6SE329 (Rev.

2/76)

Operators
Manual

I n - L i n e 71 Engines

) Detroit Diesel Alison

kt 0vision ot General Motors corpora%,

' Detroit Mctoan 48228

6 1 9 7 6 General Motors Corp.

Printed in U.S.A.
•

TO THE OPERATOR

This manual contains instructions on the operation and preventive

maintenance of your Detroit Diesel engine. Sufficient descriptive

material, together with numerous illustrations, is included to enable

the operator to understand the basic construction of the engine and

the principles by which it functions. This manual does not cover

engine repair or overhaul.

Whenever possible, it will pay to rely on an authorized Detroit Diesel

Allison Service Outlet for all your service needs from maintenance to

major parts replacement. There are over 1500 authorized service

outlets in the U.S. and Canada. They stock factory original parts and

have the specialized equipment and personnel with technical

knowledge to provide skilled and efficient workmanship.

The operator should familiarize himself thoroughly with the contents

of the manual before running an engine, making adjustments, or

carrying out maintenance procedures.

The information, specifications and illustrations in this publication

are based on the information in effect at the time of approval for

printing. Generally, this publication is reprinted annually. It is

recommended that users contact an authorized Detroit Diesel Allison

Service Outlet for information on the latest revisions. The right is

reserved to make changes at any time without obligation.

WARRANTY

The applicable engine warranty is contained in the form entitled

POLICY ON OWNER SERVICE, available from authorized Detroit

Diesel Allison Service Outlets.

 TABLE OF CONTENTS

SUBJECT PAGE

DESCRIPTION

Principles of Operation 4

General Description •...... 5

General Specifications 5

Engine Models 7

Engine Model and Serial Number Designation 8

Built-In Parts Book 9

Cross Section Views of Engine 10

ENGINE SYSTEMS
11
Fuel System
14
Air System
18
Lubricating System
20
Cooling System

ENGINE EQUIPMENT
27
Instrument Panel, Instruments and Controls
28
Engine Protective Systems •
30
Electrical Starting System .
32
Hydraulic Starting System
Cold Weather Starting Aids
36
38
Governors
39
Transmissions

OPERATING INSTRUCTIONS
45
Engine Operating Instructions . .
A.C. Power Generator Set Operating Instructions 50

D.C. Power Generator Set Operating Instructions 52

LUBRICATION AND PREVENTIVE MAINTENANCE

Lubrication and Preventive Maintenance

55
69
Fuels, Lubricants and Coolants

ENGINE TUNE- UP PROCEDURES

79
Engine Tune-Up Procedures .
80
Exhaust Valve Clearance Adjustment
83
Timing Fuel Injector
84
Limiting Speed Mechanical Governor Adjustment
Limiting Speed Mechanical Governor (Dual Range) Adjustment 90

94
Limiting Speed Mechanical Governor (Fast Idle Cylinder)
96
Variable Speed Mechanical Governor Adjustment
Supplementary Governing Device Adjustment .... 100

Hydraulic SG Governor Adjustment . . . . . . . . . . . 106

Hydraulic PSG Governor Adjustment 110

Mechanical Output Shaft Governor Adjustment 115

119
Hydraulic Output Shaft Governor Adjustment
123
Dual Hydraulic SGT Governor Adjustment
128
Throttle Adjustments--Twin and Quad Units
Throttle Adjustments--Tandem Twin Units 134

139
TROUBLE SHOOTING

145
STORAGE.

149
BUILT- IN PARTS BOOK

169
OWNER ASSISTANCE

171
ALPHABETICAL INDEX
 DETROIT DIESEL

D E S C R I P TI O N

PRINCIPLES OF OPERATION

The diesel engine is an internal combustion power The unidirectional flow of air toward the exhaust

unit, in which the heat of fuel is converted into work valves produces a scavenging effect, leaving the

in the cylinder of the engine. cylinders full of clean air when the piston again covers

the inlet ports.

In the diesel engine, air alone is compressed in the

As the piston continues on the upward stroke, the
cylinder; then, after the air has been compressed, a

charge of fuel is sprayed into the cylinder and ignition exhaust valves close and the charge of fresh air is

subjected to compression as shown in Fig. I

is accomplished by the heat of compression.
(compression).

Shortly before the piston reaches its highest position,

The Two-Cycle Principle
the required amount of fuel is sprayed into the

combustion chamber by the unit fuel injector as shown

In the two-cycle engine, intake and exhaust take place in Fig. I (power). The intense heat generated during
during part of the compression and power strokes the high compression of the air ignites the fine fuel
respectively, as shown in Fig. I. In contrast, a four­ spray immediately. The combustion continues until the
cycle engine requires four piston strokes to complete fuel injected has been burned.
an operating cycle; thus, during one half of its

operation, the four-cycle engine functions merely as The resulting pressure forces the piston downward on
an air pump. its power stroke. The exhaust valves are again opened

when the piston is about halfway down, allowing the

A blower is provided to force air into the cylinders for burned gases to escape into the exhaust manifold as

expelling the exhaust gases and to supply the cylinders shown in Fig. I (exhaust). Shortly thereafter, the

with fresh air for combustion. The cylinder wall downward moving piston uncovers the inlet ports and

contains a row of ports that are above the piston when the cylinder is again swept with clean scavenging air.

it is at the bottom of its stroke. These ports admit the This entire combustion cycle is completed in each

air from the blower into the cylinder as soon as the cylinder for each revolution of the crankshaft, or, in

rim of the piston uncovers the ports as shown in Fig. I other words, in two strokes; hence, it is a "two-stroke

(scavenging). cycle".

Scavenging Compression Power Exhaust

11826

Fig. 1 . T h e Two-Stroke Cycle

Page 4
 DETROIT DIESEL Description

GENERAL DESCRIPTION

The two-cycle engines covered in this manual are portion entering the by-pass filter, if used, and then

produced in three, four and six-cylinder models having draining back into the oil pan, part going to the cam

the same bore and stroke and many of the major and balance shaft end bearings and cylinder head,

working parts such as injectors, pistons, connecting with the remainder going to the main bearings and

rods, cylinder liners and other parts that are connecting rod bearings via the drilled crankshaft.

interchangeable.
Coolant is circulated through the engine by a

centrifugal-type water pump. Heat is removed from

The blower, water pump, governor and fuel pump
the coolant, which circulates in a closed system, by the
form a group of standard accessories which can be
heat exchanger or radiator. Control of the engine
located on either side of the engine, regardless of the
temperature is accomplished by a thermostat which
direction of rotation. Further flexibility in meeting
regulates the flow of the coolant within the cooling
installation requirements can be had by placing the
system.
exhaust manifold and the water outlet manifold on

either side of the engine (Fig. 2). This flexibility in

Fuel is drawn from the supply tank through a strainer
the arrangement of parts is obtained by having both
by a gear-type fuel pump. It is then forced through a
the cylinder block and the cylinder head symmetrical
filter and into the fuel inlet gallery in the cylinder
at both ends and with respect to each other.
head and to the injectors. Excess fuel is returned to the

supply tank through the fuel outlet gallery and

The meaning of each digit in the model numbering
connecting lines. Since the fuel is constantly
system is shown in Fig. 2. The letter L or R indicates
circulating through the injectors, it serves to cool the
left or right-hand engine rotation as viewed from the
injectors and also carries off any air in the fuel system.
front of the engine. The letter A, B, C or D designates

the blower and exhaust manifold location as viewed

Air for scavenging and combustion is supplied by a
from the rear of the engine.
blower which pumps air into the engine cylinders via

the air box and cylinder liner ports. All air entering
Each engine is equipped with an oil cooler, lubricating the blower first passes through an air cleaner or
oil filter, fuel oil strainer, fuel oil filter, air cleaner or
silencer.
silencer, governor, heat exchanger and raw water

pump or fan and radiator, and starting motor. Engine starting is provided by either a hydraulic or

electric starting system. The electric starting motor is

Full pressure lubrication is supplied to all main, energized by a storage battery. A battery-charging

connecting rod and camshaft bearings, and to other generator, with a suitable voltage regulator, serves to

moving parts within the engine. A gear type pump keep the battery charged.

draws oil from the oil pan through an intake screen,

through the oil filter and then to the oil cooler. From Engine speed is regulated by a mechanical or

the oil cooler, the oil enters a longitudinal oil gallery hydraulic type engine governor, depending upon the

in the cylinder block where the supply divides; a engine application.

GENERAL S P E C I F I C A TI O N S

3-71 4-71 6.71

Number of Cylinders 3 4 6

Bore 4.25 in. 4.25 in. 4.25 in.

(108 mm) (108 mm) (108 mm)

Stroke 5 in. 5 in. 5 in.

(127 mm) (127 mm) (127 mm)

Compression Ratio (nominal)(Standard Engines) 17 to 1 17 to 1 17 to 1

Compression Ratio (Nominal)("N" Engines) 18.7 to 1 18.7 to 1 18.7 to 1

Total Displacement - cubic inches 213 284 426

Total Displacement - litres 3.49 4.66 6.99

Firing Order . R.H. Rotation 1-32 1342 153624

Firing Order - L.H. Rotation 12-3 1-24.3 142635

Number of Main Bearings 4 5 7

Page 5
 Description
DETROIT DIESEL

1 0 6 5
- 7 0 0 1

•
BASIC ENGINE

NUMBER AuCATION ARRANGEMENT

SERES 71 DESIGN sPcn
OF DESIGNATION AND DRIVE SHAFT
IN-LINE ENGINE VARIATION MODE
CYLINDERS (se blew] ROTATION (we below] NUMBER

(we below)

APPLICATION DESIGNATION. DESIGN VARIATIONS

1062-7001 MARINE
1062-7001 4 VALVE HEAD (N ENGINE)
1063-7001 INDUSTRIAL F.F
1062-71o1 2 VALVE HEAD ENGINE
1064--7001 POWER-BASE
1062-7201 4 VALVE HEAD (E" ENGINE)
106$-7001 GENERATOR
1062-7301 TURBOCHARGED ENGINE
106-7001 VEHICLE F-F
1062-7501 CUSTOMER SPEC. ENGINE
106g-70O SPECIAL

BASIC ENGINE ARRANGEMENTS. DRIVE SHAFT ROTATION

lotetien: I (le) end RR (right) designer

11220001 LEFT-HAND

rotation virwed frown the fret of the 1 1 2 2900 1 RIGHT-HAND

ngin. Typ A-A-CD deignerte he Shaft rotation on multiple

accessory arrow@rents. units is determined fron the

rear of the unit.

wATR wAT£R
wATER
WATE#
(ASAT
MANIFOLD MANIFOLD CAMSHAFT MAN OLD
CAMS6AFT CAMSHAFT
(THRUST REAR] MAOLD
(THRUST FRONT)
(THRUST FRONT] 'THRUST REAR]

v,
±
J4 ,tdt "

(­
/
tOWE# tOW£ • 8t.OWE

<
LA (XXXX-1XXX) L (xxxX-2XXx) LC (XXXX-3XXX) LO (XXXx-4XXX)

WATER WATER
wATER
CAMS4AI wATER
MANM OLD MANF OLD
CAMSHAFT MANIFOLD
CAMSHAFT (AS4AFT
(THRUST A£ AR) MA,f OLD
( U S 1 FONT)
THRUST FRONT)[(RUST REA]

RA (XXXX-5$XXX) Rs (XXXX-4XX.X) C (XX.Xx-7X.XX) RD (XXXX-gXXX)

ALL VIEWS FROM FLYWHEEL REAR END OF ENGINE

ENGINE ROTATION DETERMINED BY VIEWING ENGINE FROM BALANCE WEIGHT COVER (FRONT) END 11827

Fig. 2 · Model Numbering (Current Engines), Rotation and Accessory Arrangements

Page 6
 DETROIT DIESEL Description

ENGINE MODELS

in use or cut out as desired through their individual

control levers. Thus, flexibility in power output is

possible by varying from idling speed on one engine

to full throttle on all engines as the load demands.

A and C engines are used in the twin and quad

industrial units and B and D engines are used in twin

and quad marine units. Left-hand (LH) rotation is

obtained at the power drive shaft with the arrange­

ment shown in Figs. 3 and 4. Right-hand (RH)

rotation at the power drive shaft is attained by

reversing engine rotation with the same arrangement

A and C Engine industrial

as shown in Figs. 3 and 4.

and D Engine Marine

The tandem twin marine model, shown in Fig. 5, uses

an RA and an LC engine. The accessories and throttle

Fig. 3 • Typical Twin Engine Unit
controls are mounted on the inboard side and the

exhaust manifold is mounted on the outboard side. On

Flexibility in the location of the basic engine
starboard units the drive shaft turns clockwise and on
accessories (such as the blower, governor, water outlet
port units the drive shaft turns counterclockwise.
manifold and exhaust manifold) and a wide range of

power take-offs and reduction gears makes it possible The marine inclined engine is available in two models

to provide a suitab!e unit to fulfill any requirement. (RB and LD), each with its own reduction gear and

propeller shaft.

In addition to single engine models, the Series 7 1 twin

The accessories, throttle controls and exhaust manifold
and quad multiple engine units are designed to deliver
are mounted on the inboard side of both models. The
increased power to a single drive shaft.
propeller shaft on starboard units turns in a clockwise

direction and on the port units it turns

Each engine making up a multiple engine unit may be counterclockwise.

r
) ) B )
D 0 O

1:

---- -

t - - --

----
-'
() ) O B ] D o
0 ()

---- i i

A and C Engine--Industrial

B and D Engine--Marine $05

Fig. 4 . Typical Quad Engine Unit

Page 7
 Description DETROIT DIESEL

O t J uc 0 0
Jo
I 0
RA 0
0 0
�

STARBOARD

PORT

LC
0 0 0 0 0 RA

t
0 0 0

0 0
2684

Fig. 5.Typical Tandem Engine Unit

ENGINE MODEL AND SERIAL NUMBER DESIGNATION

Engine Model and Serial Numbers

On all current Series 71 engines, the engine serial

number and the engine model number are stamped on

the cylinder block (Figs. 6 and 7). The engine serial

number and model number are also stamped on the

Option Plate (when used) attached to the valve rocker

cover.

Engine Serial Number

Effective with August, I 948 engines, the engine serial

number is prefixed by numerals indicating the number

of cylinders and the letter " A " which designates a

Series 7 1 engine.

Engine Model Number

Current Series 71 engines are identified by an eight

digit model number (Fig. 2). The engine model

number 1065-7001 illustrated is interpreted as follows:

Series 71 In-line engine (I ) , six-cylinder (06),

generator set (5), right-hand rotation with "C" Fig. 6 -Typical Engine Serial Number and

accessory arrangement (7), four-valve head "N" Model Number As Stamped on Cylinder Block

engine (0) and specifig model variation No. 1 (01). (Former Engines)

Page 8
 DETROIT DIESEL Description

VALVE ROCKER COV

SMOKE EMISSION PLATE 5158

OPTION PLATE

Fig. 8 - Option Plate

With any order for parts, the engine model number

and serial number must be given. In addition, if a type

number is shown on the option plate covering the

equipment required, this number should also be

Fig. 7.Typical Engine Serial Number and
included on the parts order.
Model Number As Stamped on Cylinder Block

(Current Engines)

All groups of parts used on a unit are standard for the

engine model unless otherwise listed on the option

Option Plate
plate.

An option plate, attached to the valve rocker cover

(only one valve rocker cover of a multiple engine Additional information regarding power take-offs,

unit), is stamped with the engine serial number and torque converters, marine gears, etc. may be obtained

model number and, in addition, lists any optional from the name plate attached to the particular

equipment used on the engine (Fig. 8) accessory.

BUILT-IN PARTS BOOK

The Built-In Parts Book is an anodized aluminum of the information provided on the engine option

plate (Option Plate) that fits into a retainer on the plate.

engine valve rocker cover and contains the necessary

information required when ordering parts. It is Numerous exploded view type illustrations are

recommended that the engine user read the section on included to assist the user in identifying and ordering

the Built-In Parts Book in order to take full advantage service parts.

Page 9
 Description DETROIT DIESEL

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Page 10
 DETROIT DIESEL

ENGINE SYSTEMS

The In-line 7 1 Detroit Diesel Engines incorporate four A brief description of each of these systems and their

basic systems which direct the flow of fuel, air, components, and the necessary maintenance and

lubricating oil, and engine coolant. adjustment procedures are given in this manual.

FUEL SYSTEM

The fuel system, illustrated in Fig. I, consists of the Fuel Injector

fuel injectors, fuel pipes, fuel pump, fuel strainer, fuel

filter, and the necessary connecting fuel lines. The fuel injector combines in a single unit all of the

parts necessary to provide complete and independent

A restricted elbow is located in the outlet manifold to fuel injection at each cylinder. The injector creates the

maintain pressure in the fuel system between the inlet high pressure necessary for fuel injection, meters the

and the outlet fuel passages. proper amount of fuel, atomizes the fuel, and times

the injection into the combustion chamber.

Fuel is drawn from the supply tank through the fuel

strainer and enters the fuel pump at the inlet side. Since the injector is one of the most important and

Upon leaving the pump under pressure, the fuel is carefully constructed parts of the engine, it is

forced through the fuel filter and into the fuel inlet recommended that the engine operator replace the

manifold where it passes through fuel pipes into the injector as an assembly if it is not operating properly.

inlet side of each fuel injector. The fuel is filtered Authorized Detroit Diesel Allison Service Outlets are

through elements in the injectors and atomized properly equipped to service injectors.

through small spray tip orifices into the combustion

chamber. Surplus fuel, returning from the injectors,

passes through the fuel return manifold and Remove Injector

connecting fuel lines back to the fuel tank.

An injector may be removed in the following manner:

The continuous flow of fuel through the injectors helps

to cool the injectors and remove air from the fuel I . Remove the valve rocker'cover.
system.

2. Disconnect the fuel pipes from both the injector and

A check valve may be installed between the fuel the fuel connectors.

strainer and the source of supply as optional

equipment to prevent fuel drain back when the engine

is not running.

FUEL FILTER

FUEL STRAINER

11822 FUEL TANK

Fig. l • Schematic Diagram of Typical Fuel

System Fig. 2 . Removing Injector from Cylinder Head

Page 11
 DETROIT DIESEL
Engine Systems

3. Immediately after removing the fuel pipes, cover

the injector inlet and outlet fittings with shipping caps

to prevent dirt from entering.

4. Turn the crankshaft manually in the direction of

engine rotation or crank the engine with the starting

motor, if necessary, until the rocker arms for the

particular cylinder are aligned in a horizontal plane.

CAUTION: If a wrench is used on the crankshaft

bolt at the front of the engine, do not turn the

crankshaft in a left-hand direction of rotation

as the bolt will be loosened. Either remove the

starting motor or the pipe plug in the flywheel

housing and use a pry bar against the teeth of

the flywheel ring gear to turn the crankshaft.

5. Remove the two rocker shaft bracket bolts and

swing the rocker arm assembly away from the injector

and valves.

6. Remove the injector clamp bolt, washer and clamp.

7. Loosen the inner and outer adjusting screws on the

Fig. 3 . F u el Pump, Fuel Strainer and Fuel
injector rack control lever and slide the lever away
Filter Mounting
from the injector.

8. Free the injector from its seat as shown in Fig. 2 tightening will twist or fracture the flared ends

and lift it from the cylinder head. of the fuel pipes and result in leaks.

Lubricating oil diluted by fuel oil can cause

9. Cover the injector hole in the cylinder head to keep serious damage to the engine bearings.

foreign particles out of the cylinder.

Time the injector, position the injector rack control

lever and adjust the exhaust valve clearance (cold

setting) as outlined in the engine tune-up procedure. If

Install Injector

all of the injectors have been replaced, perform a

complete tune-up on the engine.

Before installing an injector, be sure the beveled seat

of the injector tube is free from dirt particles and

carbon deposits.
Fuel Pump

A new or reconditioned injector may be installed by

reversing the sequence of operations given for A positive displacement gear type fuel pump (Fig. 3)

removal. is attached to the blower and driven off the rear end of

the lower blower rotor.

Be sure the fuel injector is filled with fuel oil. If

necessary, add clean fuel oil at the inlet filter until it A spring-loaded relief valve, incorporated in the pump

runs out the outlet filter. body, normally remains in the closed position,

operating only when the pressure on the outlet side (to

Do not tighten the injector clamp bolt to more than the fuel filter) becomes excessive due to a plugged

20-25 lb-ft (27-34 Nm) torque, as this may cause the filter or fuel line.

moving parts of the injector to bind. Tighten the

rocker shaft bolts to 90-100 lb-ft ( 1 2 2 - 1 3 6 Nm) torque. The fuel pump incorporates two oil seals. Two tapped

holes are provided in the underside of the pump body,

Align the fuel pipes and connect them to the injector between the oil seals, to permit a drain tube to be

and the fuel connectors. Use socket J 8932-0 I and a attached. If fuel leakage exceeds one drop per minute,

torque wrench to tighten the fuel pipe nuts to 1 2 - 1 5 lb­ the seals must be replaced. An authorized Detroit

ft (16-20 Nm) torque. Diesel Allison Service Outlet is properly equipped to

replace the seals.

