Service Manual for Preventive Maintenance 6SE483 0303

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Section Page 13.1 MAINTENANCE OVERVIEW ... 13-3 13.2 DAILY MAINTENANCE - ALL APPLICATIONS ... 13-4 13.3 DAILY MAINTENANCE - MARINE APPLICATIONS ... 13-5 13.4 MAINTENANCE OF MARINE ENGINES ... 13-6 13.5 MAINTENANCE OF VEHICLE ENGINES ... 13-11 13.6 MAINTENANCE OF ENGINES USED IN STATIONARY AND

INDUSTRIAL APPLICATIONS ... 13-16 13.7 MAINTENANCE OF SERIES 60 DIESEL ENGINES FOR GENERATOR

SET ... 13-22 13.8 MAINTENANCE OF SERIES 60G ENGINES FOR GENERATOR SET .. 13-25 13.9 LUBRICATING OIL AND FILTER CHANGE INTERVALS FOR GENSET 13-27 13.10 PREVENTIVE MAINTENANCE FOR THE SERIES 60G AUTOMOTIVE

ENGINE (CITY TRANSIT COACH) ... 13-28 13.11 MAINTENANCE OF SERIES 60G AUTOMOTIVE ENGINES ... 13-31 13.12 LUBRICATING OIL AND FILTER CHANGE INTERVALS FOR GENSET

(WITH HIGH SULFUR FUELS) ... 13-37 13.13 DESCRIPTION OF MAINTENANCE ITEMS ... 13-38 13.14 AIR SEPARATOR FILTER ELEMENT (MARINE) ... 13-75 13.15 CLEANING CONTAMINATED LUBRICATION OIL SYSTEM ... 13-79

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13.1 MAINTENANCE OVERVIEW

The lubrication and preventive maintenance schedule is intended as a guide for establishing a preventive maintenance schedule. The suggestions and recommendations for preventive maintenance should be followed as closely as possible to obtain long life and best performance from the Series 60 engine. The intervals indicated are time or miles of actual operation.

The time or mileage increments shown apply only to the maintenance function described. These functions should be coordinated with other regularly scheduled maintenance such as chassis lubrication.

The daily instructions pertain to routine or daily starting of an engine and not to a new engine or one that has not been operated for a considerable period of time. For new or stored engines, carry out the instructions given under "Preparation for a First Time Start." Refer to section 11.1.

The daily maintenance of Series 60 engines is the same for all applications. Refer to section 13.2. Periodic maintenance of Series 60 engines is dependent on the application. For engines installed in stationary and industrial applications, refer to section 13.6. For engines installed in vehicles, refer to section 13.5.

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13.3 DAILY MAINTENANCE - MARINE APPLICATIONS

The following items need to be inspected, serviced, corrected or replaced on a daily basis, as necessary:

Lubricating oil, refer to section 13.13.1 Fuel tank, refer to section 13.13.2

Fuel lines and flexible hoses, refer to section 13.13.3 Cooling system, refer to section 13.13.4

Turbocharger, refer to section 13.13.8

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13.4 MAINTENANCE OF MARINE ENGINES

Marine engine components must be maintained at various intervals.

13.4.1 Fuel Cooler

The component must be inspected, serviced, corrected or replaced as necessary at the given interval. Refer to section 13.13.37.

Every 400 hours — Remove, clean, inspect. Every 4 years — Replace.

13.4.2 Fuel Injectors

Every 1,000 hours — Replace on pleasure craft marine engine. Every 5,000 hours — Replace on commercial marine engine.

13.4.3 Vibration Damper

Replace at time of engine overhaul.

13.4.4 Heat Exchanger

Every 400 hours or 2 years (whichever comes first) — Clean and flush. Every year— Check low coolant level sensor operation.

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13.4.5 Charge Air Cooler — Keel-Cooled Engine

Every 5000 hours or 1 year (whichever comes first) — Clean and flush.

13.4.6 Raw Water System Zincs

After the first 60 hours — Inspect for cavitation.

Every 200 hours or 1 year (whichever comes first) — Inspect and replace on pleasure craft marine engine.

Every 5000 hours or 1 year (whichever comes first) — Inspect and replace commercial marine engine.

13.4.7 Marine Gear

Every 1000 hours — Replace gear oil and filter.

Every 1000 hours — Check mounting bolts and pads and retighten or replace.

Every 800 hours or 4 years (whichever comes first) — Replace gear oil cooler on pleasure craft marine.

Every 10,000 hours or 4 years (whichever comes first) — Replace gear oil cooler on commercial marine engine.

13.4.8 Valve Lash and Injector Height

The component must be inspected, serviced, corrected or replaced as necessary at the given interval. Refer to section 1.3.

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13.4.9 Crankcase Breather (in valve rocker cover)

Every 1000 hours — Remove, clean.

13.4.10 Thermostats and Seals

Every 400 hours or 2 years (whichever comes first) — Replace on pleasure craft marine engine.

Every 10,000 hours or 2 years (whichever comes first) — Replace on commercial marine engine.

13.4.11 Engine Mounts

Every 1000 hours — Check and retighten.

13.4.12 Air Separator Filter Element and Vacuum Limiter

The component must be inspected, serviced, corrected or replaced as necessary at the given interval. Refer to section 13.14.

Every 250 hours — Clean and re-oil. Every 10,000 hours — Replace.

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13.4.13 Water Pump

Every 100 hours or 6 months (whichever comes first) — Inspect drain hole for plugging.

13.4.14 Fuel Filters

Every 250 hours — Replace Spin-on primary and secondary fuel filters on heat exchanger-cooled pleasure craft marine engine.

Every 250 hours — Replace Sea Pro 150 or 300 primary fuel filters and secondary spin-on filter on heat exchanger-cooled pleasure craft marine engine.

When fuel level reaches top of element in see-thru cover — Replace element in Sea Pro 152 primary filter.

Every 150 hours — Replace spin-on primary and secondary filter on keel-cooled commercial marine engines.

Every 150 hours — Replace Sea Pro 150 or 300 primary fuel filters on keel-cooled commercial marine engines.

13.4.15 Lube Oil Filters

Every 250 hours — Replace Spin-on lube oil filters on heat exchanger-cooled marine engine.

13.4.16 Air Cleaner

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13.4.18 Engine Coolant

Every 250 hours or 3 months — Test nitrite concentration and add supplemental coolant additives or dilute, as required.

Every 4000 hours or 2 years — If installed, replace the required mix of Power Cool 3000 and water, or a 50/50 mix of Power Cool fully formulated ethylene glycol antifreeze and water, or a 50/50 mix of fully formulated propylene glycol and water. Drain, clean, and flush system before refill.

Every 10,000 hours or 4 years — If installed, replace required mix of Power Cool Plus 6000 and water, or replace Power Cool Plus Marine antifreeze/water premix solution. Drain, clean, and flush system before refill.

