result in a loss of coolant and possible personal injury (scalding) from the hot liquid.
6. After filling the cooling system, close all air bleed petcocks. 7. Entrapped air must be purged after filling the cooling system. To do this, refer to Inspection — Cooling System under Running the Engine (page 11). 8. On radiator-cooled units:
1. With the engine cool, drain the coolant from the engine and heat exchanger tank. Dispose of the solution in an environmentally responsible manner according to state and/or federal (EPA) recommendations.
■ Check to make sure the front of the radiator is unblocked and free of debris. ■ Maintain 7 - 10 psi (48.3 - 69 kPa) pressure during engine operation. Make sure a 14 psi (97 kPa) minimum pressure cap is installed.
2. Refill the cooling system with clean, soft water and a quality radiator cleaning compound. Such as PowerCool 2001 or 2010, or equivalent.
9. On marine units, perform these additional steps: ■ Check sea water strainers and remove any accumulated seaweed or debris. Make sure all thruhull valves, other valves in the cooling system, and raw water sea lines are open.
Use PowerCool 2001 for light to moderate mineral deposits. Use PowerCool 2010 for heavy mineral deposits or after salt water contamination. Follow manufacturer’s usage and handling instructions, and observe all safety precautions. 3. After cleaning the cooling system and rinsing thoroughly with clean, soft water, drain the cleaner residue from the engine.
■ Remove the cover from the JABSCO raw water pump. Visually inspect the impeller for damaged or broken valves. Replace the impeller if damaged. Reinstall the cover with a new gasket.
4. Open the air bleed petcock on the water return line of the water-cooled turbocharger (if used) and any other air bleed petcocks in the cooling system.
NOTICE: Failure to install a new gasket and tighten cover bolts securely can result in pump leakage at start-up.
5. Remove the radiator or heat exchanger fill cap, and fill with genuine Detroit Diesel PowerCool antifreeze or an equivalent ethylene glycol-base antifreeze solution in the required concentration. In extremely hot environments, clean, soft, water properly inhibited with silicate-free Detroit Diesel Power Cool 3149 SCA may be used. Continue to add coolant until the level stabilized at the “Full Cold” level, usually the bottom of the
55
■ Prime the JABSCO raw water pump by removing the pipe plug or zinc provided in the pump outlet elbow and pouring at least a pint of water into the pump. Reinstall the plug or zinc.
56
NOTICE: Failure to prime the raw water pump may result in damage to the flexible pump impeller and engine overheating.
NOTICE: Failure to properly fill the cooling system and purge it of air can result in engine overheating and severe engine damage.
■ Prime the GILKES raw water pump by removing the primer section outlet hose and filling the priming section with one gallon of water. Replace the hose before starting.
Do not overfill the recovery bottle, since this can result in spillage as the coolant expands during engine operation.
■ On heat exchanger or keel-cooled units, make sure a 14 psi (97 kPa) minimum pressure cap is installed. Check for proper rating.
NOTICE: If the engine overheats and the coolant level is satisfactory, the cooling system may require cleaning with a descaling solvent and back flushing. Authorized Detroit Diesel service outlets are properly equipped to perform these services.
10. Entrapped air must be purged after filling the cooling system. To do this, allow the engine to warm-up without the fill cap installed. With the transmission or marine gear in neutral, increase engine speed to a safe high idle speed and add coolant as required. If equipped, vent the petcock on the water return line at the water-jacketed turbocharger periodically. Vent air from the cooling system by opening the air vent petcocks (normally installed in the highest locations on the engine). Install the pressure cap after the coolant level has stabilized at the bottom of the radiator or heat exchanger tank filler neck. Close all petcocks, if equipped.
In addition to the cleaning procedure, other components of the cooling system should be checked periodically to keep the engine operating at peak efficiency:
If all of the coolant is drawn out of the recovery bottle when the engine cools, remove the pressure cap from the radiator or heat exchanger and check to make sure the coolant level is at the bottom of the filler neck. Add coolant as required, replace the pressure cap, and fill the recovery bottle to the “Full Cold” level, or no more than one-quarter of its volume.