CAUTION: Do not bend the fuel pipes and do

not exceed the specified torque. Excessive Fuel pumps are furnished in either left or right hand

Page 12
 DETROIT DIESEL Engine Systems

rotation according to the engine model, and are

stamped RH and LH. These pumps are not

interchangeable, and cannot be rebuilt to operate in

an opposite rotation.

Fuel Strainer and Fuel Filter

A replaceable element type fuel strainer and fuel filter

(Figs. I and 3) are used in the fuel system to remove

impurities from the fuel. The strainer removes the

larger particles and the filter removes the small

foreign particles.

The fuel strainer and fuel filter are basically identical

in construction, both consisting of a cover, shell and

replaceable element. Since the fuel strainer is placed

between the fuel supply tank and the fuel pump, it

functions under suction; the fuel filter, which is

installed between the fuel pump and the fuel inlet

manifold in the cylinder head, operates under

pressure.

Replace the elements as follows:

Fig. 4 • Typical Spin-On Fuel Filter and

1. With the engine shut down, place a suitable Strainer Mounting

container under the fuel strainer or filter and open the

drain cock. The fuel will drain more freely if the cover Spin-On Type Fuel Filter

nut is loosened slightly.

A spin-on type fuel strainer and fuel filter (Fig. 4) is

used on certain engines. The spin-on filter cartridge

2. Support the shell, unscrew the cover nut and remove
consists of a shell, element and gasket combined into a
the shell and element.
unitized replacement assembly. No separate springs or

seats are required to support the filters.

3. Remove and discard the element and gasket. Clean

the shell with fuel oil and dry it with a clean lintless
The filter covers incorporate a threaded sleeve to
cloth or compressed air.
accept the spin-on filter cartridges. The word

"Primary" is cast on the fuel strainer cover and the

4. Place a new element, which has been thoroughly word "Secondary" is cast on the fuel filter cover for

soaked in clean fuel oil, over the stud and push it identification.
down on the seat. Close the drain cock and fill the shell

approximately two-thirds full with clean fuel oil. No drain cocks are provided on the spin-on filters.

Where water is a problem , it is recommended that a

5. Affix a new shell gasket, place the shell and element water separator be installed. O therwise, residue may

into position under the cover and start the cover nut be drained by removing and inverting the filter. Refill

on the shell stud. the filter with clean fuel oil before reinstalling it.

A I " diameter twelve-point nut on the bottom of the

6. Tighten the cover nut only enough to prevent fuel
filter is provided to facilitate removal and installation.
leakage.

Replace the filter as fo llows:

7. Remove the plug in the strainer or filter cover and

fill the shell with fuel. Fuel system primer J 5956 may
I. U nscrew the filter (or strainer) and discard it.
be used to prime the fuel system.

2. F ill a new filter replacement cartridge about tw o­

8. Start and operate the engine and check the fuel thirds full with clean fuel oil. Coat the seal gasket

system for leaks: lightly with cl ean fuel oil.

Page 13
 Engine Systems DETROIT DIESEL

3. Install the new filter assembly and tighten it to two­ CAUTION: A galvanized steel tank should never

thirds of a turn beyond gasket contact. be used for fuel storage because the fuel oil

reacts chemically with the zinc coating to form

4. Start the engine and check for leaks. powdery flakes which quickly clog the fuel

strainer and filter and damage the fuel pump

and injectors.

Fuel Tank

Refill the fuel tank at the end of each day's operation

to prevent condensation from contaminating the fuel.

AIR SYSTEM

In the scavenging system used in two-cycle engines can be removed from the outer or oil cup, acts as a

and illustrated in Fig. 5, a charge of air, forced into baffle in directing the oil laden air to the element and

the cylinders by the blower, sweeps all of the exhaust also controls the amount of oil in circulation and

gases out through the exhaust valve ports, leaving the meters the oil to the element. The oil cup supports the
cylinders filled with fresh air for combustion at the inner cup and is a reservoir for oil and a settling
end of each upward stroke of the pistons. This air also
chamber for dirt.
helps cool the internal engine parts, particularly the

exhaust valves. At the beginning of the compression

The dry type air cleaner consists of a removable cover
stroke each cylinder is filled with fresh, clean air which
attached to the air cleaner body which contains a
provides for efficient combustion.
replaceable paper filter cartridge and a dust cup. Air

The blower supplies fresh air required for combustion entering the dry type air cleaner is given a centrifugal

and scavenging. Two hollow three-lobe rotors are precleaning by a turbine-type vane assembly. Air

closely fitted in the blower housing which is bolted to rotates at high speed around the filter element
the cylinder block. The revolving motion of these throwing the dust to the outside where it flows down
rotors pulls fresh air through the air cleaner or air
the wall of the body and is ejected into a dust cup. The
silencer and provides a continuous and uniform
dust cup is baffled to prevent the re-entry of the dust.
displacement of air in each combustion chamber. The
The pre-cleaned air passes through the paper filter and
continuous discharge of fresh air from the blower
enters the engine.
creates a pressure in the air box (air box pressure).

Air Cleaners

Several types of air cleaners are available for use with

industrial engines. The light duty oil bath air cleaner

illustrated in Fig. 6 is furnished on most models and a

heavy duty oil bath type (Fig. 7) or a heavy duty dry

type air cleaner may be installed where the engine is

operating in heavy dust concentrations. The air

cleaners are designed for fast, easy disassembly to

facilitate efficient servicing. Maximum protection of

the engine against dust and other forms of air

contamination is possible if the air cleaner is serviced

at regular intervals.

The oil bath air cleaner consists of the body and fixed

filter assembly which filters the air and condenses the

oil from the air stream so that only dry air enters the

engine. The condensed oil is returned to the cup where

the dirt settles out of the oil and the oil is recirculated.

A removable element assembly incorporated in the

heavy duty oil bath air cleaners removes a major part Fig. 5 . Air Intake System Through Blower and

of the dust from the air stream thereby decreasing the Engine

dust load to the fixed element. An inner cup, which

Page 14
 Engine Systems
DETROIT DIESEL

Al IN[ff

AIR

FIXED

ELEMENT

REMOVABLE

ELEMENT ASSEMBLY

INNER

Oil CUP

7OUTER

3638 OIL CUP

Fig. 7.Heavy Duty Oil Bath Air Cleaner

Assembly

7. Check the air inlet housing before installing the air

cleaner assembly on the engine. The inlet will be dirty

if air cleaner servicing has been neglected or if dust

Fig. 6 . Light Duty Oil Bath Air Cleaner laden air has been leaking past the air cleaner to the

Assembly air inlet housing seals.

The light duty oil bath air cleaner (Fig. 6) should be 8. Make sure that the air cleaner is seated properly on

serviced as follows: the inlet housing and the seal is installed correctly.

Tighten the wing bolt until the air cleaner is securely

I. Loosen the wing bolt and remove the air cleaner mounted.

assembly from the air inlet housing. The cleaner may

then be separated into two sections; the upper section The heavy duty oil bath air cleaner (Fig. 7) should be

or body assembly contains the filter element, the lower serviced as follows:

section consists of the oil cup, removable inner cup or

baffle, and the center tube. I. Loosen the wing nuts and detach the lower portion

of the air cleaner assembly.

2. Soak the body assembly and element in fuel oil to

loosen the dirt; then flush the element with clean fuel 2. Lift out the removable element assembly and hold it

oil and allow it to drain thoroughly. up to a light. An even, bright pattern of light through

the wire element indicates it is clean. Even a partially

3. Pour out the oil, separate the inner cup or baffle plugged element must be cleaned with a suitable

from the oil cup, remove the sludge and wipe the solvent or fuel oil and blown out with compressed air

baffle and outer cup clean. to remove any dirt, lint or chaff.

4. Push a lint-free cloth through the center tube to 3. Pour out the oil, separate the inner cup or baffle

remove dirt or oil. from the oil or outer cup, remove the sludge and wipe

the baffle and outer cup clean.

5. Clean and check all of the gaskets and sealing

surfaces to ensure air tight seals. 4. Clean and inspect the gaskets and sealing surfaces

to ensure an air tight seal.

6. Refill the oil cup to the oil level mark only, install

the baffle and reassemble the air cleaner. 5. Reinstall the baffle in the oil cup and refill to the

Page 15
 Engine Systems DETROIT DIESEL

proper oil level with the same grade of oil being used

in the engine.

6. Inspect the lower portion of the air cleaner body

and center tube each time the oil cup is serviced. If

there are any indications of plugging, the body COVER

ASSEMBLY-----,
assembly should be removed and cleaned by soaking

and then flushing with clean fuel oil. Allow the unit to

drain thoroughly.

7. Place the removable element in the body assembly.

Install the body if it was removed from the engine for

ELEMENT

servicing. A55EMBLY

8. Install the outer cup and baffle assembly. Be sure the

cup is tightly secured to the assembly body.

The dry type Donaldson "Cyclopac" air cleaner

(Fig. 8) consists of a cover assembly, body, element

BAFFLE el
assembly and baffle.

The fins on the element give high speed rotation to the

intake air, which separates a large portion of the dust

from the air by centrifugal action. The plastic fins, the

element and the gasket make up a single replaceable BOD¥

element assembly.
I
The dust is swept through a space in the side of the

baffle and collects in the lower portion of the body. 4514

The dust remaining in the pre-cleaned air is removed

by the element.

Fig. 8 - Dry Type Air Cleaner

The dry type cleaner cannot be used where the

atmosphere contains oil vapors, or fumes from the

Maintain a reasonable distance between the
breather can be picked up by the air cleaner.
nozzle and the element.

The air cleaner should be serviced, as operating

b. To wash the element, use Donaldson Filter
conditions warrant, as follows:
Cleaner. Proportions are 2 ounces of cleaner to

I gallon of water. For best mixing results, use a

I. Loosen the cover bolt and remove the cover and bolt
small amount of cool tap water then add it to
as an assembly.
warm ( 1 0 0 ° F or 3 9 ° C ) water to give the proper

proportion. Soak the element for 1 5 minutes; then

2. Remove the element assembly and baffle from the
rinse it thoroughly with clean water from a hose
cleaner body.
(maximum pressure 40 psi or 276 kPa). Air dry

the element completely before reusing (a fan or

3. Remove the dust and clean the cleaner body
air draft may be used, but do not heat the element
thoroughly.
to hasten drying).

4. The paper pleated element assembly can be cleaned

c. Inspect the cleaned element with a light bulb after
as follows:
each cleaning. Thin spots, pin holes, or the

NOTE: The pre-cleaning fins are not removable. slightest rupture will admit sufficient airborne dirt

to render the element unfit for further use and

cause rapid failure of the piston rings. Replace

a. The element can be dry cleaned by directing clean
the element assembly if necessary.
air up and down the pleats on the clean air side of

the element.
d. Inspect the gasket on the end of the element. If

CAUTION: Air pressure at the nozzle of the air the gasket is damaged or missing, replace the

hose must not exceed 100 psi (689 kPa). element.

Page 16
 Engine Systems
DETROIT DIESEL

Fig. 10 . Air Box Drain Tubes

by the air box pressure through air box drain tubes

(Fig. 10) mounted on the side of the cylinder block.

Fig. 9 . Blower Air Inlet Silencer Assembly

The air box drains must be open at all times. With the
5. Reassemble the air cleaner in reverse order of
engine running, a periodic check is recommended for
disassembly. Replace the air cleaner body gasket, if
air flow from the air box drain tubes. Liquid
necessary.
accumulation on the bottom of the air box indicates a

drain tube may be plugged. Such accumulations can be

CAUTION: Do not use oil in the bottom of the
seen by removing the cylinder block air box cover(s)
cleaner body.
and should be wiped out with rags or blown out with

compressed air. Then remove the drain tubes and

connectors from the cylinder block and clean them

Air Silencer
thoroughly.

The air silencer (Fig. 9), used on some marine

engines, is bolted to the intake side of the blower

Crankcase Ventilation
housing. The silencer has a perforated steel partition

welded in place parallel with the outside faces,

Harmful vapors which may form within the engine are
enclosing flame-proof felted cotton waste which serves
removed from the crankcase, gear train, and injector
as a silencer for air entering the blower.
compartment by a continuous, pressurized ventilation

system.
While no servicing is required on the air silencer

proper, it may be removed when necessary to replace A slight pressure is maintained within the engine
the blower screen. This screen is used to prevent crankcase and injector compartment by the seepage of
foreign objects from entering the blower. a small amount of air past the piston rings.

Crankcase ventilation is accomplished by the air

Air Box Drains seepage past the piston rings sweeping up through the

flywheel housing and balance weight cover into the

During normal engine operation, water vapor from valve and injector rocker arm compartment where it is

the air charge, as well as a slight amount of fuel and expelled through a vent pipe attached to the rocker

lubricating oil fumes, condenses and settles on the cover or the governor. Certain engines use a breather

bottom of the air box. This condensation is removed attached to the side of the cylinder block.

Page 17
Engine Systems DETROIT DIESEL

LUBRICATING SYSTEM

The lubricating oil system is schematically illustrated pins, and for cooling the piston head, is provided

in Fig. 1 1. This system consists of an oil pump, oil through the drilled hole in the crankshaft from the

cooler, a full-flow oil filter, by-pass valves at the oil adjacent forward main bearings. The gear train is

cooler and filter and pressure regulator valves at the lubricated by the overflow of the oil from the
pump and in the cylinder block main oil gallery. camshaft pocket through a connecting passage into the
Positive lubrication is ensured at all times by this flywheel housing. A certain amount of oil spills into
system. A by-pass oil filter may also be incorporated the flywheel housing from the camshaft, balance shaft,
into the lubricating system at the owner's option.
and idler gear bearings. The blower drive gear bearing

is lubricated through an external pipe from the rear

Oil for lubricating the connecting rod bearings, piston horizontal oil passage of the cylinder block.

DRAIN TO

CAM POCKETS

OIL

DRAIN
BY.PASS
TO
FILTER
BLOWER

' a

DRAIN TO

OIL PAN

FULL FLOW

FILTER

- 1os PS
±. SAFETY VALVE

- " OIL PUMP

50 PSI INLET SCREEN

Oil PRESSURE

REGULATOR VALVE

18-21

DIFF. PRESSURE
1231
FILTER BY-PASS
VALVE

Fig. 11 • Schematic Diagram Typical Lubricating System

Page 18
 t

Engine Systems
DETROIT DIESEL

Fig. 12 - Typical Full Flow Filter Mounting

Oil from the cam pocket enters the blower and

overflows through two holes, one at each end of the

blower housing, providing lubrication for the blower

drive gears at the rear end and for the governor

mechanism at the front.

Fig. 13 . Typical Lubricating By-Pass Oil Filter

Mounting
Oil Filters

adapto r. An oil passage in the filter adaptor connects

Engines are equipped with a full-flow type, lubricating
th e two annular spaces surrounding both filter
oil filter. If additional filtering is required, a by-pass
elements.
oil filter may also be installed.

The full-flow and by-pass filter ele m ents should be

The full-flow filter assembly can be remotely mounted
replaced, each time the engine o il is changed, as
or mounted on the engine as shown in Fig. 1 2 . A by­
follows:
pass valve, which opens at 18 to 21 psi (124 to 145

kPa), is located in the filter adaptor to ensure engine

I. Remove the drain plug and drain the oil.
lubrication in the event the filter should become

plugged. 2. The filter shell, element and stud may be detached

as an assembly, after removing the center stud from

All of the oil supplied to the engine passes through the the adaptor. Discard the gasket.
full-flow filter that removes the larger foreign particles

without restricting the normal flow of oil. 3. Clean the filter adaptor.

The by-pass filter assembly (Fig. 13), when used, 4. Discard the used element, wipe out the filter shell

continually filters a portion of the lubricating oil that and install a new element on the center stud.

is being bled off the oil gallery when the engine is

running. Eventually all the oil passes through the filter, 5. Place a new gasket in the filter adaptor, position the

filtering out minute foreign particles that may be shell and element assembly on the gasket and tighten

present. th e center stud carefully to prevent da m a g ing the

gasket or center stud.

Some engines may be equipped with a by-pass filter

assembly consisting of two filter elements, each 6. Install the drain plug and, after the engine is

enclosed in a shell which is mounted on a single started, check for oil leaks.

Page 19
 Engine Systems
DETROIT DIESEL

COOLING SYSTEM

The In-line 7 I engines employ three different types of in Fig. 14. The engine coolant is drawn from the
cooling systems: radiator and fan, heat exchanger and
bottom of the radiator core by the water pump and is
raw water pump, and keel cooling. A centrifugal type
forced through the oil cooler and into the cylinder
water pump is used to circulate the engine coolant in
block. The coolant circulates up through the cylinder
each system. Each system incorporates thermostats to
block into the cylinder head, then to the water
maintain a normal operating temperature of 160­
manifold and thermostat housing. From the thermo­
1 8 5 ° F ( 7 1 - 8 5 ° C),
stat housing, the coolant returns to the radiator where
Radiator and Fan Cooling
it passes down a series of tubes and is cooled by the

A typical radiator and fan cooling system is illustrated air stream created by the fan.

THERMOSTAT VENT WATER MANIFOLD

VALVE

,
'

'

I
'
1,,·:,

I
' %

1714

Fig. 14 . Typical Engine Cooling System with Radiator and Fan

Page 20
 DETROIT DIESEL Engine Systems

ml» SEA WATER 17$

,' COOLANT

Fig. 15 . Water Circulation Through Heat Exchanger

When starting a cold engine or when the coolant is satisfactorily before cleaning will be governored by

below operating temperature, the coolant is restricted the kind of coolant used in the engine and the kind of

at the thermostat housing and a by-pass tube provides raw water used. Soft water plus rust inhibitor or high

water circulating within the engine during the warm­ boiling point type antifreeze should be used as the

up period. engine coolant.

When foreign deposits accumulate in the heat

exchanger, to the extent that cooling efficiency is

Heat Exchanger Cooling

The heat exchanger cooling system is illustrated in

Fig. 15. In this system, the coolant is drawn by the

circulating pump from the bottom of the expansion

tank through the reverse gear oil cooler and engine oil

cooler (on six cylinder engine units, circulation is first

through the engine oil cooler, then the reverse gear oil

cooler), then through the engine the same as in the

radiator and fan system. Upon leaving the thermostat

housing, the coolant either passes through the heat

exchanger core and oil coolers or by-passes the heat

exchanger and oil coolers and flows directly to the

water pump, depending on the coolant temperature.

While passing through the core of the heat exchanger,

the coolant temperature is lowered by raw water,

which is drawn by the raw water pump from an

outside supply. The raw water enters the heat

exchanger at one side and is discharged at the

opposite side.

To protect the heat exchanger element from

electrolytic action, a zinc electrode is located in both

the heat exchanger inlet elbow and the raw water

pump inlet elbow and extends into the raw water

passage.

Fig. 1 6 . Water Flow in Keel Cooled Engine

The length of time a heat exchanger will function

Page 21
 Engine Systems DETROIT DIESEL

impaired, such deposits can, in most instances, be this system, the coolant is drawn by the circulating

removed by circulating a flushing compound through pump from the bottom of the expansion tank through

the fresh water circulating system without removing the reverse gear oil cooler and engine oil cooler (on six

the heat exchanger. If this treatment does not restore cylinder engine units circulation is first through the

the engine's normal cooling characteristics, contact an engine oil cooler, then the reverse gear oil cooler).

authorized Detroit Diesel Allison Service Outlet. From the coolers, the flow is the same as in the other

systems. Upon leaving the thermostat housing, the

coolant is by-passed directly to the bottom of the

Keel Cooling expansion tank until the engine operating tempera­

ture, controlled by the thermostat, is reached. As the

The keel cooling system, illustrated in Fig. 16, is engine temperature increases, the coolant is directed to

similar to the heat exchanger system, except that the the keel cooler, where the temperature of the coolant is

coolant temperature is reduced in the keel cooler. In reduced before flowing back to the expansion tank.

ENGINE COOLING SYSTEM MAINTENANCE

Engine Coolant Fill Cooling System

Before starting the engine, close all of the drain cocks

and fill the cooling system with water. If the unit has a
The function of the engine coolant is to absorb the
raw water pump, it should also be primed , since
heat, developed as a result of the combustion process
operation without water may cause impeller failure.
in the cylinders, from the component parts such as

exhaust valves, cylinder liners, and pistons which are

surrounded by water jackets. In addition, the heat The use of clean, soft water will eliminate the need for

absorbed by the oil is also removed by the engine de-scaling solutions to clean the cooling system. A

coolant in the oil-to-water oil cooler. hard, mineral-laden water should be made soft by

using water softener chemicals before it is poured into

the cooling system.