At engine overhaul — If installed, replace a 50/50 mix of phosphate-free TMC RP — 329 "Type A" (IEG) or TMC RP — 330 "Type A" (IPG) antifreeze and water. Drain, clean, and flush system before refill.

Every 8000 hours or 6 years — If installed, replace 50/50 mix of NOAT coolant and water. Drain, clean, and flush system before refill.

13.4.19 Cooling System

Every 500 hours — Inspect hoses. Replace, if required.

13.4.20 Fuel System

The component must be inspected, serviced, corrected or replaced as necessary at the given interval. Refer to section 2.

Every 500 hours — Inspect hoses, except fire-resistant. Replace, if required. Every 1000 hours — Inspect fire-resistant hoses. Replace, if required.

13.4.21 Hoses

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13.13 DESCRIPTION OF MAINTENANCE ITEMS

For locations of components and systems to be maintained, see Figure 13-1, see Figure 13-2and see Figure 13-3.

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1. Air Balance Hose 7. Fuel Mixer Assembly

2. Air Inlet Tube 8. Pulse Width Modulated Stepper Motor Valve (PSV)

3. Thermostat Housing 9. Lube Oil Filters

4. Exhaust Manifold 10. Fuel Supply Hose

5. Fresh Water Pump 11. Fuel Balance Hoses

6. Turbocharger 12. Low Pressure Regulator

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1. Vibration Damper 8. Rocker Cover

2. Crankshaft Pulley 9. Intake Manifold

3. Accessory Drive Assembly 10. Electric Starting Motor

4. Alternator Drive Belt 11. Dipstick

5. Fan Pulley 12. Oil Filler

6. Alternator 13. Electronic Control Module (ECM)

7. Throttle

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13.13.1 Lubricating Oil

Check the lubricating oil level with the engine stopped and the vehicle on level ground. If the engine has just been stopped and is warm, wait approximately ten minutes to allow the oil to drain back to the oil pan. Add the proper grade oil as recommended to maintain the correct oil level on the dipstick. Refer to section 5.2.1.

NOTE:

Do not overfill. Oil may be blown out through the crankcase breather if the crankcase is overfilled.

Make a visual check for oil leaks around the filters and the external oil lines. Change the lubricating oil as follows:

1. Position the vehicle or equipment on level ground. 2. If the engine is cold, run it until it is warm.

NOTICE:

When removing or installing a side plug, hold the flats of the insert with a 2 1/8 in., or larger, open end adjustable wrench to keep it from turning. If the insert is loosened, it may be necessary to remove the oil pan and retighten the nut to prevent a possible oil leak.

3. Remove drain plug on the bottom of oil pan. Drain lube oil into a suitable container. Always dispose of used lubricating oil in an environmentally responsible manner, according to state and/or federal (EPA) recommendations.

NOTE:

If the lubricating oil is drained immediately after an engine has been run for some time, most of the sediment will be in suspension and will drain readily.

4. Coat drain plug(s) with Loctite®_{PT 7271 sealant (or equivalent). Install and torque to}

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To replace the lube oil filters, perform the following procedure:

1. Remove the spin-on filter cartridges using J 29917, (or equivalent) and a 1/2 in. drive socket wrench and extension.

2. Dispose of the used oil and filters. Always dispose of used oil and filters in an environmentally responsible manner, according to state and/or federal (EPA) recommendations.

3. Clean the filter adaptor with a clean, lint-free cloth.

4. Lightly coat the filter gaskets (seals) with clean engine oil.

5. Start the new filters on the adaptor, and tighten by hand until the gaskets touch the mounting adaptor head.

NOTE:

Tighten full-flow filters an additional two-thirds turn by hand or refer to instructions on the replacement filter.

Add oil as required to bring the level to the FULL mark on the dipstick.

NOTE:

Engine oil capacity can vary, depending on the oil pan used and the engine application. For total oil capacity refer to the engine application manual or contact an authorized Detroit Diesel distributor.

Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects, and other reproductive harm.

Always start and operate an engine in a well ventilated area.

If operating an engine in an enclosed area, vent the exhaust to the outside.

Do not modify or tamper with the exhaust system or emission control system.

Start and run the engine for a short period, and check for leaks. After leaks have been corrected, stop the engine long enough for oil to drain back to the crankcase (approximately 20 minutes). Add oil as required to bring the level to the proper mark on the dipstick.

NOTE:

Do not overfill. Oil may be blown out through the crankcase breather if the crankcase is overfilled.

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13.13.2 Fuel Tanks

Keep the fuel tank(s) filled to reduce the condensation to a minimum. Select the proper grade of fuel. Refer to section 5.1 for the fuel specifications that are listed in Table 5-1.

Open the drain at the bottom of the fuel tank every 30,000 miles - 48,000 km (300 hours for non-vehicle applications), to drain off any water and/or sediment.

Every 12 months or 60,000 miles - 96,000 km (600 hours for non-vehicle applications), whichever comes first, tighten all fuel tank mountings and brackets (refer to OEM maintenance guidelines). At the same time, check the seal in the fuel tank cap, the breather hole in the cap and the condition of the flexible fuel lines. Repair or replace the parts as necessary (refer to OEM maintenance guidelines).

The most common form of diesel fuel contamination is water. Water is harmful to the fuel system in itself, but it also promotes the growth of microbiological organizations (microbes). These microbes clog fuel filters with a "slime" and restrict fuel flow.

Condensation is particularly prevalent on units that stand idle for extended periods of time. Ambient temperature changes cause condensation in partially filled fuel tanks.

Units in storage are particularly susceptible to microbe growth. The microbes live in the fuel-water interface. They need both liquids to survive. These microbes find excellent growth conditions in the dark, quiet, non-turbulent nature of the fuel tank.

Microbe growth can be eliminated through the use of commercially available biocides. There are two basic types on the market:

The water-soluble type treats only the tank where it is introduced. Microbe growth can start again if fuel is transferred from a treated to an untreated tank.

The diesel fuel-soluble type, such as Biobor®_{JF or equivalent, treats the fuel itself, and}

therefore, the entire fuel system.

Biobor®_{is a registered trademark of United States Borax and Chemical Corporation.}

Any units that will sit idle for extended periods, or any units being stored, should be treated as follows: Add the biocide according to the manufacturer’s instructions. This operation is most effective when performed as the tank is being filled. The use of isopropyl alcohol (dry gas) is no longer recommended due to it’s negative effect on fuel lubricity.

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13.13.3 Fuel Lines and Flexible Hoses

Make a visual check for fuel leaks at all engine-mounted fuel lines and connections, and at the fuel tank suction and return lines. Since fuel tanks are susceptible to road hazards, leaks in this area may best be detected by checking for accumulation of fuel under the tanks.

The performance of engine and auxiliary equipment is greatly dependent on the ability of flexible hoses to transfer lubricating oil, air, coolant, natural gas and fuel oil. Diligent maintenance of hoses is an important step in ensuring efficient, economical and safe operation of the engine and related equipment.