LUBRICATING OIL FILTER REQUIREMENTS Series 149 Filter Type
DDC Service Part No.
Full Flow 8,12,16V-149
23518524
Full Flow 20V-149
23518531
FUEL FILTER REQUIREMENTS Series 149 – Regular Service Filter Type
DDC Service Part No.
Primary Spin-On
23518528
Primary Cartridge
23519156
Hoses — Cooling system hoses should be inspected and any hose that shows obvious signs of damage or feels abnormally soft or hard should be replaced. Damaged clamps should be replaced. All external leaks should be corrected as soon as detected.
Secondary Spin-On
23518529 23519154
Coolant Strainer — Series 149 engines equipped with intercoolers may also have coolant strainers which are used to strain contaminants (rust, scale, etc.) from the fresh water cooling system. Strainer baskets should be removed and cleaned annually.
Secondary Cartridge Fuel Pro 40® “Mega Filter”®
23512631
Secondary Severe Duty
23504421 Head 23504422 Element
Cooling System Pressure Cap — Make sure a 14 psi (97 kPa) minimum pressure cap is installed. Check for proper rating. Replace if damaged or defective.
57
SPECIFICATIONS
58
COOLANT FILTER/CONDITIONERS Cooling System Capacity Up to 100 Gallons* 100 to 150 Gallons*
Power Cool 3149 Element 23518070 23518071
Qty. 1 1
DD-3000 SCA Element 23508427 2350828
Power Cool 3149 Liquid and Spin-on Element Part Numbers *Engine, radiator or heat exchanger, and all cooling system piping.
ADDITIONAL COOLANT INHIBITOR TREATMENT PRODUCTS Part Number 23518072 23518073 23518074 23518069 23518070 23518071
Description and Size PowerCool 3149 - 1 Gallon PowerCool 3149 - 5 Gallon PowerCool 3149 - 55 Gallon PowerCool 3149 Spin-on Element (4 Oz.) PowerCool 3149 Spin-on Element (32 Oz.) PowerCool 3149 Spin-on Element (53 Oz.)
Power Cool 3149 Liquid and Spin-on Element Part Numbers Power Cool® is a registered trademark of Detroit Diesel Corporation.
59
■ Service by trained personnel.
SERVICE PUBLICATIONS
Qty. 1 1
■ Sales teams to help determine your power
The service manual covering Detroit Diesel Series 149 engines is shown below. Also listed are reference works which may be of interest to the owner/operator. To purchase a copy of any of these publications, contact an authorized Detroit Diesel service outlet. Check the Yellow Pages under “Engines, Diesel” or refer to the Worldwide Distributor and Dealer Directory (form 6SE280) for the distributor or service outlet nearest you. Form No. Description Series 149 Engine Service Manual DDEC II Troubleshooting Guide DDEC III Troubleshooting Guide Marine DDEC Troubleshooting Guide Marine Engine Operator's Guide Generator Set Engine Operator’s Guide Worldwide Distributor/Dealer Directory Lube Oil, Fuel, Filter Requirements Coolant Requirements Tech. Guide – Used Lubricating Oil Analysis
requirements. ■ In many areas, emergency service 24 hours a day. ■ Complete parts support including reliabilt®
components. ■ A complete line of genuine Detroit Diesel maintenance
products. ■ Product information and literature.
We recognize, however, that despite the best intentions of everyone concerned, misunderstandings may occur. Normally, any situation that arises in connection with the sale, operation or service of your product will be handled by the authorized service outlet in your area (in the U.S. and Canada check the Yellow Pages for the Detroit Diesel service outlet nearest you). To further assure your complete satisfaction, we have developed the following procedure to be followed in the event you have a problem that has not been handled satisfactorily:
6SE313 6SE489 6SE492 6SE490 6SE501 6SE513 6SE280 7SE270 7SE298 7SE398
CUSTOMER ASSISTANCE
Step One
The satisfaction and goodwill of the owners of Detroit Diesel engines are of primary concern to Detroit Diesel Corporation and its distributor/dealer organization. As the owner of a Detroit Diesel product you have a complete network of over 3,000 Detroit Diesel service outlets in the U.S. and Canada, plus many outlets worldwide that are prepared and anxious to meet your parts and service needs:
Discuss your problem with a member of management from the authorized service outlet. Frequently complaints are the result of a breakdown in communication and can quickly be resolved by a member of management. If you have already discussed the problem with the Sales or Service Manager, contact the General Manager. If your complaint originates with a dealer, explain the matter to a management member of the distributorship with whom the dealer has his service agreement.