For the recommended coolant, refer to the Engine

Coolant Section.
These water softeners modify the minerals in the

water and greatly reduce or eliminate the formation of

scale.

Cooling System Capacity

Start the engine and, after the normal operating

The capacity of the basic engine cooling system temperature has been reached, allowing the coolant to

(cylinder block, cylinder head, thermostat housings, expand to its maximum, check the coolant level. The

and oil cooler housing) is shown in Table I: coolant level should be within 2 " of the top of the

filler neck.

To asertain the complete amount of coolant in the

Should a daily loss of coolant be observed, and there
cooling system, the additional capacity of the radiator
are no apparent leaks, there is a possibility of gases
hoses and accessories, such as a heater, must be added
leaking past the cylinder head water seal rings into the
to the capacity of the basic engine. The capacity of the
cooling system. The presence of air or gases in the
radiator and related equipment should be obtained
cooling system may be detected by connecting a
from the equipment supplier, or the capacity of a
rubber tube from the overflow pipe to a water
particular cooling system may be obtained by filling
container. Bubbles in the water in the container during
the system with water, then draining and measuring
engine operation will indicate this leakage. Another
the amount required.
method for observing air in the cooling system is by

Cooling System Capacity Chart inserting a transparent tube in the water outlet line.

(Basic Engine)

Engine Gallons Litres

Drain Cooling System

3-71 2-1/2 9

4.71 3-1/2
Drain the coolant by opening the drain cocks in the
13

6.71 51/2 21 water outlet elbow, oil cooler housing, the fresh water

pump, heat exchanger, radiator and, on certain

TABLE 1 engines, the water hole cover l ocated on the blower

side toward the rear of the cylinder block. C omponents

Page 22
 Engine Systems
DETROIT DIESEL

that the directions printed on the container of the

of the cooling system that do not have a drain cock,

are drained through the oil cooler housing drain cock. descaling solvent be thoroughly read and followed.

After the solvent and neutralizer have been used,

Remove the cooling system filler cap to permit the

coolant to drain completely from the system. drain the engine and radiator and flush it with clean

water. Then fill the system with the proper cooling

To ensure that all of the coolant is drained completely solution.

from a unit, all cooling system drains should be

opened. Should any water that may be trapped in the CAUTION: Whenever water is added to a hot

cylinder block or radiator freeze, it will expand and engine, it must be done slowly to avoid rapid

may cause damage. When freezing weather is cooling which may cause distortion and possible

expected, drain a unit not adequately protected by cracking of engine castings.

antifreeze. Leave all dram cocks open until refilling

the cooling system.

Reverse-Flushing

Marine engine exhaust manifolds are cooled by the

same coolant used in the engine. Whenever the engine After the engine and radiator have been thoroughly
cooling system is drained, open the exhaust manifold cleaned, they should be reverse-flushed. The water

drain cock. pump should be removed and the radiator and engine

reverse-flushed separately to prevent dirt and scale

Drain raw water pumps by loosening the cover deposits clogging the radiator tubes or being forced
attaching screws. It may be necessary to tap the raw through the pump. Reverse-flushing is accomplished
water pump cover gently to loosen it. After the water by hot water, under air pressure, being forced through
has been drained, tighten the screws. the cooling system in a direction opposite to the

normal flow of coolant, loosening and forcing scale

deposits out.

Flushing Cooling System

The radiator is reverse-flushed as follows:

Flush the cooling system each spring and fall. The

flushing operation cleans the system of antifreeze I. Remove the radiator inlet and outlet hoses and

solution in the spring and removes the summer rust replace the radiator cap.

inhibitor in the fall, preparing the cooling system for a

new solution. The flushing operation should be 2. Attach a hose at the top of the radiator to lead

performed as follows: water away from the engine.

I. Drain the previous season's solution from the 3. Attach a hose to the bottom of the radiator and

engine. insert a flushing gun in the hose.

2. Refill the cooling system with soft, clean water. If 4. Connect the water hose of the gun to the water

the engine is hot, fill slowly to prevent rapid cooling outlet and the air hose to the compressed air outlet.

and distortion of the engine castings.

5. Turn on the water and, when the radiator is full,

3. Start the engine and operate it for 15 minutes to turn on the air in short blasts, allowing the radiator to
thoroughly circulate the water. fill between air b lasts.

4. Drain the cooling system completely. CAUTION: Apply air gradually. Do not exert

more than 20 psi (1 3 8 kPa) air pressure. Too

5. Refill the system with the solution required for the great a pressure may rupture a radiator t u be.
corning season.

6. Continue flushing until only clean water is expelled

from the radiator.

Cooling System Cleaners

The cylinder block and cylinder head water passages

If the engine overheats and the water level and fan are reverse-flushed as follows:

belt tension are satisfactory, it will be necessary to

clean and flush the entire cooling system. Scale I . Remove the thermostat and the water pump.

formation should be removed by using a quality de­

scaling solvent. Immediately after using the solvent, 2. Attach a hose to the water inlet of the cylinder block

neutralize the system with a neutralizer. It is important to drain the water away from the engine.

Page 23
 DETROIT DIESEL
Engine Systems

3. Attach a hose to the water outlet at the top of the

cylinder block and insert the flushing gun in the hose.

0 •-
GASKET CARBON FERRULE MARCEL

4. Turn on the water and, when the water jackets are I •�

filled, turn on the air in short blasts, allowing the

0 0 0 90 0
engine to fill with water between air blasts.

5. Continue flushing until the water from the engine

SEAT RING WASHER

runs clean.

If scale deposits in the radiator cannot be removed by

chemical cleaners or reverse-flushing as outlined

above, it may be necessary to remove the upper tank

and rod out the individual radiator tubes with flat steel
+ii
, ,
rods. Circulate water through the radiator core from

the bottom to the top during this operation.

_, .. �

HOUSING PLATE IMPELLER GASKET w

Miscellaneous Cooling System Checks

In addition to the above cleaning procedures, the other

components of the cooling system should be checked Fig. 1 7 . R a w Water Pump Details and

periodically to keep the engine operating at peak Relative Location of Parts

efficiency. The thermostat and the radiator pressure

cap should be checked and replaced, if found Ru bb e r spline plugs have been inserted between the

defective. The cooling system hoses should be end of the drive shaft and cover to reduce the

inspected and any hose that feels abnormally hard or possibility of foreign material working into the splines

soft should be replaced immediately. and causing wear.

Also check the hose clamps to make sure they are Note that the end cover is marked to show the outlet
tight. All external leaks should be corrected as soon as port for RH rotation and the outlet port for LH

detected. The fan belt must be adjusted to provide the rotation. Follow these markings when installing the
proper tension, and the fan shroud must be tight raw water pump to assure proper direction of flow.

against the radiator core to prevent re-circulation of Also, when installing the inlet elbow or outlet elbow,
air which may lower cooling efficiency. be sure to use two flat washers on the bolt being

installed in the blind hole in the pump housing.

Water Pump A rotary type seal assembly prevents any leakage

along the shaft.

The centrifugal type water pump is mounted at the

front of the engine and is driven by the blower.

A raw water pump seal failure is readily noticeable by

the leakage of water from the openings in the pump

A seal in the pump prevents the coolant from escaping
housing. These openings, which are located between
and passing along the shaft. A worn seal will be
the pump mounting flange and the inlet and outlet
evident by leakage of coolant through the drain hole
ports, m ust remain open at all times.
provided in the pump housing. Should coolant leakage

occur, contact an authorized Detroit Diesel Allison

It is possible to replace seal parts and the impeller
Service Outlet for service.
without removing the pump from the engine.

Use care to prevent scratching the lapped surface of

Raw Water Pump
the seal seat or that portion of the shaft which the seal

contacts.
A positive displacement raw water pump, driven by a

coup li ng from the camshaft or balance shaft,

The raw water pump seal parts and impeller may be
circulates raw water through the heat exchanger to
removed and replaced as follows:
lower the temperature of the engine coolant.

I. Remove the cover screws and lift the cover and

The impeller (Fig. 17) is self-lubricated by the water

pumped and should be primed before starting the gasket from the housing (Fig. 17). Note the position

of the impeller blades to facilitate reassembly.

engine.

Page 24
 Engine Systems
DETROIT DIESEL

2. Grasp a blade at each side of the impeller with I I. If the seal seat and gasket are removed, place the

pliers and pull the impeller from the shaft. The spline gasket and seal seat over the shaft and press them into

plugs will come out with the impeller. position in the seal cavity.

3. Remove the spline plugs by pushing a screw driver 1 2 . Place the seal ring securely in the· ferrule and, with

through the impeller from the opposite end. the carbon seal and washer correctly positioned

against the ferrule, slide the ferrule over the shaft and

CAUTION: If the impeller is reusable, care against the seal seat. Be sure the seal ring is correctly

should be exercised to prevent damage to the contained within the ferrule so that it grips the shaft.

splined surfaces.
1 3 . Install the flat washer and then the marcel washer.

4. Inspect the bond between the neoprene and the

metal of the impeller. Check the impeller blades. If 14. Compress the impeller blades to clear the offset

they have a permanent set, a new impeller should be cam and press the impeller on the splined shaft. The

used. If the impeller area which. rides on the wear impeller blades must be correctly positioned to follow

plate is damaged, the impeller should be replaced. the direction of rotation.

5. Insert two wires (each with a hook at one end) 1 5 . Turn the engine over a few .revolutions to position

between the housing and seal, with the hooks over the the impeller blades properly. Install the spline plugs.

edge of the carbon seal. Then, pull the seal assembly

16. Use a new gasket and install the cover on the
from the shaft.
housing.

6. The seal seat and gasket may be removed in the

The Jabsco raw water pump is equipped with a
same manner.
synthetic rubber impeller. Since synthetic rubber loses

7. Remove the cam bolt and cam. its elasticity at low temperatures, impellers made of

natural rubber should be installed when it is necessary

8. Remove the wear plate and check it for wear and to pump raw water that has a temperature below 4 0 ° F

burrs. If the plate is worn or burred, it may be (4°C)

reversed.
The synthetic rubber impeller must be used when the

9. Install the wear plate. There is a dowel in the pump pump operates with water over 4 0 ° F (4 ° C).

body, and the wear plate is notched to ensure correct

ins tall ation. The natural rubber impeller can be identified by a

stripe of green paint between two of the impeller

1 0 . Hold the cam in position and install the cam bolt. blades.

Page 25
 DETROIT DIESEL

ENGINE EQUIPMENT

INSTRUMENT PANEL, INSTRUMENTS AND CONTROLS

The instruments (Fig. 1) generally required in the Water Temperature Gage

operation of a diesel engine consist of an oil pressure

The engine coolant temperature is registered on the

gage, a water temperature gage, an ammeter and a

water temperature gage.

mechanical tachometer. Also, closely related and

usually installed in the general vicinity of these

instruments are certain controls consisting of an

Ammeter
engine starting switch, an engine stop knob, an

emergency stop knob and on certain applications the

An ammeter is incorporated into the electrical circuit
engine hand throttle.
to show the current flow to and from the battery. After

starting the engine, the ammeter should register a high

Marine propulsion units are provided with an charge rate at rated engine speed. This is the rate of

instrument panel which usually includes an engine oil charge received by the battery to replenish the current

pressure gage, reverse gear oil pressure gage, water used to start the engine. As the engine continues to

operate, the ammeter should show a decline in charge

temperature gage, ammeter and a tachometer. The
rate to the battery. The ammeter will not" show zero
instrument panels are generally mounted some
charge rate since the regulator voltage is set higher
distance from the engine. Illuminated instrument
than the battery voltage. The small current registered
panels are provided for marine applications which
prevents rapid brush wear in the battery-charging
require night operations.
generator. If lights or other electrical equipment are

connected into the circuit, then the ammeter will show

discharge when these items are operating and the

engine speed is reduced.

Oil Pressure Gage

The oil pressure gage registers the pressure of the

Tachometer
lubricating oil in the engine. As soon as the engine is

started, the oil pressure gage should start to register. If A mechanical tachometer is driven by the engine and

the oil pressure gage does not register at least the registers the speed of the engine in revolutions per

minimum pressure listed under Running in the Engine minute (rpm).

Operating Instructions, the engine should be stopped

and the cause of low oil pressure determined and

corrected before the engine is started again. Engine Starting Switch

The engine starting switch is mounted on the

AMMETER Oil
instrument panel with the contact button extending
PRESSURE through the front face of the panel. The switch is used
GAGE
to energize the starting motor. As soon as the engine

starts, release the switch.

Stop Knob

A stop knob is used on most applications to shut the

engine down. When stopping an engine, the speed

should be reduced to idle and the engine allowed to

operate at idle for a few minutes to permit the coolant

INSTRUMENT

PANEL to reduce the temperature of the engine's moving

parts. Then the stop knob should be pulled and held

until the engine stops. Pulling on the stop knob

manually places the injector racks in the "no-fuel"

Fig. 1 . Typical Instrument Panel position. The stop knob should be returned to its

original position after' the engine stops.

Page 27
 Engine Equipment DETROIT DIESEL

after the engine stops so the air shut-off valve can be

Emergency Stop Knob
opened for restarting after the malfunction has been

In an emergency, or if after pulling the engine stop corrected.

knob the engine continues to operate, the emergency

stop knob may be pulled to stop the engine. The

emergency stop knob, when pulled, will trip the air

Throttle Control
shut-off valve located between the air inlet housing

and the blower and shut off the air supply to the

engine. Lack of air will prevent further combustion of The engine throttle is connected to the governor speed

control shaft through linkage. Movement of the speed

the fuel and stop the engine.
control shaft changes the speed setting of the governor

The emergency stop knob must be pushed back in and thus the engine speed.

ENGINE PROTECTIVE SYSTEMS

ENGINE SHUTDOWN SYSTEMS

There are three shutdown devices, any one of which A typical installation of an automatic shutdown device

may be used on the engine. is illustrated in Fig. 3. These devices are available as

optional equipment.

I. Manual -- operation th ro u g h a control wire.

One device consists of a lubricating oil pressure switch

extending into the oil gallery, a coolant temperature

2. Automatic -- controlled by a low oil pressure or a
switch mounted on the water manifold, a fuel oil
high coolant temperature .
pressure switch which is connected to the fuel system,

a solenoid coil attached to the air inlet housing and

3. Automatic -- controlled by an over-speed governor.
the necessary wiring.

The manually operated shutdown device (Fig. 2) is

Some engines are equipped with an overspeed
operated by a knob, located on the inst ru ment panel,
shutdown device which is driven by the blower drive
which is connected to the valve shaft lever by a control
shaft. If the engine speed exceeds the speed which has
wire. P u ll ing the knob all the way out will stop the
been established by the engine governor, the
engine and, after the engine has been stopped, the
overspeed governor actuates an overspeed switch,
valve may be reset by pushing the knob all the way in.
which is electrically connected to the shutdown

solenoid.

D] A D A P T O R If the engine has been stopped by an automatic device,

the air shut-off valve must be reset in the open

GASKET \ position before the engine can be started.

l'
The water temperature switch is normally an open
HOUSING
:�O• type switch connected in the electrical circuit to the

shutdown solenoid. When the engine coolant tempera­

- _ ) a ture exceeds I 95 - 205 ° F

and the current energizes the shutdown solenoid.

(91-96°C), the switch closes

SPRING

WASHER
The lubricatin g oil pressure switch is normally a closed

HANDLE type switch connected through a hot wire relay in the

electrical circuit to the shutdo w n solenoid. When the

< lu b ricatin g oil pressure falls below 8-12 psi (55 - 8 3

kP a ), the switch closes and current flows to the hot

VALVE SPRING SHAFT 1229
SEAL
wire relay which must be heated by th e current to

complete the circuit to the solenoid. The few seconds

required to heat the hot wire relay provides sufficient

Fig. 2.Typical Manual Shutdown an d Relative d e l ay to avoid engine sh u t down when low oil pressure

Location of Parts is caused by a passing condition such as an air bub b le,

or temporary overlap' in the operation of the

Page 28
 Engine Equipment
DETROIT D I E S EL

Fig. 3 . Typical Installation of Electrically Operated Shutdown Device

lubricating oil pressure switch and the fuel pressure When the engine speed is below 700 rpm, the fuel

switch during the starting and stopping of the engine. pressure switch is open and the electrical circuit to the

lubricating oil pressure switch is broken. Thus the

The fuel pressure switch is normally a closed type shutdown solenoid is not exposed to current when the

switch connected in the electric circuit to the shutdown engine is not running, and it will not be energized

solenoid in series with the lubricating oil pressure during normal starting and stopping of the engine.

switch and a hot wire relay. It is calibrated to close at

fuel pressures which prevail at engine speeds of For service on the shutdown system, contact an

approximately 700 rpm. When the engine speed is authorized Detroit Diesel Allison Service Outlet.

above 700 rpm, the fuel pressure switch closes,

completing the electrical circuit to the lubricating oil

pressure switch.

ALARM SYSTEM

The alarm system (Fig. 4) is similar to the automatic A manually operated alarm switch is incorporated into

shutdown system previously described, but does not

the system and must be turned OFF before stopping

the engine to prevent ringing the alarm bell. This

include the automatic shutdown feature incorporating
switch must be turned ON after the engine is started so

the electrical solenoid. A bell is used in place of the

that the alarm system will operate in case of a

solenoid in the alarm system or the bell may be added

malfunction.
to the automatic shutdown system. The alarm bell

warns the engine operator if there is a drop in oil

The oil pressure and water temperature switches are

pressure, or if the engine coolant temperature is similar to the switches used in the automatic shutdown

excessive. device.

Page 29
 Engine Equipment DETROIT DIESEL

An overspeed governor may also be installed in the

OIL WATER TEMP alarm system as optional equipment.
PRESSURE SWITCH
SWITCH

WIRING NOT FURNISHED

WITH ENGINE.

USE #14 STRANDED

coIu
WIRE.

EXTERNAL

JUMP ER

STARTING

MOTOR

BAT.

NEG.

POS.

TAP BATTERY 12227

ALARM BELL 12 TO 16 VOLTS

Fig. 4 • Alarm System Wiring Diagram

STARTING SYSTEMS

ELECTRICAL STARTING SYSTEM

The electrical system on an engine generally consists starting motor. Release the switch immediately after
of a starting motor, starting switch, battery-charging the engine starts.
alternator, voltage regulator, storage battery and the

necessary wiring. Additional electrical equipment may

be installed on the engine at the option of the owner.

Battery-Charging Alternator

Starting Motor
A battery-charging alternator is introduced into the

electrical system to provide a source of electrical

The electric starting motor has an overrunning clutch
current for maintaining the storage battery in a
drive or a Bendix drive assembly. Bendix drive starters
charged condition and to supply sufficient current to
are generally used on applications where automatic
carry any other electrical load requirements up to the
starting is required, such as standby generator sets.
rated capacity of the alternator.
The overrunning clutch drive starters have the

solenoid mounted on the starter and have a totally

enclosed shifting mechanism.

Alternator Precautions

Starter Switch

Precautions must be taken when working on or around

To start the engine, a switch is used to energize the an alternator. The diodes and transistors in the

Page 30
 DETROIT DIESEL Engine Equipment

alternator circuit are very sensitive and can be easily Storage Battery

destroyed.

The lead-acid storage battery is an electrochemical

Avoid grounding the output wires or the field wires
device for converting chemical energy into electrical
between the alternator and the regulator. Never run an
energy.
alternator on an open circuit.

Grounding an alternator's output wire or terminals, The battery has three major functions:

which are always hot regardless whether or not the

engine is running, and accidental reversing of the

l. It provides a source of electrical power for starting
battery polarity will destroy the diodes. Grounding the
the engine.
field circuit will also result in the destruction of the

diodes. Some voltage regulators provide protection

2. It acts as a stabilizer to the voltage in the electrical
against some of these circumstances. However, it is
system.
recommended that extreme caution be used.

Accidentally reversing the battery connections must be 3. It can, for a limited time, furnish current when the

avoided. electrical demands of the unit exceed the output of the

alternator.
Never disconnect the battery while an alternator is in

operation. Disconnecting the battery will result in

The battery is a perishable item which requires
damage to the diodes, due to the momentary high
periodic servicing. A properly cared for battery will
voltage and current generated by the rapid collapse of
give long and trouble-free service.
the magnetic field surrounding the field windings.