Check hoses daily as part of the pre-start up inspection. Examine hoses for leaks and check all fittings, clamps and ties carefully. Ensure 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 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 necessary (refer to OEM maintenance guidelines).

Investigate leaks immediately to determine if hoses have ruptured or worn through. Take corrective action immediately. Leaks are not only potentially detrimental to machine operation, but they also result in added expense caused by the need to replace lost fluids.

To avoid injury from fire, contain and eliminate leaks of flammable fluids as they occur. Failure to eliminate leaks could result in fire.

A hose has a finite service life. The service life of a hose is determined by the temperature and pressure of the air or fluid within it, its time in service, its mounting, the ambient temperatures and amount of flexing and vibration to which it is subjected. With this in mind, all hoses should be thoroughly inspected annually. Look for cover damage or indications of damaged, twisted, worn, crimped, brittle, cracked or leaking lines. Hoses having the outer cover worn through or damaged metal reinforcement should be considered unfit for further service.

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NOTICE:

It is especially important that identical DDC replacement hoses be used on the Series 60G engine. The fuel line from the regulator to the PSV and air/fuel balance lines are precisely specified in terms of material, diameter and length. Incorrect substitution of these hoses can lead to poor performance and possible engine damage.

All hoses in or out of machinery should be replaced during major overhaul or after a maximum of five years service.

The final fuel regulator on the Series 60G engine does not require any adjustment or maintenance and is replaced as a complete assembly.

13.13.4 Cooling System

Check the coolant level daily. Ensure it is within 2 in. (50 mm) of the filler neck on the radiator or heat exchange filler bottle r or per the recommendation of the equipment manufacturer. Add recommended coolant, as necessary. Refer to section 5.4. Do not overfill.

Make a visual check for cooling system leaks. Check for an accumulation of coolant beneath the engine during periods when the engine is running and when the engine is stopped.

NOTE:

In order to ensure the integrity of the cooling system, it is recommended that a periodic cooling system pressure check be performed. Pressurize the cooling system (103-138 kPa, 15-20 lb/in.2_{) using radiator cap and J 24460-01. Do not exceed 138 kPa (20 lb/in.}2_).

Any measurable drop in pressure may indicate an external/internal leak. Whenever the oil pan is removed, the cooling system should be pressure checked as a means of identifying any internal coolant system leaks.

To avoid injury when using caustic cleaning agents, follow the chemical manufacturers usage, disposal, and safety instructions.

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Drain the engine coolant as follows: 1. Allow engine to cool.

To avoid injury from the expulsion of hot coolant, never remove the cooling system pressure cap while the engine is at operating temperature. Remove the cap slowly to relieve pressure. Wear adequate protective clothing (face shield or safety goggles, rubber gloves, apron, and boots).

2. Remove drain plugs from the bottom of water pump, at the right rear of the engine, and at the bottom of the thermostat housing.

3. Remove radiator or heat exchanger tank pressure cap. 4. Open drain valve at bottom of radiator or charge air cooler.

5. Collect used antifreeze in a suitable container, and dispose of the solution in an environmentally responsible manner, according to state and federal (EPA) recommendations.

6. Replace all drain plugs, and close any drain valves.

7. Refill the system with proper antifreeze and clean soft water mixture.

8. Purge entrapped air by allowing the engine to warm-up without the pressure cap installed. With the transmission or marine gear in neutral, increase engine speed above 1000 r/min. Add coolant as required.

9. Allow engine to cool.

10. Install the pressure cap after filling the coolant level to the bottom of the radiator or heat exchanger filler bottle neck.

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If the cooling system is contaminated, flush the cooling system as follows:

1. Drain the coolant from the engine.

NOTICE:

If the engine is hot, fill slowly to prevent rapid cooling and distortion of the engine castings.

2. Refill with soft clean water.

3. Refer to section 13.13.1 for the exhaust caution before preceeding. Start the engine and operate it for 15 minutes after the thermostats have opened to thoroughly circulate the water.

4. Stop the engine and drain the unit completely.

5. If the engine is hot, refill slowly with clean water and operate for 15 minutes after the thermostats have opened.

6. Drain the unit completely.

7. If the engine is hot, fill slowly with 50/50 antifreeze water and pre-charge of inhibitor or required coolant and inhibtor. Refer to section 5.4.

8. Purge entrapped air by allowing the engine to warm-up without the pressure cap installed. With the transmission or marine gear in neutral, increase engine speed above 1000 r/min. Add coolant as required.

9. Allow engine to cool.

10. Install the pressure cap after filling the coolant level to the bottom of the radiator or heat exchanger filler neck.

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13.13.5 Guidelines for Water Pump Replacement

The investigation of engine water pumps returned to the factory has, in many cases, revealed normal weepage from the water pump weep hole. This condition is often misdiagnosed as a water pump seal failure. The diagnostic procedure that follows is used to determine if the engine water pump seal has failed or is functioning normally. Guidelines are also presented for the steps that should be taken prior to water pump replacement.

13.13.5.1 Source of Premature Failure of Water Pump Seals

Water pump seal failures may result from debris or deposits at the seal surface, low coolant levels, improper coolant chemicals or fabrication defects. Fabrication defects are quickly evident at low mileage/engine hours, while failures caused by debris or deposits at the seal surface appear over the service life of the pump. Premature failure of the water pump seal is typically an indication of poor coolant and lubricating oil maintenance.

Improper coolant maintenance can lead to excess supplemental coolant additives (SCA) in the coolant. This can cause excess phosphorus and silicates to precipitate within the cooling system. Deposits can build up between the shaft and the seal, causing a leak path or an abrasive effect on the seal face. Coolant formulated with hard water can also result in excess magnesium and calcium precipitation, with the same effect on the water seal. For additional information on the effects of inadequate cooling system maintenance, see DDC publication, 7SE390, Cooling System Technician’s Guide, "available from authorized Detroit Diesel distributors.

On gear-driven water pumps, oil from the weep hole indicates a failure of the oil seal within the water pump. The normal causes for premature failure of the oil seal are excessive wear, debris, and soot in the engine oil, thatcan result from extended oil change intervals. These contaminants act abrasively on the seal-to-shaft interface.

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13.13.5.2 Water Pump Seal Assessment

The following steps should be followed to verify leakage prior to removal and replacement of the water pump:

1. When accessible, clean any debris or obstruction from the weep hole, being careful not to disturb the seal. This will help address the nature of the leakage. See Figure 13-4.

Figure 13-4 Water Pump Weep Hole

2. If no leakage of coolant is observed under operating conditions, the water pump should not be replaced.

NOTE:

Chemical streak trails and seepage are normal, but continuous drip leaks are not. NOTE:

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Figure 13-5 Water Pump Showing Normal Weeping

Figure 13-6 Water Pump Showing Abnormal Leaking NOTE:

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Figure 13-7 Water Pump Showing Normal Mineral Deposits Caused By Weeping

Replace water pump if oil is found coming from the weep hole on gear-driven water pumps. The engine oil must then be tested for excess debris, and replaced if not conforming to specifications. The SCA inhibitors and glycol concentration must be checked according to the recommended maintenance schedule as described in the Detroit Diesel Series 60 Service Manual and Operators Guide for that specific engine or DDC publication 7SE298, available from authorized Detroit Diesel distributors.