60
Step Three If you are still not satisfied, present the entire matter in writing or by phone to: Director, Reliability and Service Detroit Diesel Corporation 13400 Outer Drive, West Detroit, Michigan 48239-4001 Phone: (313) 592-7357
Step Two When it appears that your problem cannot readily be resolved at the distributor level without additional assistance, contact the Detroit Diesel Regional Product Support or Operations Manager responsible for your local distributor. You will be assisted by a member of the Manager’s staff depending upon the nature of your problem. Prior to this contact, have the following information available: ■ Engine serial number________________________ ■ Name and location of authorized service outlet. ■ Type and make of equipment. ■ Engine delivery date and accumulated hours of operation. ■ Nature of problem. ■ Chronological summary of engine’s history.
Identify the U.S. regional area from the map below
When contacting the regional or home office, please keep in mind that ultimately your problem will likely be resolved at the distributorship or dealership, utilizing their facilities, equipment, and personnel. Therefore, it is suggested that you follow the above steps in sequence when experiencing a problem.
Important: Your engine serial number should be written on the line provided above. It will identify your model and all service parts, plus provide warranty and extended coverage information
EASTERN REGION W. Long Branch, New Jersey 187 Monmouth Park Highway W. Long Branch, NJ 07764 Phone: ...............................(908) 222-1888 FAX: ...................................(908) 222-3411
WESTERN REGION Downey, California 10645 Studebaker Road Downey, CA 90241 Phone: ...............................(310) 929-7016 FAX: ...................................(310) 864-0502
SOUTHEAST REGION Jacksonville, Florida 5111 Bowden Road P.O. Box 16426 Jacksonville, FL 32216 Phone: ...............................(904) 448-8833 FAX: ...................................(904) 448-2444
CANADIAN REGION London, Ontario Detroit Diesel of Canada Ltd. 150 Dufferin Ave., Suite 701 London, Ont. N6A 5N6, Canada Phone: ...............................(519) 661-0149 FAX: ...................................(519) 661-0171
CENTRAL REGION Detroit, Michigan 13400 Outer Drive, West Detroit, MI 48239-4001 Phone: ...............................(313) 592-5990 FAX: ...................................(313) 592-5887
LATIN AMERICAN REGION Miami, Florida 2277 N.W. 14th St. Latin American Building Miami, FL 33125, U.S.A. Phone: ...............................(305) 637-1555 FAX: ...................................(305) 637-1580
SOUTHWEST REGION Dallas, Texas 2711 LBJ Freeway, Suite 1036 Dallas, TX 75234 Phone: ...............................(214) 247-4313 FAX: ...................................(214) 247-4316
61
ASIAN REGION Jurong Town, Singapore 7 Jurong Pier Rd. Singapore, 2261 Phone: .................................(65) 265-5222 FAX: .....................................(65) 265-3669
62
PACIFIC REGION Australia 13 Lynette Ave. Beaumaris, Victoria 3193 Australia Phone: ...............................(61) 3-5895181 FAX: ...................................(61) 3-5893424 EUROPE, MIDDLE EAST, AFRICA (EMA REGION) The Netherlands Ridderpoort 9 2980 GD Ridderkerk The Netherlands Phone: .............................(31) 1804-63199 FAX: .................................(31) 1804-62062 MEXICO Detroit Diesel-Allison de Mexico, S.A. Reforma 2977 Colonia, Cuajimalpa Mexico, D.F. 05000, Mexico Phone: ...............................(525) 626-5301 FAX: ...................................(525) 626-5314
NOTES
63
64