In marine applications which have two sets of I. Check the level of the electrolyte regularly. Add

batteries, switching from one set of batteries to the water if necessary, but do not overfill. Overfilling can

other while the engine is running will momentarily cause poor performance or early failure.

disconnect the batteries and result in damage to the

alternator diodes.
2. Keep the top of the battery clean. When necessary,

wash with a baking soda solution and rinse with fresh

If a booster battery is to be used, the batteries must be
water. Do not allow the soda solution to enter the cells.
connected correctly (negative to negative and positive

to positive).
3. Inspect the cables, clamps and hold-down bracket

Never use a fast charger with the battery connected, or regularly. Clean and re-apply a light coating of grease

as a booster for battery output. wheri needed. Replace corroded, damaged parts.

Never attempt to polarize an alternator. Polarization is

4. Use the standard, quick in-the-unit battery test as
not necessary and is harmful.
the regular service test to check battery condition.

The alternator diodes are also sensitive to heat, and

5. Check the electrical system if the battery becomes
care must be exercised to prevent damage to them

from soldering irons, etc. discharged repeatedly.

If faulty operation of an alternator occurs on an

If the engine is to be stored for more than 30 days,
engine equipped with an insulated starting motor,
remove the battery. The battery should be stored in a
check to be sure that a ground strap is present and is
cool, dry place. Keep the battery fully charged and
correctly installed.
check the level of the electrolyte regularly.

The Lubrication and Preventive Maintenance section of

Regulator
this manual covers the servicing of the starting motor

and alternator.
A regulator is incorporated in the electrical system to

regulate the voltage and current output of the battery­

charging alternator and to help maintain a fully Consult an authorized Detroit Diesel Allison Service

charged storage battery. Outlet for information regarding the electrical system.

Page 31
Engine Equipment DETROIT DIESEL

HYDRAULIC STARTING SYSTEM (HYDROSTARTER)

The hydrostarter system schematically illustrated in pressure is forced out of the accumulator, by the

Fig. 5 is a complete hydraulic system for starting expanding nitrogen gas, and flows into the starting

internal combustion engines. The system is automati­ motor which rapidly accelerates the engine to a high

cally recharged after each start, and can be manually cranking speed. The used fluid returns directly to the

recharged. The starting potential remains during long reservoir from the starter.

periods of inactivity, and continuous exposure to hot

or cold climates has no detrimental effect upon the

The engine-driven charging pump runs continuously
hydrostarter system. Also, the hydrostarter torque for
during engine operation and automatically recharges
a given pressure remains substantially the same
the accumulator. When the required pressure is
regardless of the ambient temperature.
attained in the accumulator, a valve within the pump

body opens and the fluid discharged by the pump is

The hydrostarter system consists of a reservoir, an
by-passed to the reservoir. The system can be shut
engine-driven charging pump, a hand pump, a piston
down and the pressure in the accumulator will be
type accumulator, a starting motor and connecting
maintained.
hoses and fittings.

The precharge pressure of the accumulator is the

pressure of the nitrogen gas with which the

Operation
accumulator is initally charged. This pressure must be

Hydraulic fluid flows by gravity, or a slight vacuum, checked before the system pressure is raised for the

from the reservoir to either the engine-driven pump or initial engine start. To check the precharge pressure,

the hand pump inlet. Fluid ischarging from either open the relief valve, on the side of the hand pump,

pump outlet at high pressure flows into the approximately I /2 turn, allowing the pressure gage to

accumulator and is stored at 3250 psi (22 393 kPa) return to zero. Close the relief valve and pump several

under the pressure of compressed nitrogen gas. strokes on the hand pump. The gage should show a

rapid pressure rise from zero to the nitrogen

When the starter is engaged with the engine flywheel precharge pressure, where it will remain without

ring gear and the control valve is opened, fluid under change for several additional strokes of the pump.

STARTER
RESERVOIR

LEVER

CAP

TEE

PRESSURE 37

HAND PRESSURE
RETURN EI
PUMP GAGE 1 224

Fig. 5 - Schematic Diagram of Hydrostarter System Showing Oil Flow

Page 32
 T

DETROIT DIESEL Engine Equipment

Initial Engine Start

ADMT TO ON'I
�
Use the hand pump to raise the accumulator pressure. 1.3l" MAX4UM

An accumulator pressure of 1500 psi (IO 335 kPa)

mv Ar A

I
when the ambient temperature is above 4 0 ° F (4 ° C)
$

will provide adequate cranking to start the engine.

Between 40° F (4°c) and O° F (18°C), 2500 psi

<
(7

the
225 kPa) should be sufficient. Below 0 ° F ( - 1 8 ° C),

accumulator should be charged to the maximum

&
recommended pressure. Although the hydrostarter

cranks the engine faster than other starting systems,

starting aids should be used in cold weather.

NOTE: Use the priming pump to make sure the

filters, lines, manifolds, and injectors are full of

fuel before attempting to start the engine.

For ambient temperatures below 40°F (4°C), use a

fluid starting aid. Add the starting fluid just prior to

moving the hydrostarter lever and during the cranking

cycle as required. Do not wait to add the starting fluid

after the engine is turning over, otherwise the

flOM
accumulator charge may be used up before the engine
ACCUMUUATOM
StAATER CON OL
can start. In this case, the accumulator charge must be LEVER ETURN

$NG
replaced with the hand pump. (TA TEN'SON 1S 18$.)

With the engine controls set for start (throttle at least

half-open), push the hydrostarter control lever to · ½ 122 1 6

simultaneously engage the starter pinion with the

flywheel ring gear and to open the control valve. Close

the valve quickly when the engine starts, to conserve

the accumulator pressure and to prevent excessive

Fig. 6 . Hydrostarter Remote Control System
overrunning of the starter drive clutch assembly.

The hydrostarter motor is equipped with a control

Three different basic types of flywheel ring gear are
valve that incorporates a threaded valve housing plug
used -- no chamfer, ·Bendix chamfer, and Dyer
with a I / 8 " -27 tapped hole in the center for
chamfer on the gear teeth. Some difficulty may be
installation of the flexible hose. A 1 / 8 " - 2 7 pipe plug
encountered in engaging the starter pinion with the
is installed when the remote control system is not used.
Dyer chamfered ring gears. When this happens, it is

necessary to disengage and re-engage until the starter

Springs are used to return the master cylinder pedal
pinion is cammed in the opposite direction enough to
and the hydros tarter control lever to the off position.
allow the teeth to mesh.

Remote Control System Filling

The hydrostarter remote control system (Fig. 6) Remove the filler cap from the reservoir and add a

consists of a master cylinder, a pedal, a lever arm, two sufficient quantity of hydraulic fluid ( a mixture of

springs and a flexible hose. It is an independent 75% diesel fuel and 25% SAE 10 or 30 lubricating oil)

hydraulic system using diesel fuel oil as a hydraulic to fill the system.

fluid to actuate the hydrostarter control valve by

means of the pedal operated master cylinder. The required amount of hydraulic fluid will vary

depending upon the size of the reservoir, length of

The master cylinder is connected to the control valve hydraulic hoses and the size and number of

on the hydrostarter by a flexible hose. Pressing on the accumulators. The reservoirs are available in 10, 12, 16

pedal forces the fluid through the hose to the control and 23 quart (9, 1 1 , 15 and 22 litres) capacities. In a IO

valve which engages the starter pinion with the engine quart (9 litres) capacity reservoir, add approximately 8

flywheel ring gear. Release the pedal as soon as the quarts (8 litres) of hydraulic fluid, IO quarts (9 litres)

engine starts. in a 12 quart ( 1 1 litres) reservoir, 14 quarts ( 1 3 litres)

Page 33
 Engine Equipment DETROIT DIESEL

in a 16 quart (15 litres) reservoir or 21 quarts (20 oil will flow from the hose. Reconnect the hose to the
, I
litres) in a 23 quart (22 litres) reservoir. reservoir and install the filler cap.

NOTE: When the accumulator is charged to 5. Fill the reservoir to the proper level.

3000 psi (20 670 kPa) and all hoses are filled,

there should be enough hydraulic fluid remain­ The hydrostarter remote control system may be purged
ing in the reservoir to completely cover the of air as follows:
screen in the bottom of the reservoir.

I . Fill the master cylinder with fuel oil.

Purging 2. Loosen the hose fitting at the hydrostarter control

valve.

A by-pass valve is located on the inlet side of the hand

pump. Loosen the lock nut and rotate this valve 3. Actuate the master cylinder pedal until all of the air
approximately one turn counterclockwise with a screw is discharged from the system and a solid stream of

driver. Operate the hand pump for 12 to 15 complete fuel oil is being discharged with each stroke.

strokes. Do not pump too rapidly. Close the by-pass

valve tightly and tighten the lock nut. NOTE: Replenish the fluid in the master

cylinder as required during the purging

I. Move the starter control lever to engage the pinion operation.
with the flywheel and open the control valve. While

holding the lever in this position, operate the hand

4. Tighten the hose fitting and check for leaks.
pump until the starter has turned several revolutions.

Close the control valve. Loosen the swivel hose fitting

at the discharge side of the engine-driven pump about

LUBRICATION AND PREVENTIVE
two turns. Operate the hand pump to force air out
MAINTENANCE
until oil begins to appear at the loose fitting. Tighten

the swivel hose fitting and pressurize the system with

Inspect the system periodically for leaks. Primarily,
the hand pump sufficiently to start the engine.
examine the high pressure hoses, connections, fittings,

and the control valve on the starter. Make certain that

2. Perform the initial starting instructions under
the oil level in the reservoir is sufficient to completely
Preparation for Starting Engine First Time. Then, with
cover the screen at the bottom of the tank. Make this
the engine running at least I 500 rpm, purge the
check after the accumulator is charged and the engine­
engine-driven pump of air. Break the hose connection
driven pump is by-passing oil to the reservoir.
at the discharge side of the engine-driven pump until

a full stream of oil is discharged from the pump.

Every 2000 hours, or as conditions warrant, drain the
Connect the hose to the pump and alternately loosen
reservoir and remove the screen. Flush out the
and tighten the swivel fitting on the discharge hose
reservoir and clean the screen and filler cap. Then
until the oil leaking out, when the fitting is loose,
reinstall the screen.
appears to be free of air bubbles. Tighten the fitting

securely and observe the pressure gage. The pressure

should rise rapidly to the accumulator precharge Remove the bowl and element from the filter in the

pressure ( 1250 psi or 8 6I3 kPa at 70°F or 2I

O
C), engine-driven pump supply hose. Wash the bowl and

then increase slowly, reaching 2900 to 3300 psi ( 1 9 981 element in clean fuel oil and reassemble the filter.

to 22 737 kPa).

Release the pressure and drain the remaining

3. After the pressure has stabilized near 3000 psi hydraulic fluid from the system by disconnecting the

(20 670 kPa) examine all of the high pressure hoses, hoses from the hydrostarter components. Then

connections and fittings for leaks. reconnect all of the hydraulic hoses.

4. The engine-driven pump must by-pass oil to the CAUTION: The oil pressure in the system must

reservoir when the accumulator pressure reaches 2900­ be released prior to servicing the hydrostarter

3300 psi (I 9 98 1 - 2 2 737 kPa). To determine whether motor or other components to prevent possible

the pump by-pass valve is operating properly, remove injury to personnel or equipment.

the reservoir filler cap, disconnect the pump by-pass

hose at the reservoir, and hold the hose over the open NOTE: Make sure all hoses and fittings are

reservoir filler spout. An occasional spurt of oil may be clean before any connections are made.

emitted from the hose prior to by-passing. When the

by-pass valve opens, a full and continuous stream of Fill the hydrostarter system with new clean fluid.

Page 34
 DETROIT DIESEL Engine Equipment

Lubrication
2. Disconnect the hydraulic hoses from the starting

motor.

Remove the hydrostarter from the engine every 2000

3. Remove the three retaining bolts and lock washers
hours for lubrication. Before removing the hydro­
and withdraw the starting motor from the flywheel
starter, release the pressure in the system by means of
housing.
the relief valve in the hand pump. Then remove the

three bolts that retain the starting motor to the

4. Disassemble the starting motor.
flywheel housing. Remove th starting motor without

disconnecting the hydraulic oil hoses. This will prevent

5. Wash the hydrostarter drive clutch assembly in
dirt and air from entering the hydraulic system.
clean fuel oil to remove the old lubricant.

Apply a good quality, lightweight grease on the drive

6. When the clutch is free, apply SAE 5W lubricating
clutch pinion to make sure the clutch will slide freely
oil.
while compressing the spring. Also apply grease to the

fingers of the clutch fork and on the spool of the

7. Reassemble the starting motor and reinstall it on
clutch yoke engaged by the fork. This lubrication
the engine. Then attach a tag to the starter noting the
period may be reduced or lengthened according to the
lubricant used in the clutch.
severity of service.

8. Recharge the accumulator with the hand pump.

Remove the pipe plug from the starting motor drive

housing and saturate the shaft oil wick with engine oil.

Then reinstall the plug.

Marine Application

After lubricating, install the starting motor on the In addition to the normal hydrostarter lubrication and
flywheel housing and recharge the accumulator with maintenance instructions, the following special precau­
the hand pump. tions must be taken for marine installations or other

cases where equipment is subject to salt spray and air,

On engines equipped with a hydraulic remote control or other corrosive atmospheres:

system, lubricate the shaft in the master cylinder

through the pressure grease fitting every 2000 hours. I. Clean all exposed surfaces and apply a coat of zinc­

chromate primer, followed by a coat of suitable paint.

2. Apply a liberal coating of Lubriplate, type 130AA,

Cold Weather Operation
or equivalent, to the following surfaces.

Occasionally, when an engine is operated in regions of

a. The exposed end of the starter control valve and
very low temperatures, the starter drive clutch
around the control shaft where it passes through
assembly may slip when the starter is engaged. If the
the clutch housing.
clutch slips, proceed as follows:

b. The exposed ends of the hand pump cam pin.

1. Release the oil pressure in the system by opening

the relief valve in the hand pump. 3. Operate all of the moving parts and check the

protective paint and lubrication every week.

CAUTION: The oil pressure in the system must

be released prior to servicing the hydrostarter Consult an authorized Detroit Diesel Allison Service

motor or other components to prevent possible Outlet for any information relating to the hydrostarter

injury to personnel or equipment. system.

Page 35
 Engine Equipment DETROIT DIESEL

COLD WEATHER STARTING AIDS

In a diesel engine, the fuel injected into the 5. Engage the starter and at the same time pull the

combustion chamber is ignited by the heat of the air pump plunger all the way out. Push the plunger in

compressed into the cylinder. However, when starting slowly, forcing the starting fluid through the atomizing

an engine in extremely cold weather, a large part of nozzle into the air intake. Continue to push the pump

the energy of combustion is absorbed by the pistons in until the engine starts. If the plunger is not all the

and cylinder walls and in overcoming the high friction way in when the engine starts, push it in slowly until it

created by the cold lubricating oil. locks in the IN position.

When the ambient temperature is low, it may be

6. Unscrew the cap and remove the capsule. Do not
necessary to use an air heater or a starting fluid to
leave the empty capsule in the container.
assist ignition of the fuel.

NOTE: Starting aids are NOT intended to 7. Replace the cap on the capsule container and make

correct for a low battery, heavy oil, or other sure the piercing shaft is all the way down.

conditions which cause hard starting. They are

to be used only when other conditions are

normal, but the air temperature is too cold for

Service
the heat of compression to ignite the fuel-air

mixture.

The cold weather fluid starting aid will require very

little service. Replace the piston seal packing if the

FLUID STARTING AID pump leaks. If there is an excessive resistance to

pumping, the nozzle may be plugged. Remove the

The fluid starting aid (Fig. 7) is designed to inject a nozzle and clean it.
highly volatile fluid into the air intake system at low

ambient temperatures to assist in igniting the fuel oil

injected. This fluid is contained in suitable capsules to

facilitate handling.

PUMP
The starting aid consists of a cylindrical capsule OUTLET

container with a screw cap, inside of which a sliding TUBE

piercing shaft operates. A tube leads from the capsule

container to the hand operated pump and another

tube leads to the atomizing nozzle threaded into a

tapped hole in the air inlet housing.

The capsule container should be mounted in a vertical

position and away from any heat.

Start the engine, using the fluid starting aid, as

follows:

I . Remove the threaded cap and insert a fluid capsule

in an upright position within the container.

CAUTION: The starting fluid is toxic and

inflammable. Use caution when handling.

PUMP
INLET
2. Pull the piercing shaft all the way out and install
TUBE
and tighten the cap on the container.

3. Push the piercing shaft all the way down. This will

rupture the capsule and fill the container with the

starting fluid.

4. Move the engine throttle to the maximum speed Fig. 7 . T y pi c a l Fluid Starting Aid

position.

Page 36
 DETROIT DIESEL Engine Equipment

2. Pull out the "Quick Start" knob for two seconds,

then release it.

3. Repeat the procedure if the engine does not start on

FLUID

CYLINDER the first attempt.

CAUTION: Do not crank the engine more than

30 seconds at a time when using an electric

starting motor. Always allow one minute

intervals between cranking attempts to allow

the starting motor to cool.

Service

Periodically perform the following service items to

ACTUATOR _bl

CABLE
assure good performance:

I. Remove the fluid cylinder and lubricate the valve

around the pusher pin under the gasket with a few

drops of oil.

2. Lubricate the actuator cable.

3. Actuate the valve with the cable to distribute the oil

on the cable and allow the oil to run down through the

valve.
0

4. Remove any dirt from the orifice by removing the

air inlet housing fitting, the orifice block and the

METERING _hf
VALVE screen. Then blow air through the orifice end only.

vAIvE

LEVER
_qt0_ 5. Assemble and tighten the air inlet housing fitting to

the actuator valve and tube.

6. Check for leakage of fluid (fogging) on the outside

of the engine air inlet housing by actuating the

starting aid while the engine is stopped. If fogging

Fig. 8 . Quick Start Assembly occurs, disassemble and retighten the air inlet housing

fitting to the housing.

CAUTION: Do not actuate the starting aid more

PRESSURIZED CYLINDER STARTING AID
than once with the engine stopped. Over-loading

Start the engine during cold weather, using the "Quick the engine air box with this high volatile fluid

Start" starting aid system (Fig. 8) as follows: could result in a minor explosion.

I. Press the engine starter button. 7. Check the fluid cylinder for hand tightness.

Page 37
 DETROIT DIESEL
Engine Equipment

GOVERNORS

Engine Governors Service

Horsepower requirements of an engine may vary Fluctuations of the engine speed usually indicates

continually due to the fluctuating loads; therefore, a governor malfunction. However, these fluctuations can

means must be provided to control the amount of fuel also be caused by an excessive load on the engine,

required to hold the engine speed reasonably constant misfiring, or binding linkage. C ontact an authorized

during such load fluctuations. To accomplish this Detroit Diesel Allison Service Outlet for information

regarding governors.
control, one of four types of governors is used on the

engine, depending upon the application. Installations

requiring maximum and minimum speed control,

together with manually controlled intermediate speeds, Output Shaft Governors

ordinarily use a single or double-weight type limiting

speed mechanical governor. Applications requiring a O n certain applications equipped with a T orqmatic

near constant engine speed, under varying load converter, it is sometimes desirable to maintain a

conditions that may be changed by the operator, are co nstant output shaft speed regardless of the engine

equipped with a variable speed mechanical governor. speed or load fluctuations. o

T acquire the necessary

The hydraulic governor is used where a uniform results, a governor driven by the output shaft is

engine speed is required, under varying load installed in conjunction with an engine governor. This

conditions, with a minimum speed droop. Engines, govern or is called an output shaft governor and may

subjected to varying load conditions that require be mecharical or hydraulic.

automatic fuel compensation to maintain constant

engine speed in a range somewhat higher or lower Th e output shaft governor controls the engine

than the rated full-load speed, are equipped with a govern or ( usually a limiting speed type) in the engine

constant speed mechanical governor. speed range between idle and m aximum speed. The

engine speed is prevented fr om going below idle or

The mechanical engine governors are identified by a exc eeding the maximum speed setting by the engine

name plate attached to the governor housing. The governor. The following g overnor combination m ay e
b

letters D.W.-L.S. stamped on the name plate denote a employed:

double-weight limiting speed governor. A single­

weight variable speed governor name plate is stamped I. A m echanical o utput shaft governor and mechanical

S.W.-V.S. en gine g overnor with the necessary connecting

linkage.