13.13.5.3 Water Pump Leak Test Summary

Test water pump for leaks as follows: 1. Ensure weep hole is clear.

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3. Run engine and check for oil leaks from weep hole.

[a] If oil leak is observed, replace the water pump and conduct an oil analysis per publication, 7SE390, available from authorized Detroit Diesel distributors. Then replace water pump as needed.

4. Test and reformulate the coolant to proper glycol and SCA concentrations per the Service Manual Maintenance schedule as indicated in the engine operators guide or DDC

publication, 7SE298, available from authorized Detroit Diesel distributors.

13.13.6 Test Procedure for DDEC Engines Equipped with Low Coolant

Level Sensor (CLS)

The following test procedure is for engine cooling systems that are equipped with a low coolant level sensor mounted in the top tank of the radiator or the heat exchanger. This sensor must be tested annually or every 100,000 miles (161,000 km), whichever comes first.

1. Allow the engine to cool to ambient temperature.

2. Turn ignition switch on and verify no coolant level sensor codes. (DO NOT START ENGINE.)

3. Reduce coolant level below CLS level.

4. Check "stop engine light". It should illuminate within 10 seconds, indicating low coolant level.

[a] If light illuminates, system is working properly. [b] If light does not illuminate, refer to section 13.13.6.1. 5. Fill coolant to proper level. Refer to section 13.13.4.

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13.13.6.1 Stop Engine Light Did Not Illuminate

If "stop engine light" did not illuminate, use the following procedure:

1. Check wiring harness and mating connector for damaged wires or pins.

2. Remove and clean sensor. Wash with mild detergent and rinse with clean water. 3. Submerge sensor in container of water up to connector with wiring harness connected. 4. Turn ignition switch on. (DO NOT START ENGINE.)

5. Slowly remove sensor from water.

6. The light should illuminate, indicating low coolant level. 7. If light does illuminate, system is working properly.

8. If light still does not illuminate, replace sensor and return it to DDC.

13.13.7 Transmission or Marine Gear

Check the marine gear oil pressure. The operating oil pressure range at operating speed is 621 – 1034 kPa (90 – 150 lb·in.) The operating oil pressure varies with the different DDC/Twin Disc gears. Check and, if necessary, replenish the oil supply in the transmission.

13.13.8 Turbocharger

Inspect the mountings, intake and exhaust ducting and connections for leaks. Check the oil inlet and outlet lines for leaks and/or restrictions to oil flow. Inspect water-cooled turbochargers for coolant leaks. Check for unusual noise or vibration and, if excessive, remove the turbocharger and correct the cause. Refer to section 6.6.2.

13.13.9 Battery

On batteries equipped with charge indicator eyes, periodically check for adequate charge. If batteries are the filler-cap type, check the level of the electrolyte every 100 hours or every 7,500 miles (12,000 km). Inspect marine engine batteries for charge every month. In warm weather, however, check more frequently due to a more rapid loss of water from the electrolyte. Electrolyte should be maintained in accordance with the recommendations of the battery manufacturer.

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13.13.10 Drive Belts

New standard vee-belts will stretch after the first few hours of operation. Refer to section 13.13.1 for the exhaust caution before preceeding. Run the engine for 10 to 15 minutes at 1200 r/min to seat the belts, then readjust the tension. Check the belts and tighten the fan drive, battery charging alternator and other accessory drive belts after 1/2 hour or 15 miles and again after 8 hours or 250 miles (402 km) of operation. Thereafter, check the tension of the drive belts every 100 hours or 7,500 miles (12,000 km) and adjust, if necessary. Belts should be neither too tight nor too loose. Belts that are too tight impose excess loads on the crankshaft, fan and/or alternator bearings, shortening both belt and bearing life. Excessively overtightened belts can result in crankshaft breakage. A loose belt will slip and may cause damage to accessory components.

Replace ALL belts in a set when one is worn. Single belts of similar size should not be used as

a substitute for a matched belt set. Premature belt wear can result because of belt length variation. All belts in a matched belt set are within 0.032 in. (0.81 mm) of their specified center distances. When installing or adjusting an accessory drive belt, be sure the bolt at the accessory adjusting pivot point is properly tightened, as well as the bolt in the adjusting slot.

Adjust the belt tension as listed in Table 13-1 and listed in Table 13-2, using J 41251-B.

Fan Drive Single Belt Fan Drive 2 or 3 Belts

80-100 lb(355 - 455 N) 60-80 lb(266 - 355 N)

Table 13-1 Fan Drive Belt Tensioning

BELT NEW USED

Two 1/2 in. Vee-Groove 125 lbs. 100 lbs.

2-Groove Powerband® _{200 lbs.} 890 N 150 lbs. 667 N 12-Rib Poly-Vee 50 DN Alternator 350 lbs. 1,557 N 250 lbs. 1,112 N 6-Rib Poly-Vee 220 lbs. 979 N 180 lbs. 801 N

Table 13-2 Alternator Drive Belt Tensioning

If a belt tension gage is not available, adjust the belt tension so that a firm push with the thumb, at a point midway between the two pulleys, will depress the belt 12.70-19.05 mm (0.500 -0.750 in.).

NOTE:

When installing or adjusting an accessory drive belt, ensure the bolt at the accessory adjusting pivot point is properly tightened, as well as the bolt in the adjusting slot. NOTE:

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A single poly-vee belt is used with the 50 DN Alternator. The 50 DN alternator drive belt tension is set at 1558 N (350 lb) during engine assembly and belt replacement. A new belt loses tension rapidly during the first few minutes of operation. Therefore, it is important to check the tension after 30 minutes of operation. Allow the belt to cool with the engine off for 30 minutes before measuring tension.

If the tension on the belt is greater than or equal to 1115 N (250 lb), no further tensioning is required.

If the tension on the belt is less than 1115 N (250 lb), tension the belt to 1115 N (250 lb). Periodic tensioning of the belt is required to maximize belt life. The belt tension should be measured once per month or every 7,500 miles (12,000 km), whichever comes first.

A belt tensioning tool is available from Detroit Diesel, J 41251-B. The gage is calibrated from 779 to 1558 N (175 to 350 pounds). The following procedure will describe proper use of the belt tensioning tool:

NOTICE:

Failure to properly orient the drive belt when installing it over the pulleys may result in belt damage at engine startup.

1. Poly-vee belts are very sensitive to undertension. Without a gage and proper tension measurement, the belt tension will probably be too low. Undertension wears belts rapidly and will lead to premature belt failure.

2. Measure the belt tension between the alternator drive pulley and the upper idler pulley, or between the upper idler pulley and the alternator pulley.

NOTICE:

Do not let gage handle snap back after pressing handle when not installed on belt under tension. Broken gear will result.

3. Fully press the plunger on the belt gage. The belt must pass between the hook and the leg pads. The entire belt width must be supported by the hook and leg pads.

4. Use quick release on the gage handle. Read tension on the face of the gage. Repeat the measurement 2 or 3 times to ensure accuracy.

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13.13.10.1 Inspect for Rib Cracking

As a poly-vee belt goes through its natural life, it passes through several phases:

After an extended time in service, minor rib cracks may appear, usually one or two cracks per inch of belt. See Figure 13-8. This condition is considered normal.

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A replacement concern occurs when the belt ribs exhibit severe multiple cracking (see Figure 13-9). This leads to "chunking" (breaking away of rib material). See Figure 13-10.

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When severe cracking or rib "chunking" appears, belt replacement is required.

13.13.10.2 Inspect for Rib Sidewall Glazing

When the ribs appear to have a shiny surface that is hard and brittle, it is usually a symptom of belt slippage. This results from inadequate tension, extreme temperature, or both. Both characteristics will lead to severe cracking and failure, often with little advance warning. If this happens, locate the cause and correct before installing a new belt.

13.13.10.3 Inspect for Belt Wear

Accelerated wear on any part of the belt fabric backing, tensile cord, or rib rubber is a concern and should be investigated. The causes of accelerated wear are:

Drive misalignment - Misalignment must not exceed 1.59 mm (1/16 in.) for each 305 mm (12.0 in.) of belt span

Incorrect belt length

Environmental conditions - Temperature, excessive exposure to engine fluids, etc. Abrasive material - Stones, sand, metal shavings, etc.

13.13.10.4 Inspect for Foreign Objects

Premature failure may be caused by the belt coming in contact with a foreign object.

NOTICE:

Any object protruding into the path of the belt drive that contacts the belt will cause damage and failure of the belt.

Prior to installing a new belt, verify removal of any foreign objects protruding into the belt path.

13.13.10.5 Inspect for Noise Vibration

Much effort has gone into the design of each poly-vee belt drive in order to prevent noise vibration. However, field problems occasionally occur. Some causes of noise vibration are:

Misalignment - This may cause a chirping noise, especially at or near idle speed.

Mounting - Rigid bracketing of accessories is a must for acceptable free belt span vibration.

NOTE:

Some span vibration is to be expected during the range of engine speed and accessory loading.

Belt tension - Insufficient belt tension may cause a high - pitched howl (squeal) or rasping sound during engine acceleration or deceleration.

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13.13.11 Air Compressor

Remove and clean all air compressor air intake parts every 150 hours or 15,000 miles (24,000 km). Refer to section 10.1.5. To clean either the hair-type or polyurethane-type compressor air strainer element, saturate and squeeze it in fuel oil, or any other cleaning agent that would not be detrimental to the element, until it is dirt-free. Then, dip the element in lubricating oil and squeeze it dry before placing it back in the air strainer.

For replacement of the air strainer element, contact the nearest servicing dealer; replace with the polyurethane element, if available.

Every 12 months or 30,000 miles (48,000 km) [300 hours for non-vehicle applications] tighten the air compressor mounting bolts.

13.13.12 Air Cleaner

Inspect the air cleaner element every 15,000 miles (24,000 km) for vehicle engines, 150 hours for non-vehicle engines, or more often if the engine is operated under severe dust conditions. Replace the element if necessary. Check the gaskets for deterioration and replace, if necessary. If the dry-type air cleaner is equipped with an aspirator, check for aspirator damage or clogging. Clean and repair as necessary.

Under no engine operating conditions should the air inlet restriction exceed 20 inches of water (5.0 kPa). A clogged air cleaner element will cause excessive intake restriction and a reduced air supply to the engine.

Dry-type air cleaner elements used in on-highway applications should be discarded and replaced with new elements when the maximum allowable air inlet restriction has been reached. No attempt should be made to clean or reuse on-highway elements after these intervals.

Dry-type elements used in industrial applications should be discarded and replaced with new elements after one year of service or when the maximum allowable air intake restriction has been reached, whichever comes first. In cases where the air cleaner manufacturer recommends cleaning or washing elements, the maximum service life is still one year or maximum restriction. Cleaning, washing and inspection must be done per the manufacturer’s recommendations, if any.Inspection and replacement of the cover gaskets must also be done per the manufacturer’s recommendations, if any.

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13.13.15 Fuel Filters (Natural Gas)

The precision fuel metering systems of the Series 60G engine require that a fuel filter be used to screen the fuel of liquids and debris that may be carried along with the fuel in the pipeline. The filter should not allow infiltration of particles larger than 0.05mm, and should have a replaceable element with a high capacity for accumulated dust.

The restriction offered by the filter should not exceed 12 inches of water (30 mbar).

The fuel system pressure requirements as stated in the performance curves must be maintained AFTER any pressure losses caused by the filter.

A suggested fuel filter manufacturer is: MAXITROL Model: GF80-1-1616; MAXITROL Co., 23555 Telegraph Road, PO Box 2230, Southfield, MI 48037; Phone: 248-356-1400, FAX: 248-356-0829

Install the filter properly with gas flowing as indicated by the arrow on the casting. It is also important to leave sufficient space above the cover to allow for removal of the filter insert. Frequency of filter insert maintenance is dependent upon the associated pressure drop at the filter. If the inlet fuel pressure to the engine regulator falls below the specified minimum, engine performance will be degraded.

Before changing the fuel filter, turn off the manual control fuel lever. Start and run the engine until the engine stops. This will eliminate most of the residual gas pressure when removing the filter or draining.

Check carefully for gas leaks immediately after the filter has been installed and the gas turned on. Do this before attempting to operate the engine. Use a rich liquid soap solution or other accepted leak tester on the area between the cover and housing, and at the pipe connections. Never operate the engine if leakage is detected.

13.13.16 Coolant Filter and Water Pump

Inspect the water pump drain hole every 6 months, ensuring it is open. A small chemical build up or streaking at the drain hole may occur, but this is not an indication of a defective water pump or seal. If coolant does not leak from the drain hole under normal operating conditions, do not replace the water pump. If the cooling system is protected by a coolant filter and conditioner, the element should be changed every 15,000 miles (24,000 km) or 150 hours (non-vehicle applications). Use the proper coolant filter element in accordance with instructions given under coolant specifications. Refer to section 5.4.7.

13.13.17 Cranking Motor

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13.13.18 Air System

It is important with turbocharged engines that all the connections in the air system be checked to ensure they are tight. Check all hoses and ducting for punctures, deterioration or other damage and replace, if necessary.

Every 250 hours or one year, whichever comes first, remove the square head recess plugs (2) from the bottom of the charge air cooler and drain. reinstall plugs and tighten securely.

Refer to OEM maintenance guidelines.