2 . A hydraulic output shaft governor and a mechanical

lubrication
engine governor with the necessary connecting

Surplus oil from the cylinder head provides lubrication lin kage.

for the parts in the mechanical governor control

3 . A dual hydraulic output shaft engine governor.
housing. Oil picked up from a reservoir in the blower

front end plate by a slinger attached to the lower rotor

shaft provides lubrication for the governor weights

and weight carrier. Some engines have a line carrying Service

oil under pressure, through a restricted fitting, to the

R efer to the Engine Tune-Up Procedures for any
weight housing, providing additional lubrication.
adjustments to the output haft
s governors or contact

The hydraulic governor is lubricated by oil under an authorized Detroit Diesel Allison Service Outlet for

pressure from the engine. information regarding output shaft governors.

Page 38
 DETROIT DIESEL Engine Equipment

TRANSMISSIONS

This manual includes information on the lubrication Problems relating to the repair and overhaul of these

and preventive maintenance of the transmissions. It transmissions should be referred to an authorized

also includes adjustment procedures covering some of Detroit Diesel A 1/ison Service Outlet.

the more common power transmissions.

POWER TAKE-OFF ASSEMBLIES

The front and rear power take-off units are basically 5. On the 1 4 ' diameter single and double plate

similar in design, varying in clutch size to meet the clutches, raise the end of the adjusting ring lock up out

requirements of a particular engine application. of the splined groove in the hub of the outer clutch

pressure plate. Then, while holding the clutch drive

The direct drive power take-off unit is attached to shaft to prevent the clutch from turning, turn the

either an adaptor (front power take-of!) or the engine clutch adjusting ring clockwise as shown in Fig. IO

flywheel housing (rear power take-off. Each power and tighten the clutch until the desired pressure on the

take-off unit has a single or double plate clutch. The outer end of the hand lever, or at the clutch release

drive shaft is driven by the clutch assembly and is shaft (Fig., 1 1 ), is obtained as shown in the table.

supported by a pilot bearing in the flywheel or the

adaptor and by two tapered roller bearings mounted 6. Install the clutch adjusting ring spring-lock on the

in the clutch housing. 8 " and 11 - 1 /2 " diameter clutches. The ends of the

lock must engage the notches in the adjusting ring. On

the 1 4 " diameter clutch, reinstall the end of the

Clutch Adjustment adjusting ring lock in one of the splined grooves in the

hub of the outer pressure plate. Then install the

These instructions refer to field adjustment for clutch inspection hole cover.

facing wear. Frequency of adjustment depends upon

the amount and nature of the load. When properly adjusted, the approximate pressure

required at the outer end of the hand lever to engage

To ensure a long clutch facing life and the best the various diameter clutches is shown in Table I.

performance, the clutch should be adjusted before These specifications apply only with the hand lever

slippage occurs. which is furnished with the power take-off.

When the clutch is properly adjusted, a heavy pressure A suitable spring scale may be used to check the

is required at the outer end of the hand lever to move pounds pressure required to engage the clutch.

the throwout linkage to the "over center" or locked

position.

Adjust the 8 " , 1 1 - 1/ 2 " and 1 4 " diameter clutches as

follows:

I . Disengage the clutch with the hand lever.

2. Remove the inspection hole cover to expose the

clutch adjusting ring.

3. Rotate the clutch, if necessary, to bring the clutch

adjusting ring lock within reach.

•

4. On the 8 " and 11 - 1 /2 " diameter clutches, remove

the clutch adjusting ring spring lock screw and lock

from the inner clutch pressure plate and adjusting

ring. Then, while holding the clutch drive shaft to

prevent the clutch from turning, turn the clutch

adjusting ring counterclockwise as shown in Fig. 9 and Fig. 9 . Power Take-Off Showing Typical

tighten the clutch until the desired pressure on the 8" and 11-1/2 Diameter Clutch Adjustment

outer end of the hand lever, or at the clutch release Ring

shaft (Fig. 1 H ) is obtained, as shown in the table.

Page 39
 Engine Equipment DETROIT DIESEL

Hand
Pressure Torque
Clutch
Lever
Dia. psi kPa Ib-ft Nm
Length

8 151/2 55 379 56-63 76.85

8 20 40 276 56-63 76-85

11-1/2 20 65 448 94-100 127-136

1 1 -1/ 2 25° 50 345 94-100 127-136

14 25° 75 517 132-149 179-202

TABLE 1

The speed will be sufficient to move the segments out

to operating position.

2. Check the pounds pressure required to engage the

clutch. The engagement pressure should be the same

as that following the adjustment. If the clutch engages

at a lower pressure, the adjustment was probably made

Fig. 1 0 . Power Take-Off Assembly Showing
against the unworn portion of the facing.
14" Diameter Clutch Adjustment Ring

3. Stop the engine and readjust the clutch, making sure

However, a more accurate method of checking the
all disc segments are properly positioned. Install the
clutch adjustment is with a torque wrench as shown in
inspection hole cover.
Fig. 1 1.

To fabricate an adaptor, saw the serrated end off of a

clutch hand lever and weld a 1-1/8" nut (across the

hex) on it as shown in Fig. 1 1. Then saw a slot

through the nut.

When checking the clutch adjustment with a torque

wrench, engage the clutch slowly and note the amount

of torque immediately before the clutch engages (goes

over center). The specified torque is shown in Table I.

The facings of the clutch discs wear only along the

area where they contact the pressure plates during

engagement. The area on each side of the disc beyond

the pressure plates does not wear proportionately, thus

resulting in a ridge. This ridge on three segment

clutches can complicate the job of making an

adjustment inasmuch as the top segment tends to drop

down when the engine is stopped. This drop lets the

ridge locate between the pressure plates. The drive

ring cannot be properly adjusted to the recommended

engaging pressure with the disc so positioned. The

condition can result in excessive slippage and a need

for early clutch facing replacement.

Make a final clutch adjustment check with the engine

running, to make sure the adjustment was not made

against the ridge. The procedure is outlined below:

I. Start the engine and operate it at idling speed Fig. 11 - Power Take-Off Clutch Adjustment

(approximately 500 rpm) with the clutch disengaged. Check with Torque Wrench and Adaptor

,
Page 40
DETROIT DIESEL Engine Equipment

POWER TRANSFER GEAR

The twin engine transfer gear is connected to the and the latch lever should be locked out by removing

engines through mechanical clutches on industrial the pin in the lockout latch.

units or hydraulic marine gears on marine units.

Clutch Adjustment
The power of the two engines is transmitted through

the clutches or hydraulic marine gears to the drive

The clutches used in twin industrial units require no
gears, then through a common driven gear to the
adjustment. However, when the facings on the clutch
power driven shaft.
disc are worn so the over-all thickness of the disc and

facings is less than 1 1 / 3 2 " , the disc assembly should

In normal usage, the two clutches used on twin units be changed.

are operated simulaneously and the engines perform

as a single power plant. However, each engine has its

own shifting mechanism permitting one or both Clutch Control Adjustment

engines to be cut out, thus providing a unit power

output varying from idling speed on one engine to full If the clutch control links are replaced or the

throttle on both engines. adjustment changed, readjust the clutch control as

follows:

Each clutch is controlled by a hand lever mounted on

I . With the clutches engaged, connect each control link
a shaft common to the two levers. The shaft is
at the clutch shift lever with the pin.
supported in a bracket which in turn is bolted to the

side of the gear box.

2. Set both hand levers in a vertical position.

When a clutch is engaged, the lockout latch rests on 3. L oosen the lock nut and adjust the clevis on each

the lever quadrant, and when the clutch is disengaged link so a clevis pin will slip into place through he
t

this latch enters a notch in the quadrant. If one engine clevis and lever.

is stopped and the other engine is in operation, the

clutch on the shut-down engine must be disengaged 4. L ock the clevis pins with cotter pins.

REDUCTION GEAR FOR MARINE SIDE-BY-SIDE TWIN UNITS

Two hydraulic marine gears are mounted on the gears mesh with a common p ower driven gear w hich is

forward side of the reduction gear used with side-by­ bolted to a d riven shaft. A flange is provided at the

side twin marine units. Each reverse gear drive shaft is rear end of the power driven shaft for installing a

splined to and drives a pinion gear. The two pinion propeller shaft.

REDUCTION GEAR FOR MARINE TANDEM TWIN UNITS

A hydraulic marine gear is mounted on the front and mesh with a common power driven gear which is

rear of the reduction gear used with tandem twin bolt ed IQ a driven s haft. A flange is provided at the

marine units. Each reverse gear drive shaft is splined rear end of the power driven shaft for installing a

to and drives a pinion gear. The two pinion gears propeller shaft.

QUAD REDUCTION GEAR

The individual clutch housings of the four engines in The marine q uad unit has a similar reduction gear,

an industrial quad unit are attached to a reduction d iffering only in certain internal details. O n these

gear assembly. Two clutch housings pilot into and are q uad units, the engines are connected to the reduction

secured to the front of the reduction gear housing and gear assembly by hydraulic reverse gears.

two housings are attached in the same way to the rear.

The clutch housings also pilot into and are bolted to

the flyw heel housing of each engine.

Page 41
 Engine Equipment DETROIT DIESEL

TORQMATIC MARINE GEAR

The Torqmatic marine gear is used on the single and pressure relief valve, controls the amount of oil

multiple engine marine units. When used on the single pumped through the hydraulic system and is sensitive

engine units, the marine gear consists of a reverse gear only to engine speed and operates independently of

section and a reduction gear section. This gear is the pressure relief valve section which controls the

produced in "M" and "MH" models, each being pressure within the complete hydraulic system.

available in several gear ratios. These two models are

basically similar. When the engine is in operation, the moving parts of

the marine reverse gear are pressure lubricated while

The oil for operating the hydraulic clutches and for the reduction gear assembly is splash lubricated.

lubricating the reverse gear is contained in the reverse

gear sump and is circulated throughout the system by Shifting from forward to reverse drive through neutral

a hydraulic oil pump mounted on the flywheel housing may be made at any speed; however, it is advisable to

and driven from the blower drive shaft through a shift at low engine speeds. For longest clutch life,

flexible coupling. reduce the engine speed to idle, make the shift and

then increase the engine speed.

The oil pressure ranges for the marine gear at forward

operating speed are 130 to I 55 psi (896 to 1068 kPa) The marine gear selector control valve assembly on the

and 100 to 150 psi (758 to 1034 kPa) in reverse. The multiple engine units is provided with several levers

average operating oil temperature is 200 ° F ( 9 3 ° C ) in (Fig. 12). The master control lever engages all of the

forward and a maximum of 2 5 0 ° F ( 1 2 1 ° C) in reverse. marine gears in forward or reverse simultaneously.

The smaller levers, one for each engine of the unit,

A strainer is used between the oil sump and the pump operate the shut-off control valves for controlling the

to remove harmful solids. The oil passes from the flow of oil to each individual engine marine gear.

pump through a cooler to the control valve. From the These levers are normally set in a vertical position

control valve, the oil operates the forward or reverse ("on" position) To shut down one engine for service

clutch pistons and sprays oil into the reduction gear work or to conserve on power in a light-load situation,

housing to lubricate the gear. place the master control lever in the neutral position

and then turn the shut-off lever for that engine to the

The constant flow control valve, incorporated with a "off'' position (90 degrees toward the engine). With

the shut-off lever in the "off" position, the marine gear

MASTER for that engine is locked out of engagement. The other

LEVER
engines can then continue to supply power to the gear

box.

CAUTION: When the shut-off lever is turned to

the o
ff position, lock it in that position by wire

or some other means to prevent vibration from

moving it back up to the on position. This

caution applies particularly when work is being

done on the engine.

It is recommended that all sailing vessels and boats

utilizing Torqmatic marine gears (single or twin screw

installations) have a locking (brake) devise to prevent

the propeller shaft from rotating while the sailing

vessel is operating under sail, or the boat is operating

with one engine shut down, or being towed.

With the engine shut down and the marine gear oil

pump not operating, it cannot circulate lubricating oil

through the reverse gear. Therefore, overheating and

SELECTOR VALVE
damage to the marine gear is possible unless the

rotation of the propeller shaft is prevented.

Fig. 12 • Operation of Selector Valve on If the clutches cannot be engaged hydraulically, in an

Multiple Engine Units emergency, the forward drive may be engaged with

three bolts as follows:

Page 42
 DETROIT DIESEL Engine Equipment

I. Remove the large pipe plug from the forward face uniformly, thereby locking the clutch plate between

of the flywheel housing. the piston and the drive plate. Install the pipe plug in

the flywheel housing.

2. With the throttle in the STOP position, rotate the

flywheel until one of the bolts aligns with the opening

NOTE: To prevent binding between the piston

and the bore in the flywheel, the emergency

in the flywheel housing.

engagement bolts must be tightened uniformly.

3. Remove the bolt from the flywheel.

CAUTION: To prevent damaging the gear, do

not use the reverse drive when the engagement

4. Remove and save the j a m nut, and replace the bolt
bolts are engaged.
finger-tight.

IMPORTANT: To reduce the possibility of

5. Remove and reinstall the remaining two bolts in the overheating, add an additional gallon of oil if

same manner. the forward clutch is engaged with the

emergency engagement bolts and the hydraulic

6. Start at the first bolt and tighten all three bolts pump is inoperative.

MODEL HJl PARAGON MARINE REVERSE AND REDUCTION GEAR

The Paragon hydraulic marine gear is a self-contained cylinder. The operating oil pressure range for the

assembly consisting of a hydraulically operated marine gear at operating speed is 90 to 150 psi (621 to

multiple disc clutch which is combined with a 1034 kPa) and the maximum oil temperature is 250°F

hydraulically actuated reversing gear train, an oil (1 2 1 ° C).

pressure regulator, an independent oil sump and a

coolant jacket integral with the marine gear housing. Water is circulated through a cored passage in the

reverse gear housing to cool the gear oil.

The oil pressure necessary for the operation of the

The shift from forward to reverse drive through
marine gear is provided by an oil pump which is
neutral may be made at any engine speed; however, to
incorporated in the gear housing and driven
avoid possible damage to the engine, reverse gear or
continuously while the engine is running. The oil is
shaft, shift at a speed below 1000 rpm.
delivered under pressure from the pump to a pressure

relief valve and control valve.

The marine reverse and reduction gear uses the same

oil that is used in the engine and is pressure and

The relief valve maintains a constant pressure over a splash lubricated. The quantity of oil in the marine

wide speed range and the control valve directs the oil gear will vary with the inclination of the different

under pressure to either the forward or reverse piston engine installations.

TORQMATIC CONVERTERS

The Torqmatic converter is a self contained unit which lock-up clutch, a manual input disconnect clutch, and

transfers and multiplies the torque of the prime an accessory drive for either a governor or tachometer.

mover. This unit transmits the power through the

action of oil instead of through gears and in addition

Check the oil level daily and, if the converter is

equipped with an input disconnect clutch, additional

to multiplying the torque also acts as a fluid coupling

checks and service will be necessary daily or at

between the engine and the equipment to be powered.

intervals determined by the type of operation.

The converter will automatically adjust the output

torque to load requirements.

Adjust the disconnect clutches as ou tl ined under power

take-off clutch adjustmen t.

There are various combinations of Torqmatic

Converters with features such as: an automotive or Contact an authorized Detroit Diesel Allison Service

industrial flange on the shaft, a hydraulically operated Outler for information on Torqmatic converters.

Page 43
 •

II
 DETROIT DIESEL

OPERATING I N S T R U C TI O N S

ENGINE OPERATING INSTRUCTIONS

PREPARATION FOR STARTING ENGINE

lubrication when the engine is started for the first

time.
FIRST TIME

Before starting an engine for the first time, carefully It is recommended that the engine lubricating system

read and follow the instructions listed below and in be charged with a pressure prelubricator, set to s upply

the Engine Tune-Up Procedure. Attempting to run the a minimum of 25 psi ( 1 72 kPa) oil pressure, to ensure

engine before studying these instructions may result in an i m mediate flow of oil to all bearings at the initial

serious damage to the engine. engine start-up. Th e oil supply line should be attached

to the engine so that oil under pressure is supplied to

NOTE: When preparing to start a new or the main oil gallery.

overhauled engine or an engine which has been

in storage, perform all of the operations listed

With the oil pan dry, use the prelubricator to prime
below. Before a routine start (at each shift), see
the engine with su fficient oil to reach all bearing
Daily Operations in the Lubrication and
surfaces. U se heavy-duty lubricating oil as sp ecified
Preventive Maintenance Chart.
under Lubricating Oil Specifications. T hen remove the

dipstick, wipe it with a cl ean cl oth, insert and remove

it again to check the oil level in the oil p an. Add

Cooling System su ffici ent oil, if necessary, to bring it to the full m ark

on the dipstick. D o not overfill.

Install all of the drain cocks or plugs in the cooling

system (drain cocks are removed for shipping).

If a pressure p relubricator is not available, fill the

c ra n k case to the proper level with heavy-duty

Open the cooling system vents, if the engine is so
lubricating oil as specified under Lubricating Oil
equipped. Specifications. Then pre-lubricate the upper engine

parts by removing the valve rocker cover and p ouring

Remove the filler cap and fill the cooling system with lub ricating oil, of the same grade and viscosity as used
clean, soft water or a protective solution consisting of
in the crankcase, over the rocker arms.
high boiling point type antifreeze, if the engine will be

exposed to freezing temperatures (refer to Engine

Coolant). Keep the liquid level about two inches below

the filler neck to allow for fluid expansion. Turbocharger

Use a quality rust inhibitor if only water is used in the D isconnect the tubocharger oil inlet line and pour
cooling system. a pproximately one pint of ean engine oil in the line,
cl

thus making sure the bearings are lubricated for the

Close the vents, if used, after filling the cooling initial s tart. R econnect the oil line.
system.

On marine installations, prime the raw water cooling

system and open any sea cocks in the raw water pump Air Cleaner

intake line. Prime the raw water pump by removing

the pipe plug or electrode provided in the pump outlet If the engine is equipped with oil bath air cleaners, fill
elbow and pour water in the pump. the air cleaner oil cups to the proper level with ean
cl

engine oil. Do not overfill.

CAUTION: Failure to prime the raw water pump

may result in damage to the pump impeller.

Transmission

Lubrication System
Fill the transmission case, marine gear or torque

The lubricating oil film on the rotating parts and co nverter supply tank to the proper level with the

bearings of a new or overhauled engine, or one which

lub ricant specified under Lubrication and Preventive

has been in storage, may be insufficient for proper Maintenance.

Page 45
 perating Instructions DETROIT DIESEL I

Fuel System Generator Set

Where applicable, fill the generator end bearing

Fill the tank with the fuel specified under Diesel Fuel
housing with the same lubricating oil as used in the
Oil Specifications.
engine.

If the unit is equipped with a fuel valve, it must be A generator set should be connected and grounded in
opened. accordance with the applicable local electrical codes.

CAUTION: The base of a generator set must be

To ensure prompt starting, fill the fuel system between
grounded.
the pump and the fuel return manifold with fuel. If

the engine has been out of service for a considerable

length of time, prime the filter between the fuel pump

and the injectors. The filter may be primed by Clutch

removing the plug in the top of the filter cover and

slowly filling the filter with fuel. Disengage the clutch, if the unit is so equipped.

In addition to the above, on an engine equipped with

STARTING
a hydrostarter, use a priming pump to make sure the

fuel lines and the injectors are full of fuel before

Before starting the engine for the first time, perform
attempting to start the engine.
the operations listed under Preparation for Starting

Engine First Time.

NOTE: The fuel system is filled with fuel before

leaving the factory. If the fuel is still in the Before a routine start, see Daily Operations in the
system when preparing to start the engine, Lubrication and Preventive Maintenance Chart.

priming should be unnecessary.

If a manual or an automatic shutdown system is

incorporated in the unit, the control must be set in the

open position before starting the engine. The blower

Lubrication Fittings
will be seriously damaged if operated with the air

shut-off valve in the closed position.

Fill all grease cups and lubricate at all fittings with an

all purpose grease. Apply lubricating oil to the throttle Starting at air temperatures below 40°F (4 ° C)

linkage and other moving parts and fill the hinged cap requires the use of a cold weather starting aid. See

oilers with a hand oiler. Cold Weather Starting.

The instructions for the use of a cold weather fluid

starting aid will vary dependent on the type being

Drive Belts used. Reference should be made to these instructions

before attempting a cold weather start.

Adjust all drive belts as recommended under

CAUTION: Starting fluid used in capsules is
Lubrication and Preventive Maintenance.
highly inflammable, toxic and possesses anes­

thetic properties.

Storage Battery

Initial Engine Start ( E l e c t ri c )

Check the battery. The top should be clean and dry,

Start an engine equipped with an electric starting
the terminals tight and protected with a coat of
motor as follows: Set the speed control lever at part
petroleum jelly and the electrolyte must be at the
throttle, then bring it back to the desired no-load
proper level.
speed. In addition, on mechanical governors, make

sure the stop lever on the governor cover is in the run

NOTE: When necessary, check the battery with position. On hydraulic governors, make sure the stop
a hydrometer; the reading should be 1.265 or knob is pushed all the way in. Then press the starting
higher. However, hydrometer readings should motor switch firmly. If the engine fails to start within

always be correct.ed for the temperature of the 30 seconds, release the starting switch and allow the

electrolyte. starting motor to cool a few minutes before trying

I
Page 46
 O pe r at i ng Instructions
DETROIT D I E S E L

· If the engine fa i l s to start after four a tt e m p t s ,

RUNNING
again.
an inspection should be made to determine the cause.

Oil Pressure

On twin or quad units, move the master throttle lever

Ob ser v e th e oi l p ress ur e gage immediatel y after starting

to the idle position and engage the starting motors one

th e e ngine . If th ere i s no pres s ure i ndi c ated within 10

at a time.
o 15 s
t e conds, s op t th e e ng ine and c hec k the lu b ri c ating

CAUTION: To prevent serious damage to the

o l s
i yste m. Th e nor ma l and m i n i m u m o i l p ressures are

starter, if the engine does not start, do not press

shown in Table 2.

the starting switch again while the starting

motor is running. Oil PRESSURE

Engine 3, 4, 6.71 71N 71 71T

Speed (rpm) psi kPe pst P psi kPo psi Pe

1200
Normal 30.60 p207.414 30-60 207-414 - - - -
Initial Engine Start (Hydrostarter) Minimum 18 124 18 124 - - - -
1500
Normal - - - - - - 35.60 241-414

S t a rt an engine equipped with a h y d ro s t a r t e r as Minimum - - - - - - 23 159

1800
follows: Normal 38.60 262-414 38-60 262-414 38.60 262-414 40-60 276.414

Minimum 27 186 27 186 27 186 28 193

2000
Use the priming pump to make sure the fu e l filter, fuel
Normal - - - - - - 40 60 276-414

Minimum - 30 207
lines and injectors are full of fuel before a tt e m p t i n g to

2100

start the engine. Normal 40-60 276.414 40-60 276.414 4060 276-414 40-60 276.414

Minrum 30 207 30 207 30 207 30 207

2300
Raise the hydrostarter accumulator pressure with the Normal 40-60 276.414 - - 40.60 276.414 40-60 276.414

Minimum 30 207 - - 30 207 30 207

hand pu mp u nt il t h e ga g e reads as indi c ated in Table 1 .

TABLE 2

Pressure Gage

Warm-Up
Ambient Temperature Reading

Ru n th e engine at p a rt t hro tt l e and no - load for a p p rox·

psi kPo
imat e y
l fiv e minut e ,
s a ll ow i n g it to warm - up before

a pply ing a l o a d .
Above 40° F (4° C) 1500 10-335

If t he unit i
s op e ra tin g in a cl o s ed ro o m. start the roo m
40° F 1o 0° F (4° to - 1 8 ° C) 2500 17-225
v e ntilat in g fa n or open the window s, as weather con ­

d t i ions p ermit , so am p le air i s a v a i la b le fo r t he en g ine .

Below 0° F ( 1 8 ° C) 3300 27-737

Inspection
TABLE

Wh l i e the en g ine is runnin g at operatin g tempe ra ture .

Se t the en g ine controls for st a rtin g w ith the t h ro t t l e at

ch e ck fo r c o o lant , f ue l or l u b ricatin g o i l lea k . T g

s i hten

least half open.

th e li ne connect i ons where n e cessar y to stop l ea ks.

NOTE: D uring co l d w e ather , add st a rtin g flu id Engine Temperature

at the same time the hydrostarter motor lever

is mov ed . D o n o t w ait to add the fl u i d a f ter the

N or mal e n g in e c oo l a n t temper at ur e is 160° to 185° F

e n gi ne is tu rn in g o v er . (71° to 85° C).

Crankcase

Pus h the hydrostarter control le v er to sim ult aneous ly

eng a ge t he star te r p inion w th i th e fl yw h ee l rin g ge ar If th e en g ine cra n kc ase w a s re fi ll e d , stop the en g ine

and to o p en the c on trol va v l e . C lose t he v al v e as soon af er n t or mal o perating te m pe ra u e t r has been reached,

as the engine starts to conserve the accumulator all ow t he o i l to dra i n (a pp rox imatel y 20 minutes ) ba ck

pres sure an d to a v oid e xce ss iv e ov er - u

r nning o f th e i nto t h e cra n kc ase and chec k the oil leve l. A dd o il , if

starter drive clutch assembly. ne c essar y, to b ring it o

t the p ro p e r leve l on the dipsti ck.

Page 47
 Operating Instructions DETROIT DIESEL

Use only the heavy duty lubricating oil specified under no load for a short time , then move the stop lever to

Lubricating Oil Specifications. the stop position to stop the engine.

Clutch
Emergency Stopping

Do not engage the clutch (with a sintered iron clutch

If the engine does not stop after using the normal
plate) at engine speeds over 850 rpm. A clutch with an
stopping procedure, pull the Emergency Stop knob all
asbestos or vegetable fiber material clutch plate must
the way out. This control cuts off the air to the engine.
not be engaged at speeds over l000 rpm.
Do not try to restart again until the cause for the

malfunction has been found and corrected.

Cooling System
CAUTION: The emergency shutdown system

should never be used except in an emergency.

Remove the radiator or heat exchanger tank cap slowly
Use of the emergency shutdown can cause oil to
after the engine has reached normal operating
be sucked past the oil seals and into the blower
temperature and check the engine coolant level. The
housing.
coolant level should be near the top of the opening. If

necessary, add clean soft water or a high boiling point

type antifreeze. The air shut-off valve, located on the blower air inlet

housing, must be reset by hand and the Emergency

Stop knob pushed in before the engine is ready to start

again.
Transmission

Check the marine gear oil pressure. The Torqmatic

marine gear oil pressure taken at the control valve

Fuel System
assembly for the hydraulic system is between 130 to

155 psi (896 to 1068 kPa) in forward and 110 to 150

If the unit is equipped with a fuel valve, close it. Fill
psi (758 to 1034 kPa) in reverse.
the fuel tank; a full tank minimizes condensation.

Turbocharger

Exhaust System

Make a visual inspection of the turbocharger for leaks

and excessive vibration. Stop the engine immediately Drain the condensation from the exhaust line or
if there is an unusual noise in the turbocharger. silencer.

Avoid Unnecessary Engine Idling

Cooling System

During long engine idling periods, the engine coolant

Drain the cooling system if it is not protected with
temperature will fall below the normal operating
antifreeze and freezing temperatures are expected.
range. The incomplete combustion of fuel in a cold
Leave the drains open. Open the raw water drains of a
engine will cause crankcase dilution, formation of
heat exchanger cooling system.
lacquer or gummy deposits on the valves, pistons and

rings and rapid accumulation of sludge in the engine.

NOTE: When prolonged engine idling is Crankcase

necessary, maintain at least 800 rpm.

Check the oil level in the crankcase. Add oil, if

necessary, to bring it to the proper level on the

STOPPING
dipstick.

Normal Stopping

I. Release the load and decrease the engine speed. Put Transmission

all shift levers in the neutral position.

Check and, if necessary, replenish the oil supply in the

2. Allow the engine to run at half speed or slower with transmission.

Page 48
'

II
DETROIT DIESEL Operating Instructions

perform the operations required for the number of

Clean Engine

hours or miles the engine has been in operation.

Clean and check the engine thoroughly to make

certain it will be ready for the next run.

Make the necessary adjustments and minor repairs to

correct difficulties which became apparent to the

Refer to Lubrication and Preventive Maintenance and

perform all of the daily maintenance operations. Also operator during the last run.

Page 49
 Operating Instructions DETROIT DIESEL

ALTERNATING CURRENT POWER GENERATOR SET OPERATING

INSTRUCTIONS

These instructions cover the fundamental procedures STARTING

for operating an alternating current power generator

set. The operator should read these instructions before If the generator set is operated in a closed space, start

attempting to operate the generator set. the ventilating fan or open the doors and windows, as

weather permits, to supply ample air to the engine.

The engine may require the use of a cold weather

PREPARATION FOR STARTING
starting aid if the ambient temperature is below 4 0 ° F

(4 ° C). Refer to Cold Weather Starting Aids.

Before attempting to start a new ·or an overhauled

engine or an engine which has been in storage, Press the throttle button (15) and turn the throttle
perform all of the operations listed under Preparation
control (16), Fig. I, counterclockwise to a position
for Starting Engine First Time. Before a routine start midway between RUN and STOP. Then press the
see Daily Operations in the Lubrication and Preventive starter button ( 1 8 ) firmly.
Maintenance Chart.

If the engine fails to start within 30 seconds, release

In addition to the Engine Operating Instructions the the starter button and allow the starting motor to cool

following instructions also apply when operating an a few minutes before trying again. If the engine fails

alternating current power generator set. to start after four attempts an inspection should be

made to determine the cause.

I. Before the first start, check the generator main

CAUTION: To prevent serious damage to the
bearing oil reservoir. If necessary, add sufficient
starter, if the engine does not start, do not press
lubricating oil of the same grade that is used in the
the starter switch again while the starting motor
engine crankcase to bring it to the proper level on the
is rotating.
sight gage. Do not overfill.

2. Check the interior of the generator for dust or

RUNNING
moisture. Blow out dust with low pressure air (25 psi or

1 72 kPa maximum). If there is moisture on the interior If the oil pressure is observed to be normal, increase
of the generator, it must be dried before the set is
the throttle setting to cause the engine to run at its
started. Refer to the appropriate Delco Products
synchronous speed.
Maintenance Bulletin.

3. The overspeed trip solenoid lever located at the air PREPARING GENERATOR FOR LOAD

inlet housing must be in the open or reset position.

After the engine has warmed up (or the oil pressure

has stabilized), prepare the generator set for load as

4. Refer to Fig. I and place the circuit breaker ( IO) in
follows:
the OFF position.

1 . Bring the engine up to rated speed. Then place the

5. Place the field switch (7) in the OFF position.
field switch (7), Fig. 1 , in the ON position.

6. Place the synchronizing lamp switch (6) in the OFF 2. Turn the voltage regulator switch (3) ON.

position.

3. Turn the instrument selector switch (9) to the

desired position.
7. Place the voltage regulator switch (3) in the OFF or

MANUAL position.
4. Turn the field rheostat (8) slowly in a counterclock­

wise direction to raise the voltage, while watching the

8. Turn the field rheostat knob (8) clockwise to its
voltmeter, until the rheostat reaches the end of its
lower limits.
travel. The voltage regulator will take control of the

generator voltage as the field rheostat reaches the end

9 . M a k e sure the power generator set has been cleared of its travel.
of all tools or other objects which might interfere with

its operation. 5. If the power generator unit is equipped with a

Page 50
 DETROIT DIESEL Operating Instructions

Cabinet--Control 5 Lamps--Synchronizing 9. Switch--Selector 14. Kilowatt Meter

1

2 Regulator--Voltage 6. Switch--Synchronizing 10. Control--Circuit Breaker 15. Button--Throttle

3. Switch--Voltage Lamp
11. Ammeter 16. Control.-Throttle

Regulator 7. Switch -Field

12 Voltmeter 17. Knob--Vernier Throttle
4. Control--Voltage 8. Control--Manual Field

13 Frequency Meter 18 Switch--Engine Starting

Regulator Rheostat Rheostat

Fig. 1 . Typical Alternating Current Generator Control Cabinets

frequency meter, adjust the engine speed with the regulator rheostat control (4) if the voltages are not

vernier throttle knob (I 7) until the desired frequency the same.

is indicated on the meter.

3. Place the synchronizing lamp switch (6), of the

6. Adjust the voltage regulator rheostat (4) to obtain generator set to be paralleled, in the ON position.
the desired voltage.

4. Turn the vernier throttle knob (1 7 ) until both sets

7. Make sure all power lines are clear of personnel,
are operating at approximately the same frequency,
then place the circuit breaker control (IO) in the ON
indicated by the slow change in the brilliancy of the
position.
synchronizing lamps.

NOTE: Perform Step 7 only if the set is not

5. When the synchronizing lamps glow and then go
being paralleled with an existing power source.
out at a very slow rate, time the dark interval. Then, in
If the set is being paralleled with a power
the middle of this interval turn the circuit breaker
source already on the line, read and follow the
control to the ON position. This places the incoming
instructions under Paralleling before turning
set on the line with no load. The proper share of the
the circuit breaker control to the ON position.
existing load must now be placed on this set.

PARALLELING 6. The division of the kilowatt load berween the

alternating current generators operating in parallel

If the load conditions require an additional set to be depends on the power supplied by the engines to the

placed on the line, the following instructions will apply genera tors as controlled by the engine governors and

to power generator sets of equal capacity, with one set is practically independent of the generator excitation.

in operation on the line. Divide the kilowatt load between the sets by turning

the vernier throttle knob ( 1 7 ) counterclockwise on the

I. Prepare the set to be paralleled as outlined under incoming set and clockwise on the set that has been

Preparation For Starting, Starting, Running and carrying the load (to keep the frequency of the sets

Items I through 6 under Preparing Set For Load. constant) until both kilowatt meters indicate that each

set is carrying its proper percentage of the total K.W.

2. Check the voltmeter ( 1 2 ) , Fig. I; the voltage must be load. Refer to Item 8 if the sets are not equipped with
the same as the line voltage. Adjust the voltage kilowatt meters.

Page 51
 Operating Instructions DETROIT DIESEL

7. The division of the reactive KVA load depends on rheostat controls slowly on each set. It is necessary to

the generator excitation as controlled by the voltage turn the controls the same amount and in the same

regulator. Divide the reactive load between the sets by direction to keep the reactive current equally divided.
.,
turning the voltage regulator rheostat control on the

incoming set (generally counterclockwise to raise the Power generator sets with different capacities can also

voltage) until the ammeters read the same on both sets be paralleled by dividing the load proportionately to

and the sum of the readings is minimum. their capacity.

NOTE: The generator sets are equipped with a

resistor and current transformer connected in STOPPING

series with the voltage coil of the regulator

(cross-current compensation) which equalizes The procedure for stopping a power generator set or

most but not all of the reactive KV A load taking a set out of parallel is as follows:

between the generators.

I. Turn off all of the load on the generator when

8. When the load is unity power factor (lighting and a stopping a single engine unit. Shift the load from the

few small motors only) follow the instructions in generator when taking a set out of parallel operation

Item 6 above until both ammeters read the same. by turning the vernier throttle knob (17), Fig. I, until

the ammeter (I I ) reads approximately zero.

9. When the load is 80 per cent power factor lagging

(motor and a few lights only), turn the vernier throttle 2. Place the circuit breaker control (10) in the OFF

knob (17) on the incoming set until the ammeter on position.

that set reads approximately 40 per cent of the total

current load. 3. Turn the field rheostat (8) to the fully clockwise

position.

10. Rotate the voltage regulator rheostat control (4) on

the incoming set (generally counterclockwise to raise 4. Turn the voltage regulator switch (3) to the OFF

the voltage) until the ammeters read the same on both position.

sets.

5. Place the field switch (7) in the OFF position.

NOTE: If a load was not added during

paralleling, the total of the two ammeter 6. Press the throttle button (15) and turn the throttle

readings should be the same as the reading control ( 177) to STOP to shut down the engine.

before paralleling. Readjust the voltage regula­

tor rheostat (4) on the incoming set, if NOTE: When performing a tune-up on a unit

necessary. that will be operated in parallel with another

set, adjust the speed droop as specified in

1 1 . To reset the load voltage, turn the voltage regulator Engine Tune-Up.

DIRECT CURRENT POWER GENERATOR SET OPERATING INSTRUCTIONS

These instructions cover the fundamental procedures I. Before the first start, check the generator main

for operating a direct current power generator set. The bearing oil reservoir. If necessary add sufficient

operator should read these instructions before lubricating oil, of the same grade that is used in the

attempting to operate the set. engine crankcase, to bring it to the proper level on the

sight gage. Do not overfill.

PREPARATION FOR STARTING 2. Check the interior of the generator for dust or

moisture. Blow out dust with low pressure air (25 psi or

Before attempting to start a new or an overhauled 172 kPa maximum). If there is moisture on the interior

engine or an engine which has been in storage, of the generator, it must be dried before the set is

perform all of the operations listed under Preparation started. Refer to the appropriate Delco Products

for Starting Engine First Time. Before a routine start Maintenance Manual.

see Daily Operations in the Lubrication and Preventive

Maintenance Chart. 3. The overspeed trip solenoid lever located at the air

inlet housing must be in the open or reset position.

In addition to the Engine Operating Instructions, the

following instructions also apply when operating a 4. Refer to Fig. 2 and place the circuit breaker (6) in
direct current power generator set. the OFF position.

Page 52
 DETROIT DIESEL Operating Instructions

5. Place field switch (5) in the OFF position. If the engine fails to start within 30 seconds, release

the starter button and allow the starting motor to cool

6. Place the ground lamp switch (4) in the OFF a few minutes before trying again. If the engine fails

position. to start after four attempts, an inspection should be

made to determine the cause.

7. Turn the manual field rheostat control (2)

counterclockwise to its lowest limit. CAUTION: To prevent serious damage to the

starter, if the engine does not start, do not press

8. Make sure the power generator set has been cleared the starter button again while the starting

of all tools or other objects which might interfere with motor is rotating.

its operation.

RUNNING

STARTING
If the oil pressure is observed to be normal, increase

the throttle setting to cause the engine to run at its

If the generator is operated in a closed space, start the
synchronous speed.
ventilating fan or open the doors and windows, as

weather conditions permit, to supply ample air to the

engine.
PREPARING SET FOR LOAD

The engine may require the use of a cold weather

After the engine is warmed up (or the oil pressure has
starting aid if the ambient temperature is below 4 0 ° F
stabilized), prepare the generator set for load as
( 4 ° C ) Refer to Cold Weather Starting Aids.
follows:

Press the throttle button (9) and turn the throttle

I. Rotate the throttle control (10), Fig. 2, counterclock­
control (10), Fig. 2, counterclockwise to a position
wise to the RUN position.
midway between RUN and STOP. Then press the

starter button (12) firmly.

2. Turn the vernier throttle knob (I 1 ) and adjust the

engine speed approximately 50 rpm above the rated

full-load speed.

NOTE: The speed droop is set at the factory and

adjustment should be unnecessary. However, if

required, reset the speed droop as outlined

under Engine Tune-Up.

3. If the set is equipped with a field switch (5), turn it

to ON.

4. Observe the voltmeter (8) and turn the manual field

rheostat control (2) to the desired voltage.

5. Make sure all power lines are clear of personnel,

then place the circuit breaker control (6) in the ON

position.

NOTE: Perform Step 5 only if the set is not

being paralleled with an existing power source.

If the set is being paralleled with a power

source already on the line, read and follow the

1. Cabinet--Control 7. Ammeter
instructions under Paralleling before turning
2. Control--Manual Field 8. Voltmeter
the circuit breaker control to the ON position.
Rheostat
9. Button--Throttle
3. Lamp--Ground
10. Control--Throttle Check the electrical circuit occasionally with the
4. Switch-Ground Lamp

1 1. Knob--Vernier Throttle ground lamps. While the set is in operation, turn the
5. Switch--Field

6. Control--Circuit Breaker 12. Switch--Engine Starting ground lamp switch ON. If both lamps are dim and of

equal brilliance, the circuit is satisfactory. If one lamp

remains dark and the other is bright, a ground exists

Fig. 2 Typical Control Cabinet in one of the power leads.

Page 53
 Operating Instructions DETROIT DIESEL

PARALLELING 4. Close the switch in the equalizer lines and then

place the circuit breaker control (6) in the ON position.

If the load conditions require an additional set to be

5. Adjust the manual field rheostat control to divide
placed on the line, the following instructions will apply
the line 'load equally.
to power generator sets equipped with equalizer

connections only. Do not attempt to parallel sets

without equalizer connections.

STOPPING

On "flat compound wound" two-wire direct current

The procedures for stopping a power generator set or
generators, it is necessary to connect the equalizer
taking a set out of parallel is as follows:
leads together for stable operation. The equalizer

cables should have a current carrying capacity equal to

1. Turn off all of the load on the generator when
or larger than the cables necessary to carry the
stopping a single engine generator set. Shift the load
required load. On generators equipped with a three­
from the generator when taking a set out of parallel
wire system, a two-pole knife switch must be placed in
operation by turning the ma n ual field rheostat control
the equalizer lines.
(2), Fig. 2, until the ammeter (7) reads approximately

zero.

Do not use parallel operation if one set is capable of

carrying the required load, as both engine and 2. Place the circuit breaker control (6) in the OFF

generator operate more efficiently when operating position.

alone at full load.