13.13.19 Exhaust System

Check the exhaust manifold retaining bolts and other connections for tightness. Check for proper operation of the exhaust pipe rain cap, if so equipped.

13.13.20 Engine (Steam Clean)

NOTICE:

Do not apply steam or solvent directly on the battery charging alternator, starting motor, DDEC components, sensors, or other electrical components, as damage to electrical equipment may result.

Steam clean the engine and engine compartment.

13.13.21 Radiator

Inspect the exterior of the radiator core every 12 months, 30,000 miles (48,000 km), or 300 hours for non-vehicle applications. If necessary, clean it with a quality grease solvent, such as mineral spirits, and dry it with compressed air. Do NOT use fuel oil, kerosene or gasoline. It may be necessary to clean the radiator more frequently if the engine is being operated in extremely dusty or dirty areas.

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13.13.23 Battery Charging Alternator

Inspect the terminals for corrosion and loose connections and the wiring for frayed insulation. Refer to OEM maintenance guidelines.

13.13.24 Engine and Transmission Mounts

Check the engine and transmission mounting bolts and the condition of the mounting pads every 600 hours or 60,000 miles (96,500 km). Tighten and repair as necessary.

13.13.25 Crankcase Pressure

Check and record the crankcase pressure every 600 hours - 96,000 km (60,000 miles). Refer to section 16.7.

13.13.26 Crankcase Pressure Test Without Dynamometer

To check crankcase pressure without a dynamometer a crankcase pressure sensor kit is available to measure crankcase pressure using existing vehicle wiring. The sensor is installed into the dipstick tube and plugged into the oil pressure sensor harness. The crankcase sensor is connected to the DDEC® _{ECM and will record the crankcase pressure as oil pressure readings used for}

conversion to inches of H₂O.

Assemble crankscase pressure components as follows:

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2. Thread crankcase pressure sensor into adaptor. See Figure 13-11.

1. Crankcase Pressure Sensor 3. Seals

2. Sensor Adaptor Tube 4. Sensor Harness

Figure 13-11 Crankcase Pressure Sensor Kit Components

To check crankcase pressure use the following procedure: 1. Remove the dipstick from the engine.

2. Insert adaptor into dipstick tube.

3. Connect crankcase pressure sensor harness to sensor and route harness over engine so as to avoid hot exhaust components.

4. Unplug the wiring harness from the oil pressure sensor on the left rear of the block, and plug the crankcase pressure sensor harness into the oil pressure sensor wiring.

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To avoid injury from loss of vehicle/vessel control, the operator of a DDEC equipped engine must not attempt to use or read the Diagnostic Data Reader when the vehicle/vessel is moving.

7. With engine at operating temperature, have an assistant trigger a snapshot while the vehicle is operating at 1200 to 1350 RPM at full throttle using a loaded trailer to maintain 100% load.

8. Print the reading, including RPM, %LOAD, OIL PRESSURE, OIL TEMPERATURE, COOLANT TEMPERATURE and TURBO BOOST PRESSURE.

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9. Refer to conversion chart listed in Table 13-3 to convert oil pressure reading to inches of H₂O crankcase pressure.

OIL PRESSURE READING lb/in.² kPa Crankcase Pressure in H₂O

30.0 207 0.00 31.0 214 0.47 32.0 221 0.95 33.0 228 1.43 34.0 234 1.91 35.0 241 2.39 36.0 248 2.87 36.4 251 3.0 37.0 255 3.35 38.0 262 3.83 38.4 265 4.0 39.0 269 4.31 40.0 276 4.79 41.0 283 5.27 42.0 290 5.75 43.0 296 6.23 44.0 303 6.70 45.0 310 7.18 46.0 317 7.66 47.0 324 8.14 48.0 331 8.62 49.0 338 9.10 50.0 345 9.58 51.0 352 10.06 52.0 359 10.54

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13.13.27 Fan Hub

If the fan bearing hub assembly has a grease fitting, use a hand grease gun and lubricate the bearings with one shot of Mobilgrease®_{Hp, or an equivalent lithium-base multi-purpose grease}

every 100,000 miles (160,000 km) for vehicle engines or 1,050 hours for non-vehicle engines. Care should be taken not to overfill the housing.

Mobilgrease®_{is a registered trademark of the Mobil Corporation.}

13.13.28 Thermostats and Seals

Inspect the thermostats and seals every 24 months. Refer to section 4.5.2.1. The thermostats and seals should be replaced every 200,000 miles (322,000 km) for vehicle engines or 4,000 hours for non-vehicle engines, except marine. Replace at the following intervals on marine engines: Heat exchanger-cooled pleasure craft, every 400 hours or 2 years (whichever comes first); keel-cooled commercial craft, every 10,000 hours or 2 years (whichever comes first).

13.13.29 Intake System

Because natural gas is mixed with the air before the turbocharger on the Series 60G engine, special precautions and inspections are required. Inspect the fuel system components (regulator, PSV, and mixer), intake ducting, turbocharger compressor connections, charge air cooler connections, throttle connections, and intake manifold connections for leaks. Any leak in the intake system downstream of the mixer will result in reduced engine performance and the possible release of a combustible mixture of fuel/air into the atmosphere. The charge air cooler should be tested for leaks as recommended by the manufacturer.

The throttle used on the Series 60G engine is fully enclosed, automatically calibrated at engine start up and requires no adjustment or maintenance. The throttle is serviced as a complete unit.

13.13.30 Crankcase Breather

Remove the internally mounted (in the engine rocker cover for diesel engines and on front gear case cover for natural gas engines) crankcase breather assembly annually (vehicle engines) or every 1,050 hours (non-vehicle engines) and wash the steel mesh pad in clean fuel oil. Refer to section 1.6.6. This cleaning period may be reduced or lengthened according to the severity of service.

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The rocker cover-mounted breather assembly (part number 23512984) and seal ring (part number 23515211) used in the closed crankcase breather system should be replaced every 4000 engine operating hours. These parts are not reusable and no attempt should be made to clean or reuse them. See Figure 13-12.

1. Breather 2. Seal

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13.13.31 Engine Tune-up

There is no scheduled interval for performing an engine tune-up. As long as the engine performance is satisfactory, no tune-up should be needed.

The valve lash and injector heights on Series 60 diesel-fueled engines must be measured and, if necessary, adjusted after the first 60,000 miles (96,000 km) or 24 month period, whichever comes first, or after the first 1500 hours for marine engines. Once the initial measurements and adjustments have been made, any changes beyond this point should be made only as required to maintain satisfactory engine performance.

Refer to section 12.2 of this service manual for valve lash and injector height adjustment procedures.

NOTICE:

Failure to measure valve clearances and injector heights at the required initial period and make necessary adjustments may result in gradual degradation of engine performance and reduced fuel combustion efficiency.

The valve lash on Series 60G natural gas-fueled engines should be checked and adjusted as follows:

Truck and Motor Coach Engines - Check every 36,000 miles (58,000 hm) or 12 months, whichever comes first, and adjust if necessary.

Generator Set Engines - Check every 1,500 hours of operation or 12 months, whichever comes first, and adjust if necessary.

Refer to section 12.4 of this service manual for valve lash adjustment procedures.

NOTICE:

Failure to measure valve lash at the required intervals and make necessary adjustments may result in gradual degradation of engine performance and reduced fuel combustion efficiency.

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13.13.32 Marine Gear

Check the marine gear oil level daily and fill to the proper level with the required lubricant. The oil and filter maintenance requirements for Detroit Diesel (Twin Disc) marine gears are listed in Table 13-4.

Oil Service Class

Use API service classification CD, CD-II, CF-2, or CE, CF or CG-4 engine oil which is certified to pass 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.

Oil Viscosity

Sump Temperature, also Oil Temperature into Heat Exchanger During Start-Up Steady Operating Conditions

Recommended Oil Viscosity

- Below 150 F (66 C) This operating condition is not approved. 32 F (0 C) Min. 150-185 F (66-85 C) SAE viscosity number 40 engine

oil 1.12:1-2.54:1 32 F (0 C) Min. 150-185 F (66-85 C) SAE viscosity number 40 engine

oil 3.10:1-4.95:1 32 F (0 C) Min. 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 oil and 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 comes first.

Table 13-4 DDC (Twin Disc) Marine Gear Lube Oil and Filter Change Requirements

Check marine gear mounting bolts and the condition of the mounting pads every 1,000 hours and tighten or repair, as required.

Replace marine gear oil coolers onn pleasure craft marine engines every 4 years or 8000 hours, whichever comes first. Replace marine gear oil coolers on commercial marine engines every 4

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13.13.33 Raw Water System Zincs

Heat exchanger zincs should be checked initially after the first 60 hours. Thereafter, inspect and clean or replace on pleasure craft marine engines every 200 hours or one year, whichever comes first. Inspect and clean or replace on commercial marine engines every 5000 hours or one year, whichever comes first.Clean with a wire brush if serviceable. Replace if badly deteriorated. Zinc anodes are generally found in the heat exchanger assembly, the raw water pump elbows, the fuel cooler, and the engine/marine gear auxiliary coolers. See Figure 13-13.

Figure 13-13 Zinc Anode Locations — Heat Exchanger-Cooled Marine Engine

13.13.34 Raw Water Pump

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. Worn or brittle flexible impellers should be replaced. 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.

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13.13.35 Charge Air Cooler/Auxiliary Pump

Every 5000 hours or one year, whichever comes first, the charge air cooler on keel-cooled engines should be flushed with a mild solvent and rinsed with clean, fresh water. The engine-mounted auxiliary raw water pump used to circulate coolant through the charge air cooler should be examined periodically to make sure the weep hole is open and unblocked. A plugged weep hole may lead to water pump seal and bearing damage, which could cause pump malfunction. The charge air cooler/air intake manifold assembly on heat exchanger-cooled engines does not require periodic maintenance. See Figure 13-14.

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13.13.36 Heat Exchanger

Every 400 hours or 2 years, whichever comes first, the heat exchanger core should be flushed with a mild solvent and rinsed with clean, fresh water to remove dust, dirt, or other contamination from the element. See Figure 13-15. Authorized Detroit Diesel service outlets are properly equipped and have the trained personnel to perform this service.

Figure 13-15 Typical Heat Exchanger Assembly

13.13.37 Fuel Cooler

Every 400 hours or two years, whichever comes first, the fuel cooler should be removed, back flushed with clean, fresh water to remove any contaminants, and inspected before being reinstalled. Refer to section 2.13.

Fuel coolers should be replaced every 4 years or every 4,000 operating hours, whichever comes first.

13.13.38 Fuel Injectors

Replace fuel injectors on pleasure craft marine engines every 1,000 hours of operation. Replace injectors on commercial marine engines every 5,000 hours of operation.

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13.13.39 Vibration Damper

The viscous vibration damper should be inspected periodically and replaced if dented or leaking. Heat from normal engine operation may, over a period of time, cause the fluid within the viscous vibration damper to break down and lose its dampering properties. For this reason, the viscous vibration damper must be replaced at time of normal major engine overhaul, regardless of apparent condition.

13.13.40 Alternator and Attaching Hardware

The alternator and attaching hardware should be inspected for cracks, and the securing bolts should be retorqued every 90,000 miles for on-highway vehicles, 900 hours for stationary and industrial applications, 600 hours for Gensets, and 1000 hours for Series 60G Gensets.

13.13.41 Air Conditioning and Attaching Hardware

The air conditioner and attaching hardware should be inspected for cracks, and the securing bolts should be retorqued every 90,000 miles for on-highway vehicles, and 900 hours for stationary and industrial applications.

13.13.42 Air Compressor and Attaching Hardware

The air compressor and attaching hardware should be inspected for cracks, and the securing bolts should be retorqued every 90,000 miles for on-highway vehicles, and 900 hours for Series 60G Gensets.

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13.14 AIR SEPARATOR FILTER ELEMENT (MARINE)

The closed breather system consists of an air separator assembly mounted to the inlet side of the turbocharger. See Figure 13-16.

1. Turbine Housing 3. Air Separator Assembly

2. Compressor Housing

Figure 13-16 Typical Air Separator System

To operate efficiently, air separator filter and vacuum limiter must be properly maintained.

Clean and oil the filter element and vacuum limiter every 250 hours of engine operation or once a year, whichever comes first. Refer to section 13.14.1, refer to section 13.14.2, and refer to section 13.14.4.

NOTE:

Filter element and vacuum limiter must also be cleaned and oiled any time the restriction gage shows red.

Filter element must be replaced after three cleanings.

Replace vacuum regulator/limiter every 1000 hours of engine operation or every two years, whichever comes first.

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NOTICE

Failure to properly clean the engine room may allow loose debris to plug air separator elements. Plugging can lead to high air inlet restriction, causing reduced engine performance and/or engine damage caused by engine overheating.

NOTE:

For best cleaning results, and to avoid damaging filter elements, Walker Cleaning and Re-oiling Kit must be used. This kit is available from Walker Engineering supply distributors or directly from manufacturer:

Walker Engineering Enterprises 8321 De Celis Place

North Hills, CA 91343

13.14.1 Pre-Clean Air Separator Filter Element

Perform the following procedures to clean and re-oil the air separator filter element:

NOTICE

Failure to clean the air separator filter element and the vacuum regulator/limiter will affect the operation of the air separator and may cause reduced engine performance and/or engine damage caused by engine overheating.

NOTE:

A filter that is damaged or clogged with soot due to an exhaust leak may not be able to be cleaned to maximum air flow condition. Replacement of element may be necessary.

1. Remove filter element from air separator by detaching the end cap. On some installations this is accomplished by removing the end cap bolt. Other installations require removal of the end cap attaching springs.