3. Open the switch in the equalizer lines.

1. Prepare the set to be paralleled as outlined under

4. Turn the manual field rheostat control counterclock­
Preparation For Starting, Starting, Running and
wise to the lowest position.
Items I through 4 under Preparing Set for Load.

5. Press the throttle button (9) and turn the throttle

2. Adjust the speed to no-load operating speed with the
control (IO) to STOP to shut down the engine.
vernier throttle knob (Fig. 2).

NOTE: When performing a tune-up on a set

3. Adjust the manual field rheostat control (2) of the that will be operated in parallel with another

incoming set until the voltage is the same as the set, adjust the speed droop as specified in
existing line voltage. Engine Tune-Up.

Page 54
DETROIT DIESEL

LUBRICATION AND PREVENTIVE MAINTENANCE

To obtain the best performance and long life from a Detroit Diesel

engine, the Operator must adhere to the following schedule and

instructions on lubrication and preventive maintenance.

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 Starting Engine First

Time under Operating Instructions.

The time intervals given in the chart on the following page are actual

operating hours or miles of an engine. 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, therefore, will drain

readily.

All authorized Detroit Diesel Allison Service Outlets are prepared to

service units with the viscosity and grade of lubricants recommended

on the following pages.

Page 55

'
r Preventive Maintenance DETROIT DIESEL

Time Interval
LUBRICATION AND PREVENTIVE

MAINTENANCE CHART Hours 200 300 500 1,000 2,000

8 50 100

Item Operation Miles Daily 240 1,500 3,000 6,000 9,000 15,000 30,000 60,000

I. Engine Oil X

2 Oil Filter

3. Coolant and Filter X X X

4. Hoses X

5 Radiator X

6. Heat Exchanger Electrodes and Core X X

7. Raw Water Pump X

8. Fuel Tank X X

9.Fuel Strainer and Filter X

10. Air Cleaners X X

I I. Air Box Drains X

1 2 . Ventilating System X

13. Blower Screen X

14. Starting Motor

15. Battery-Charging Alternator X X X X

16. Battery X

17. Tachometer Drive X

1 8 . Throttle and Clutch Controls X

19. Engine Tune-Up

20. Drive Belts X

21. Overspeed Governor X

22. Fon Hub Bearings'

23. Shut-Down System X

24. Hydrostarter System"

25. Air Compressor Air S t rai n er X

26. Turbocharger'

27. Power Generator X X

28. Power Toke-Off X X X

29. Torqmatic Converter X X X X

30 Torqmotic Morine Gear X X

31. Paragon Morine Gear X X

32. Reduction Gear (Single Engine) X X X X

33. Reduction Gear (Multiple-Industrial) X X

34. Reduction Geor ( M u lt i p l e - M a r i n e ) X X

35. Transmission ( Roi leer) X X

36. Oil Filter (Railcar)

See items on following pages

Page 56
 DETROIT DIESEL Preventive Maintenance

Item 1

Check the oil level daily before starting the engine.

Add oil, if necessary, to bring it to the proper level on

the dipstick.

Select the proper grade of oil in accordance with the

instructions given in the Lubricating Oil Specifications.

It is recommended that new engines be started with

100 hour oil change periods. The drain interval may

then be gradually increased, or decreased, following

the recommendations of an independent oil analysis

laboratory or the oil supplier (based upon the oil

sample analysis) until the most practical oil change

period has been established.

Item 2

Change the engine oil filter elements and gaskets each

time the engine oil is changed. Any deviation, such as

changing filters every other oil change, should be

based on a laboratory analysis of the drained oil and

used filter elements to determine if such practice is

practical for proper protection of the engine.

Make a visual check of all lubricating oil lines for

wear and chafing. If any indication of wear is evident,

Items 3 and 4

replace the oil lines and correct the cause.

If the engine is equipped with a governor oil filter,

change the element every 1,000 hours.

Item 3

Check the coolant level daily and maintain it near the

top of the heat exchanger tank or radiator upper tank.

Clean the cooling system every 1,000 hours or 30,000

miles using a good radiator cleaning compound in

accordance with the instructions on the container.

After the cleaning operation, rinse the cooling system

thoroughly with fresh water. Then fill the system with

soft water, adding a good grade of rust inhibitor or a

high boiling point type antifreeze (refer to Engine

Coolant). With the use of a proper antifreeze or rust

inhibitor, this interval may be lengthened until,

normally, this cleaning is done only in the spring or

fall. The length of this interval will, however, depend

upon an inspection for rust or other deposits on the

internal walls of the cooling system. When a thorough

cleaning of the cooling system is required, it should be

reverse-flushed.

Items 1 and 2

If the cooling system "is protected by a coolant filter

Page 57
 Preventive Maintenance DETROIT DIESEL

• •
.

' @

Item 7

hours or 30,000 miles and, if necessary, clean it with a

quality grease solvent such as Oleum 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.

Item 5

and conditioner, the filter element should be changed

ltem 6

every 500 hours or 15,000 miles.

Every 500 hours, drain the water from the heat

exchanger raw water inlet and outlet tubes. Then

Item 4 remove the zinc electrodes from the inlet side of the

raw water pump and the heat exchanger. Clean the

Inspect all of the cooling system hoses at least once

electrodes with a wire brush or, if worn excessively,

every 500 hours or 15,000 miles for signs of replace with new electrodes. To determine the

deterioration. Replace the hoses if necessary. condition of a used electrode, strike it sharply against

a hard surface; a weakened electrode will break.

Drain the cooling system, disconnect the raw water

Item 5

pipes at the outlet side of the heat exchanger and

remove the retaining cover every 1,000 hours and

Inspect the exterior of the radiator core every 1,000

inspect the heat exchanger core. If a considerable

amount of scale or deposits are present, contact a

Detroit Diesel A 1/ison Service Outlet.

Item 7

Check the prime on the raw water pump; the engine

should not be operated with a dry pump. Prime the

pump, if necessary, by removing the pipe plug

provided in the pump inlet elbow and adding water.

Reinstall the plug.

0
Item 8

Keep the fuel tank fi ll e d to reduce condensation to a

minimum. Select the proper grade of fuel in

Item 6 accordance with the Diesel Fuel Oil Specifications.

Page 58
 DETROIT DIESEL Preventive Maintenance

Item 11

Item 9

elements whenever the inlet restriction (suction) at the

fuel pump reaches 12 inches of mercury at normal

Open the drain at the bottom of the fuel tank every
operating speeds and whenever the fuel pressure at the
500 hours or 15,000 miles to drain off any water or
inlet manifold falls to 45 psi (3 IO kPa).
sediment.

Item 9
Item 10

Install new elements every 300 hours or 9,000 miles or Remove the dirty oil and sludge from the oil bath type
when plugging is indicated. air cleaner cups and center tubes every 8 hours, or less

if operating conditions warrant. Wash the cups and

A method of determining when elements are plugged
elements in clean fuel oil and refill the cups to the
to the extent that they should be changed is based on
level mark with the same grade and viscosity heavy­
the fuel pressure at the cylinder head fuel inlet
duty oil as used in the engine. The frequency of
manifold and the inlet restriction at the fuel pump. In
servicing may be varied to suit local dust conditions.
a clean system, the maximum pump inlet restriction

must not exceed 6 inches of mercury. At normal

It is recommended that the body and fixed element in
operating speeds (1600-2100 rpm), the fuel pressure is

45 to 70 psi (3 IO to 483 kPa). Change the fuel filter

Item 12
Item 10

Page 59
 Preventive Maintenance DETROIT DIESEL

Item 13

Item 15

the heavy-duty oil bath type air cleaner be serviced

every 500 hours, 15,000 miles or as conditions warrant. cleaned periodically even though a clogged condition

is not apparent. If the engine is equipped with an air

Clean or replace the element in the dry type box drain tank, drain the sediment periodically.
Donaldson "Cyclopac" air cleaner when the restriction

indicator instrument indicates high restriction or when

a water manometer reading at the air inlet housing

Item 12
indicates the maximum allowable air inlet restriction.

Refer to the instructions in the Air System section for

the servicing of the dry type air cleaner. Remove the externally mounted crankcase breather

assembly every 1,000 hours or 30,000 miles and wash

the steel mesh pad in clean fuel oil. This cleaning

period may be reduced or lengthened according to

Item 1 1

severity of service.

With the engine running, check for flow of air from

the air box drain tubes every 1,000 hours or 30,000 Clean the breather cap, mounted on the valve rocker

miles. If the tubes are clogged, remove, clean and cover, in clean fuel oil every time the engine oil is

reinstall the tubes. The air box drain tubes should be changed.

ha

4d
w

..,,
sf
1579

Item 14 ltem 17

Page 60
 DETROIT DIESEL Preventive Maintenance

Some generators have a built-in supply of grease,

while others use sealed bearings. In these latter two

cases, additional lubrication is not necessary.

On D.C. generators, inspect the commutator and

brushes every 500 hours or 15,000 miles. Clean the

commutator every 2,000 hours or 60,000 miles, if

necessary, with No. 00 sandpaper or a brush seating

stone. After cleaning, reseat the brushes and blow out

the dust.

On A.C. generators (alternators), the slip rings and

brushes can be inspected through the end frame

assembly. If the slip rings are dirty, they should be

cleaned with 400 grain or finer polishing cloth. Never

use emery cloth to clean the slip rings. Hold the

polishing cloth against the slip rings with the

alte rn ator in operation and blow away all dust after

Item 18 the cleaning operation. If the slip rings are rough or

out of round, replace them.

Item 13

Inspect the terminals for corrosion and loose

Inspect the blower screen and gasket assembly every
connections and the wiring for frayed insulation.
1 , 000 hours or 30,000 miles and, if necessary, clean the

screen in fuel oil and dry it with compressed air.

Install the screen and gasket assembly with the screen

side of the assembly toward the blower. Inspect for ltem 16

evidence of blower seal leakage.

Check the specific gravity of the electrolyte in each cell

of the battery every l00 hours or 3,000 miles. In warm

Item 14
weather , however, it should be checked more

frequently due to a more rapid loss of water from the

The electrical starting motor is lubricated at the time

electrolyte. The electrolyte level should be maintained
of original assembly. Oil can be added to the oil wicks,
in accordance with the battery m anufacturer ' s

which project through each bushing and contact the

recommendations.
armature shaft, by removing the pipe plugs on the

outside of the motor. The wicks should be lubricated

whenever the starting motor is taken off the engine or

disassembled.

The Sprag overrunning clutch drive mechanism should

be lubricated with a few drops of light engine oil

whenever the starting motor is overhauled.

Item 15

Lubricate the battery-charging alternator bearings or

bushings with 5 or 6 drops of engine oil at the hinge

cap oiler every 200 hours or 6,000 miles.

On early generators equipped with grease cups, turn

the cups down one full turn every 100 hours or 3,000

miles of operation. Keep the grease cups filled with

Delco-Remy Cam and Ball Bearing Lubricant, or

equivalent. Avoid excessive lubrication since this may Item 20

cause lubricant to be forced onto the commutator.

Page 61
 Preventive Maintenance DETROIT DIESEL

Item 17

Lubricate the tachometer drive every 100 hours or

3,000 miles with an all purpose grease at the grease

fitting. At temperatures above +30° F (-1° C), use a

No. 2 grade grease. Use a No. I grade grease below

this temperature.

Item 18

Lubricate the throttle control mechanism every 200

hours or 6,000 miles with an all purpose grease. At

temperatures above +30°F (-1° C), use a No. 2

grade grease. Use a No. I grade grease below this

temperature. Lubricate the clutch control levers and all

Item 21

other control mechanisms, as required, with engine oil.

ltem 19

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. Minor

adjustments in the valve and injector operating

mechanisms, governor, etc. should only be required

periodically to compensate for normal wear on parts.

Item 20

New standard V-belts will stretch after the first few

hours of operation. Run the engine for I 5 seconds to

seat the belts, then readjust the tension. Check the

belts and tighten the fan drive, pump drive, battery­

charging alternator and other accessory drive belts

Item 22
after I /2 hour or 15 miles and again after 8 hours or

240 miles of operation. Thereafter, check the tension

of the drive belts every 200 hours or 6,000 miles and

adjust, if necessary. Too tight a belt is destructive to

the bearings of the driven part; a loose belt will slip.

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

FAN DRIVE GENERATOR DRIVE

MODEL 2 or 3 Single Two 3 /8 " o r One 1/2" One Wide

belts belt /2" b e l t s belt bel+

2,3,4-71 50-60 80-100 40-50 50-70 40-50

6-71 60-80 80-100 40-50 50-70 40-50

For 3 point or triangular drives use a tension of

All
9 0 - 1 2 0.

Item 23 Belt tension is 60 • 10 lbs. for a single premium high capacity

bolt (785wide) used to drive a 12 cfm air compressor

BELT TENSION _CHART (lbs/belt)

Page 62
DETROIT DIESEL Preventive Maintenance

because of belt length variation. All belts in a matched

belt set are within . 0 3 2 " of their specified center

distances.

Adjust the belt tension so that a firm push with the

thumb, at a point midway between the two pulleys,

will depress the belt I /2 " to 3/ 4 " . If belt tension gage

BT-33-73FA or equivalent is available, adjust the belt

tension as outlined in the chart.

NOTE: When installing or adjusting an acces­

sory drive belt, be sure the bolt at the accessory

adjusting pivot point is properly tightened, as

well as the bolt in the adjusting slot.

Tighten the 7 /1 6 " - 1 4 (300M) pivot bolt to 72-77 lb-ft

(98-104 Nm) torque. Tighten the 7/16"-14 (280M)

pivot bolt to 46-50 lb-ft (62-68 Nm) torque.

Item 25

Every 75,000 miles or 2500 hours, clean, inspect and

Item 21
repack the fan bearing hub assembly with the above

recommended grease.
Lubricate the overspeed governor, if it is equipped

with a hinge-type cap oiler or oil cup, with 5 or 6

At a major engine overhaul, remove and discard the
drops of engine oil every 500 hours. Avoid excessive
bearings in the fan hub assembly. Pack the hub
lubrication and do not lubricate the governor while the
assembly, using new bearings, with Texaco
engine is running.
Premium RB grease or an equivalent Lithium base

multi-purpose grease.

ltem 22

Item 23
If the fan bearing huh assembly is provided with a

grease fitting, use a hand grease gun and lubricate the

Check the shutdown system every 300 operating hours
bearings with one shot of Texaco Premium RB grease,
or each month to be sure it will function when needed.
or an equivalent Lithium base multi-purpose grease,

every 20,000 miles (approximately 700 hours).

Item 24

On engines equipped with a hydrostarter, refer to

Lubrication and Preventive Maintenance of the

hydrostarter in the Engine Equipment section.

I e
.I

2 ll
p

s
t
1575

Item 26
Item 24

Page 63
 DETROIT DIESEL
Preventive Maintenance

unusual noise and no oil leaks, only a periodic

inspection is necessary.

Item 27

The power generator requires lubrication at only one­

point -- the ball bearing in the end fr a m e .

If the bearing is oil lubricated, check the oil level in

the sight gage every 300 hours; change the oil every

six months. Use the same grade and viscosity heavy­

duty oil as specified for the engine. Maintain the oil

level to the line on the sight gage. Do not overfill. After

adding oil, recheck the oil level after running the

generator for several minutes.

Item 27 If the bearing is grease lubricated, a new generator

has sufficient grease for three years of normal service.

Thereafter, it should be lubricated at one year

ltem 25
intervals. To lubricate the bearing, remove the filler

and relief plugs on the side and the bottom of the

To clean either the hair or polyurethane type air

bearing reservoir. Add grease until new grease appears

compressor air strainer element, saturate and squeeze

at the relief plug opening. Run the generator a few

it in fuel oil, or any other cleaning agent that would

minutes to vent the excess grease; then reinstall the

not be detrimental to the element, until dirt free. Then

plugs.

dip it in lubricating oil and squee z e it dr y be fo re

placin g it back in the air straine r.

The following greases, or their equivalents, are

recommended:

For replacement of the air strainer element, contact

the nearest Bendix Westinghouse dealer; replace with . . . . . K e y s t o n e Lubrication Co.

Keystone 44H

. .. . . . Socony Vacuum Oil Co.

the polyurethane element, if available. BRB Lifetime

NY and NJ F926 or F927 NY and NJ Lubricant Co.

After 100 hours on new b ru shes , or b rushes in

Item 26
generators t h at ha v e not been in use over a long

There is no s c heduled inte rv al for per fo mi

r n g an

ins p ection on the A iresearch turbocharge r. As lon g a s

t h e t u rbocharger is operating satis fa ctori l y and there

s
i no appreciable lo ss of power , no vibration or

Item 29
Item 28

Page 64
 DETROIT DIESEL Preventive Maintenance

through the grease fitting in the clutch housing every

50 hours under normal operating conditions (not

continuous) and more often under severe operating

conditions or continuous operation.

(i) Lubricate the clutch

at the rear of the

release shaft through

housing every 500

the

hours
fittings

of
operation.

Lubricate the clutch levers and links sparingly with

engine oil every 500 hours of operation. Remove the

inspection hole cover on the clutch housing and

lubricate the clutch release levers and pins with a hand

oiler. To avoid getting oil on the clutch facing, do not

over lubricate the clutch release levers and pins.

Check the clutch facing for wear every 500 hours.

Adjust the clutch if necessary.

Item 30

Item 29

period, remove the end frame covers and inspect the

brushes, commutator and collector rings. If there is no Check the oil level in the Torqmatic converter and
appreciable wear on the brushes, the inspection supply tank daily. The oil level must be checked while
interval may be extended until the most practicable the converter is operating, the engine idling and the
period has been established (not to exceed six months). oil is up to operating temperature (approximately
To prevent damage to the commutator or the collector 2 0 0 ° F or 93 ° C). If the converter is equipped with an
rings, do not permit the brushes to become shorter input disconnect clutch, the clutch must be engaged.
than 3 / 4 inch.

Check the oil level after running the unit a few

Keep the generator clean inside and out. Before minutes. The oil level should be maintained at the
removing the end frame covers, wipe off the loose dirt. proper level on the dipstick. If required, add hydraulic
The loose dirt and dust may be blown out with low transmission fluid type "C-2" (see chart). Do not
pressure air (25 psi or 172 kPa maximum). Remove all overfill the converter as too much oil will cause
greasy dirt with a cloth. foaming and high oil temperature.

The oil should be changed every 500 hours for Series

Item 28 300 converters and every 1,000 hours for Series 400

through 900 converters. Also, the oil should be

Lubricate all of the power take-off bearings with an all changed whenever it shows traces of dirt or effects of
purpose grease such as Shell Alvania No. 2, or high operating temperature as evidenced by discolora­
equivalent. Lubricate sparingly to avoid getting grease tion or strong odor. If the oil shows meta l
on the clutch facings. "
contamination, contact an authorized Detroit Diesel

Allison Service Outlet as this usually requires

Open the cover on the side of the clutch housing
disassembly. Under severe operating conditions, the
( 8 " and 10 " diameter clutch) and lubricate the clutch
oil should be changed more often.
release sleeve collar through the grease fitting every 8

hours. On the 11 - 1 /2 " diameter clutch, lubricate the

Prevailing
collar through the fitting on the side of the clutch Recommended Oil
Ambient
housing every 8 hours. Specification
Temperature

Lubricate the clutch drive shaft pilot bearing through Above 10F, (12C) Hydraulic Transmission Fluid, Type C-2.

the fitting in the outer end of the drive shaft ( 8 " and

1 0 " diameter clutch power take-offs) every 50 hours of Below . 10F. (12C) Hydraulic Transmission Fluid, Type C2.

operation. One or two strokes with a grease gun should Auxiliary preheat required to raise tem­

be sufficient. The clutch drive shaft pilot bearing used perature in the sump to a temperature

with the I1-1/2" diameter clutch power take-off is above - 1 0 F . (12C)

prelubricated and does not require lubrication.

Lubricate the clutch drive shaft roller bearings OIL RECOMMENDATIONS

Page 65
 Preventive Maintenance DETROIT DIESEL

hydraulic system filters should be replaced or cleaned

with every oil change.

Item 30

Check the oil level daily in the Torqmatic marine gear,

with the controls in neutral and the engine running at

idle speed. Add oil as required to bring it to the

proper level on the dipstick. Use the same grade and

viscosity heavy-duty oil as used in the engine. Drain

the oil every 200 hours and flush the gear with light

engine oil.

NOTE: Series 3 oil should not be used in the

marine gear.