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3. Gently brush outside of element with soft bristle brush, such as a paint brush, to remove smaller particles of dirt.

[a] If complete cleaning is impractical at this time, re-oil and install element. Refer to section 13.14.2 for oiling procedure.

[b] If complete cleaning is practical at this time, refer to section 13.14.2 and follow cleaning and oiling procedure.

13.14.2 Cleaning of Air Separator Filter Element

Perform the following procedures to clean air separator:

1. Spray Walker cleaning solution onto element and let soak 10 minutes.

NOTICE

To avoid filter damage, do not clean with gasoline, steam, high pressure water or air, caustic solutions, strong detergents, or parts cleaning solvents.

2. Rinse element with clean, low pressure, fresh (not salt) water. Rinse from clean side (inside) to dirty side.

NOTICE

To avoid filter damage, do not use compressed air, open flame, ovens, or heat dryers. Excess heat will shrink the filter element, and compressed air will blow holes through it.

3. Shake off excess water and allow element to dry naturally.

NOTICE

To avoid filter damage, do not use transmission fluid, motor oil, diesel fuel, WD-40® or other lightweight oil.

4. Squeeze Walker air filter fluid out of the bottle and across the top of each pleat. Make one pass per pleat.

NOTE:

Filter effectiveness is reduced if the element is used without re-oiling.

5. Allow oil to work into element for 20 minutes. 6. Re-oil any white spots on the element.

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13.14.3 Clean Vacuum Regulator Filter Element

The vacuum regulator filter can be cleaned without removing the regulator from the system. 1. Detach filter using a standard blade screwdriver.

2. Refer to section 13.14.1, and follow same pre-clean procedure. 3. Refer to section 13.14.2, and follow same cleaning procedure.

13.14.4 Clean Vacuum Limiter Filter Element

Clean vacuum limiter filter element as follows:

1. Remove entire vacuum limiter assembly. Do not detach filter element. 2. Refer to section 13.14.1, and follow same pre-clean procedure.

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13.15 CLEANING CONTAMINATED LUBRICATION OIL SYSTEM

If coolant should leak into the lubrication system, the lube system must be thoroughly flushed to avoid or limit damage using the flushing procedures outlined below.

13.15.1 Before Flushing Lubrication System

The following steps must be followed before flushing the contaminated lubrication system: 1. Determine the cause of the internal coolant leak and correct the problem.

2. Thoroughly drain the lubricating oil. Take and label a representative 6-8 ounce sample for chemical analysis.

3. Examine the drained oil:

[a] Refer to section13.15.2 if the oil is still reasonably fluid and is typical of the used oil at regular drain intervals.

[b] Refer to section13.15.3 if the oil shows a gelling texture. 4. Inspect main bearing shells:

[a] If damaged, the engine must be disassembled and checked for any additional damage. [b] If not damaged, proceed as follows:

Refer to section13.15.2 if the oil on the bearing shell(s) is viscous with normal flowing texture

Refer to section13.15.3 if the oil on the bearing shell(s) has gelled up, requiring scraping to remove.

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13.15.2 Flushing a Non-Gelled Oil System

Use this procedure if the contaminated lubricating oil is still freely flowing without gelling. This requires the lubricating oil recommended for normal operation.

To avoid injury from fire caused by heated lubricating-oil vapors:

Keep those people who are not directly involved in servicing away from the engine.

Stop the engine immediately if an oil leak is detected. Do not allow open flames or smoke when working on an operating engine.

Wear adequate protective clothing (face shield, insulated gloves, apron, etc.) to avoid burns.

To prevent a buildup of potentially volatile vapors, keep the engine area well ventilated during operation.

Lubricating oil is relatively harmless at ambient temperatures.

1. Remove and discard the oil filter and replace with new filters.

2. Pressure fill the lubricating system to 25 psi (172 kPa) with the lubricating oil recommended for normal operation, making sure the crankcase is filled to the proper operating level. Refer to section5.2 of the engine service manual.

Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects, and other reproductive harm.

Always start and operate an engine in a well ventilated area.

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4. Stop the engine and immediately drain the crankcase. Allow enough time to drain all the fluid. Take and label a second oil sample.

5. Repeat steps 1through step 4.

6. Remove and discard all oil filters and replace with new filters.

7. Replace oil drain plugs and pressure fill the engine to the proper level with the lubricating oil recommended for normal operation.

8. Have oil samples analyzed for coolant contamination and condition of the engine.

13.15.3 Flushing an Oil System that Exhibits Gelling

Use this procedure if the contaminated oil exhibits gelling. This requires the lubricating oil recommended for normal operation and the addition of a solvent.

To avoid injury from fire caused by heated lubricating-oil vapors:

Keep those people who are not directly involved in servicing away from the engine.

Stop the engine immediately if an oil leak is detected. Do not allow open flames or smoke when working on an operating engine.

Wear adequate protective clothing (face shield, insulated gloves, apron, etc.) to avoid burns.

To prevent a buildup of potentially volatile vapors, keep the engine area well ventilated during operation.

Lubricating oil is relatively harmless at ambient temperatures.

To avoid injury from improper use of chemicals, follow the chemical manufacturer’s usage, handling, and disposal instructions. Observe all manufacturer’s cautions.

2. Mix two parts of the lubricating oil recommended for normal operation with one part of butyl cellosolve. Refer to section 5.2 of the service manual for recommended oil. Pressure fill the engine with this mixture to 25 psi (172 kPa) until the crankcase is filled to the proper operating level.

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3. Refer to section13.15.2 for exhaust caution before preceeding. Start and run the engine at fast idle (1000 to 1200 rpm) for 30 minutes to one hour. Check engine running conditions frequently, especially oil pressure, and stop immediately if a reading is out of range. 4. Stop the engine and immediately drain the crankcase. Allow enough time to drain all the

fluid. Take and label a second oil sample.

6. Using a fresh charge of the lubricating oil recommended for normal operation, pressure fill the engine via the oil gallery to 25 psi (172 kPa) until the crankcase is filled to the proper operating level.

7. Refer to section13.15.2 for the exhaust caution before preceeding. Start and run the engine at fast idle (1000 to 1200 rpm) for 30 minutes to one hour. Check engine running conditions frequently, especially oil pressure, and stop immediately if a reading is out of range.

8. Stop the engine and immediately drain the crankcase. Allow enough time to drain all the fluid. Take and label a third oil sample.

10. Replace oil drain plugs and pressure fill the engine to the proper level with the lubricating oil recommended for normal operation.

11. Have oil samples analyzed for coolant contamination and condition of the engine. This procedure should flush all coolant contamination from the lubrication system. However, a thin coating from the coolant may still be evident on certain moving engine parts. This coating should disappear within one or two oil changes due to the detergent and dispersant additives in the engine oil.

NOTE:

The next oil change should be at one-half the normal oil change interval. Make sure that new filters are installed and that an oil sample is analyzed for coolant contamination and condition of the engine.