Item 31

When refilling after an oil drain, bring the oil up to

The converter oil breather, located on the oil level the proper level on the dipstick (approximately 6

indicator (dipstick), should be cleaned each time the quarts (6 litres) in the M type and 8 quarts (8 litres) in

converter oil is changed. This can be accomplished by the MH type gear). Start and run the engine at light

allowing the breather to soak in a solvent, then drying load for three to five minutes. Then put the controls in

it with compressed air. neutral and run the engine at idle speed and check the

oil level again. Bring the oil level up to the proper

The full-flow oil filter element should be removed, the level on the dipstick.

shell cleaned and a new element and gasket installed

Every time the marine gear oil is changed, remove the
each time the converter oil is changed.
oil strainer element, rinse it thoroughly in fuel oil, dry

it with compressed air and reinstall it. Also replace the

Lubricate the input clutch release bearing and ball
full-flow oil filter element every time the marine gear
bearing and the front disconnect clutch drive shaft
oil is changed.
bearing every 50 hours with an all purpose grease.

Grease fittings are provided on the clutch housing.

This time interval may vary depending upon the

Item 31
operating conditions. Over lubrication will cause

grease to be thrown on the clutch facing, causing the

Check the Paragon marine gear oil level daily. To
clutch to slip.
properly check the oil, operate the engine for two

minutes at idle speed. Then stop the engine and add

The strainer (in the Torqmatic transmission) and the
oil as required to bring it to the proper level on the

dipstick.

Change the oil every 200 hours. The oil may be

drained by removing the drain plug in the bottom of

the reverse gear housing and in the bottom of the

reduction gear housing or with a hand operated sump

pump.

Refill the marine gear to the proper level with the

same grade and viscosity heavy-duty oil as used in the

engine crankcase, operate the engine with a light load

for 3 minutes, stop the engine and check the oil. Add

oil as required to bring it to the proper level.

Item 32

ROCKFORD REDUCTION GEAR:

Check the oil level in the reduction gear every 8 hours

Item 32 and add oil as required ·to bring the oil to the proper

Page 66
 DETROIT DIESEL Preventive Maintenance

57& . • I

- •
• .
- � • . ·:· !lite:

f - r ' Lt

• ., J ,,_,, '• -
s' i

� : . -s
· -=
,
\ • ·
·

-·

Item 33
Items 35 and 36

release levers and link pins sparingly every 500 hours.

level on the dipstick. Drain the oil every 1,000 hours,
Lubricate the clutch release shaft through the grease
flush the housing with light engine oil and refill to the
fittings on the front of the housing every 500 hours.
proper level with the same grade and viscosity heavy­

duty oil as used in the engine. This oil change period

should be reduced under severe operating conditions. Item 33

Check the oil level daily in the power transfer or

Lubricate the clutch release bearing through the
reduction gear of multiple engine industrial units. Add
grease fitting on the side of the housing every 8 hours
oil as required to bring it up to the proper level on the
of operation. The clutch release bearing in the
dipstick.
1 8 " diameter clutch is pre-lubricated and is not

provided with a grease fitting, since no further

Drain the oil every 1,000 hours, flush with a light
lubrication is required. Lubricate the front reduction
engine oil and refill to the proper level on the dipstick
clutch pilot ball bearing through the fitting in the
with the same grade and viscosity heavy-duty oil as
outer end of the drive shaft every 50 hours. One or
used in the engine.
two strokes with a grease gun should be sufficient.

Remove the inspection hole cover and oil the clutch Item 34

Check the oil level daily with the gear in operation.

Add oil as required to bring it to the proper level on

the dipstick. Use the same grade and viscosity heavy­

duty oil as used in the engine.

NOTE: Series 3 oil should not be used in the

reduction gear.

Drain the oil every 200 hours of operation and flush

the gear housing with a light engine oil.

Every time the oil is changed, remove the element

from each oil strainer, rinse it thoroughly in clean fuel

oil, dry it with compressed air and reinstall it. Also

install new full-flow oil filter elements and gaskets

each time the oil is changed.

Refill the reduction gear with oil and bring it to the

proper level on the dipstick. Then start and run the

Item 34 engines at light load for three to five minutes to fill the

Page 67
Preventive Maintenance
DETROIT DIESEL

system with oil. With the engines running and the gear the drain plug in the sump pan directly under the oil

operating, check the reduction gear oil level. Add oil, filler pipe. Use hydraulic transmission fluid, Type "C­

if necessary, to bring it to the proper level on the 2 ". Run the unit a few minutes to fill the lubrication

dipstick. Do not overfill. system. Then check the oil level immediately after

stopping the engines to avoid a false reading due to

the oil drain back from the converter. Add oil to bring

ltem 35 it to the proper level on the dipstick.

Check the transmission oil level daily with the engine

Item 36
stopped and, if necessary, add oil to bring it to the

proper level on the dipstick.

Install new oil filter elements and gaskets every time

Change the transmission oil every 30,000 car miles the transmission oil is changed. Check for oil leaks

(1,000 hours) of operation. Drain the oil by removing after starting the engine.

Page 68
DETROIT DIESEL Fuel, Oil and Coolant Specifications

FUEL OIL SPECIFICATIONS

GENERAL CONSIDERATIONS SPECIFICATIONS

The quality of fuel oil used for high-speed diesel engine Detroit Diesel Allison designs, develops, and man­

operation is a very important factor in obtaining ufactures commercial diesel engines to operate on die­
sel fuels classified by the ASTM as Designation
satisfactory engine performance, long engine life, and
D-975 (grades 1-D and 2-D). These grades are very sim­
acceptable exhaust.
ilar to grades DF-1 and DF-2 of Federal Specification
VV-F-80O. Residual fuels and furnace oils, generally,
Fuel selected should be completely distilled material.
are not considered satisfactory for Detroit Diesel
Fuels marketed to meet Federal Specification VV-F-800
engines. In some regions, however, fuel suppliers may
(grades DF-1 and DF-2) and ASTM Designation
distribute one fuel that is marketed as either diesel fuel
D-975 (grades 1-D and 2-D) meet the completely dis­ (ASTM D-975) or domestic heating fuel (ASTM

tilled criteria. Some of the general properties of D-396) sometimes identified as furnace oil. In this case,
VV-F-800 and ASTM D-975 fuels are shown below. the fuel should be investigated to determine whether
the properties conform with those shown in the "FUEL

FEDERAL SPECIFICATION & ASTM OIL SELECTION CHART" presented in this

DIESEL FUEL PROPERTIES specification.

VV.F.
The "FUEL OIL SELECTION CHART" also will serve
Specification or VV.F. ASTM ASTM
Classification Grade 800 D.975 800 D.975 as a guide in the selection of the proper fuel for various
DF-1 1.D DF.2 2.D applications. The fuels used must be clean, completely

Flash Pt., F min. 104 100 122 125 distilled, stable, and non-corrosive. DISTILLATION
(40C (38C) (50€ (52C) RANGE, CETANE NUMBER, and SULFUR CON­

Carbon Residue (10% 0.15 0.15 0.20 0.35 TENT are three of the most important properties of
residuum), % max.
diesel fuels that must be controlled to insure optimum

Water & Sediment, % by 0.01 trace 0.01 0.05 combustion and minimum wear. Engine speed, load,
vol., max. and ambient temperature influence the selection of

Ash, % by wt., max. 0.005 0.01 0.005 0.01 fuels with respect to distillation range and cetane

Distillation Temperature,
number. The sulfur content of the fuel must be as low

90% by vol. recovery, min. - - - 540F as possible to avoid excessive deposit formation, pre­
(282·C)
mature wear, and to minimize the sulfur dioxide ex­
max. 572"F 550F 626"F 640F
hausted into the atmosphere.
(300·C (288C) (330C) (338C)

End Point, max. 626F - 671F - To assure that the fuel you use meets the required
0330·C (355C)
properties, enlist the aid of a reputable fuel oil supplier.
Viscosity I00F (38C) The responsibility for clean fuel lies with the fuel
Kinematic, cs, min. 1.4 1.4 2.0 2.0
supplier as well as the operator.
Saybolt, SUS, min. - - - 32.6

Kinematic, cs, max. 3.0 2.5 4.3 4.3

During cold weather engine operation, the cloud point
Saybolt, SUS, max. - 34.4 - 40.1
(the temperature at which wax crystals begin to form
Sulfur, % by wt., max. 0.50 0.50 0.50 0.50
in diesel fuel) should be 1 0 F (6C) below the lowest
Cetane No. 45 40 45 40
expected fuel temperature to prevent clogging of the

fuel filters by wax crystals.

Residual fuels and domestic furnace oils are not con­

sidered satisfactory for Detroit Diesel engines; how­ At temperatures below 20F (-29C), consult

ever, some may be acceptable. (See "DETROIT an authorized Detroit Diesel Allison service outlet,

-DIESEL FUEL OIL SPECIFICATIONS"). since particular attention must be given to the cooling
system, lubricating system, fuel system, electrical sys­

NOTE: Detroit Diesel Allison does not rec­ tem, and cold weather starting aids for efficient en­

gine starting and operation.

ommend the use of drained lubricating oil as a

diesel fuel oil, FUEL OIL SELECTION CHART

Final
All diesel fuel oil contains a certain amount of sulfur. Typical General Fuel Boiling Cetane Sulfur

Too high a sulfur content results in excessive cylinder Application Classification Point No. Content

wear due to acid build-up in the lubricating oil. For (Max (Min) (Max)

most satisfactory engine life, fuels containing less City Buses No. 1-D 550°F 45 0.30%

(288C
than 0.5% sulfur should be used.
All Other Winter No. 2D 675F 45 0.50%

Fuel oil should be clean and free of contamination. Applications Summer No. 2-D 675F 40 0.50%

(357'CI
Storage tanks should be inspected regularly for dirt,

water or water-emulsion sludge, and cleaned if con­

NOTE: When prolonged idling _periods or cold
taminated. Storage instability of the fuel can lead to
weather conditions below 32F (0C) are en­
the formation of varnish or sludge in the tank. The countered, the use of lighter distillate fuels may be
presence of these contaminants from storage instability more practical. The same consideration must be

must be resolved with the fuel supplier. made when operating at altitudes above 5,000 ft.

Page 69
 Fuel, Oil and Coolant Specifications DETROIT DIESEL

LUBRICATING OIL SPECIFICATIONS

GENERAL CONSIDERATIONS Detroit Diesel Allison lubricant recommendations are

based on general experience with current lubricants of

All diesel engines require heavy-duty lubricating oils.
various types and give consideration to the commer­
Basic requirements of such oils are lubricating quality,
cial lubricants presently available.
high heat resistance, control of contaminants.

RECOMMENDATION

LUBRICATING QUALITY. The reduction of friction Detroit Diesel engines have given optimum perform­

and wear by maintaining an oil film between moving ance and experienced the longest service life with the

parts is the primary requisite of a lubricant. Film following oil performance levels having the ash and

thickness and its ability to prevent metal-to-metal zinc limits shown:

contact of moving parts is related to oil viscosity. The Former Military and New API

optimums for Detroit Diesel engines arc SAE 30 or 40 Commercial Lube Letter Code

Identification Servlee Classifiestlon SAE Grade

weight.
MIL-L-2104B/1964 MS cc/sC 30 or 40

Supplement I CB 30 or 40

HIGH HEAT RESISTANCE. Temperature is the most

t SAE 40 grade oil has performed satisfactorily and
important factor in determining the rate at which
is recommended in Detroit Diesel engines. Ob­
deterioration or oxidation of the lubricating oil will viously, the expected ambient temperatures and
occur. The oil should have adequate thermal stability engine cranking capability must be considered by

at elevated temperatures, thereby precluding forma­ the engine owner/operator when selecting the

tion of harmful carbonaceous and/or ash deposits. proper grade of oil. Only when the ambient tem­

peratures and engine cranking capabilities result in

difficult starting should SAE 30 grade oil be used.

CONTROL OF CONTAMINANTS. The piston and
ASH LIMIT
compression rings must ride on a film of oil to minimize
The sulfated ash limit (ASTM D-874) of the above
wear and prevent cylinder seizure. At normal rates of
lubricants shall not exceed 1.000% by weight, except
consumption, oil reaches a temperature zone at the
lubricants that contain only barium detergent-disper­
upper part of the piston where rapid oxidation and sant salts where 1.500% by weight is allowed. The ma­

carbonization can occur. In addition, as oil circulates jority of lubricants marketed under the performance

through the engine, it is continuously contaminated by levels shown above have a sulfated ash content be­

soot, acids, and water originating from combustion. tween 0.55 to 0.85% by weight.

Until they are exhausted, detergent and dispersant

ZINC CONTENT
additives aid in keeping sludge and varnish from The zinc content, as zinc diorganodithiophosphate,
depositing on engine parts. But such additives in shall be a minimum of 0.07% by weight.

excessive quantities can result in detrimental ash

RECOMMENDATIONS REGARDING THE USE OF
deposits. If abnormal amounts of insoluble deposits
CURRENT OIL PERFORMANCE LEVEL PRODUCTS
form, particularly on the piston in the compression
MEETING PRESENT MILITARY LUBRICANT
ring area, early engine failure may result.
SPECIFICATIONS

The petroleum industry is currently marketing engine

Oil that is carried up the cylinder liner wall is normally crankcase oils that may be identified as follows:

consumed during engine operation. The oil and addi­

tives leave carbonaceous and/or ash deposits when Mtry or API Letter Comment on
Commercial Code Service !pp!auto
subjected to the elevated temperatures of the com·
Identifietf on Clauss lfi cation nd 'erformance

bustion chamber. The amount of deposits is influenced

MIL-L-2104C CD/sC Supersedes MIL-L45199B
by the oil composition, additive content, engine tem­ (Series J) intended for
diesel service.
perature, and oil consumption rate.
MIL-L46152 CC/SE Supersedes MIL-L-2104B8
intended for gasoline

SPECIFICATIONS engine passenger cars.

Universal Numerous Meets the performance

OIL QUALITY criteria of all industry­

accepted tests and all

curent military specifications

OIL QUALITY is the responsibility of the oil supplier.
inc!dig M I L L -2 1 04 C and
(The term oil supplier is applicable to refiners, blend­ MILL46152.

ers, and rebranders of petroleum products, and does

not include distributors of such products.) Detroit Diesel Allision does not have sufficient exper­

ience with any of the above described lubricants to re­

There are hundreds of commercial crankcase oils mar· commend their use. Some oil suppliers have reported

keted today. Obviously, engine manufacturers or users satisfactory performance of the above identified prod­

cannot completely evaluate the numerous commercial ucts marketed by them. If an owner/operator intends

oils. The selection of a suitable lubricant in consultation to use any of the above described products, it is rec­

with a reliable oil supplier, observance of his oil drain ommended he obtain evidence from the oil supplier

recommendations (based on used oil sample analysis that the lubricant has performed satisfactorily in

and experience) and proper filter maintenance, will Detroit Diesel engines. The above products may be

provide the best assurance of satisfactory oil satisfactory for use in Detroit Diesel engines under

performance. the following conditions:

Page 70
DETROIT DIESEL Fuel , Oil and Coolant Specifications

1. The sulfated ash (ASTM D-874) limit of the above OIL CHANGES

lubricants shall not exceed 1.000% by weight, ex­

The oil change period is dependent on the operating
cept lubricants that contain only barium detergent­
conditions (e.g. load factor, etc.) of an engine that will
dispersant salts where 1.500% by weight is allowed.
vary with the numerous service applications. It is rec·

ommended that new engines be started with 150 hour

2. The zinc content, as zinc diorganodithiophosphate,
oil change periods. For highway vehicles this corre­
shall be a minimum of 0.07% by weight.
sponds to approximately 4,500 miles, and for "city"

service vehicles, approximately 2,500 miles. The drain

3. Sufficient evidence of satisfactory performance in interval may then be gradually increased or decreased
Detroit Diesel engires has been provided to Detroit with experience on a specific lubricant while also con­
Diesel Allison and/or the customer. sidering the recommendations of the oil supplier

(analysis of the drained oil can be helpful here) until

the most practical oil drain period for the particular

LUBRICANTS NOT RECOMMENDED
service has been established.

The following lubricants are NOT recommended be­

Solvents should not be used as flushing oils in running
cause of a history of poor performance in Detroit
engines. Dilution of the fresh refill oil supply can occur,
Diesel engines:
which may be detrimental.

Military or API Letter Comment Full flow oil filtration systems have been used in
Commercial Code Service on
Detroit Diesel engines since they have been manufac­
Identification Classification Performance
tured. For the best results, the oil filter element should
MIL-L-2104B/1968 MS CC/SD Excessive ash
deposits formed
be replaced each time the oil is changed.

MIL-L-45 1998 CD Excessive ash

(Series 3) deposits formed NEW ENGINE OIL CLASSIFICATION SYSTEM

Multigrade oils Numerous History of poor

A relatively new engine oil classification system has
performance in
most heavy-duty
been introduced to industry that describes the criteria

diesel engines required to meet each performance level. A simpli­

fied cross-reference of oil and current commercial and

military specifications is shown below.

CROSS-REFERENCE OF LUBE OIL CLASSIFICATION SYSTEMS

COLD WEATHER OPERATION

API
Cold weather starting will be facilitated when immer­
Code
sion type electrical coolant heaters can be used. Other Letters Comparable Miry or Commercial Industry Spec.

practical considerations, such as the use of batteries,

CA MIL-L-2104A
cables and connectors of adequate size, generators CB $pp!rmemy_

or alternators of ample capacity, proper setting of vol· cc MI L- L - 2 1 04 B (see Note below)

CD MIL-L-45199B (Series 3)
tage regulators, ether starting aids, oil and coolant
t MIL-L-46152 (supersedes MIL-L-2104B for Military only)
heater systems, and proper fuel selection will accom­ MIL-L-2104C (supersedes MIL-L-45199B for Military only)
•
SA none
plish starting with the use of SAE 30 or SAE 40 oils.
SB none
For complete cold weather starting information, con· SC 1964 MS oils Auto passenger car

sult an authorized Detroit Diesel Allison service out­ SD 1968 MS oils -Auto passenger car

SE 1972MS oils - Auto passenger car

let. Ask for Engineering Bulletin No. 38 entitled,

Cold Weather Operation of Detroit Diesel Engines. t Oil performance meets or exceeds that of CC and SE oils.

Oil performance meets or exceeds that of CD and SC oils.

NOTE MILL-2104B lubricants are currently marketed and

readily avilable for commercial use. MIL-L-2104B lubricants

MIL-L-46167 ARCTIC LUBE OILS FOR
are obsolete for Military service applications only.
NORTH SLOPE & OTHER EXTREME SUB-ZERO
Consult the following p u b li c a t i o n s for complete
OPERATIONS
descriptions:

The MIL-L-46167 specification was published by the 1. Society of Automotive Engineers (SAE) Technical

Military on 15 February, 1974. Federal Test Method Report J-183a.

354 of Federal Test Standard 791 is an integral test 2. Federal Test Method Standard 791a.

requirement of MIL-L-46167. Lubricants that have

passed the oil performance requirement limits of PUBLICATION AVAILABLE SHOWING

Method 354 may be used where continuous sub-zero COMMERCIAL "BRAND" NAME LUBRICANTS

temperatures prevail and where engines are shut down

A list of "brand" name lubricants distributed by the
for periods longer than eight (8) hours. The lubricants
majority of worldwide oil suppliers can be purchased
that have shown the best performance when subjected
from the Engine Manufacturers Association (EMA).
to Method 354 evaluation may be described as multi­
The publication is titled, EMA Lubricating Oils Data
grades having a synthetic base stock and low volatil­
Book for Heavv-Dutv Automotive and Industrial En­
ity characteristics. These lu b ri ca nts are not comparable
gines. The publication shows the brand names, oil
to the performance of SAE JO or 40 oils after the en·
performance levels, viscosity grades, and sulfated ash
gine has started and is operating at elevated engine
contents of most "brands" marketed.
temperature conditions. For this reason, MIL-L-46167

lubricants should be considered onl y as a last resort ENGINE MANUFACTURERS ASSOCIATION

when engine cranking is a severe problem and au x ili a r y 111 EAST WACKER DRIVE

heating aids are not available. CHICAGO, ILLINOIS 60601

Page 71
 Fuel, Oil and Coolant Specifications DETROIT DIESEL

STATEMENT OF POLICY ON FUEL AND Although the stated Corporation policy is self-ex­

LUBRICANT ADDITIVES planatory, the following is emphasized: Detroit Diesel

Allison does not recommend or support the use of any

supplementary fuel or lubricant additives. These

In answer to requests concerning the use of fuel and
include all products marketed as fuel conditioners,
lubricating oil additives, the_ following excerpts have
smoke suppressants, masking agents, reodorants, tune­
been taken from a policy statement of General Motors
up compounds, top oils, break-in oils, graphitizers
Corporation:
and friction-reducing compounds.

"It has been and continues to be General Motors

NOTE: The manufacturer's warranty applicable
policy to build motor vehicles that will operate
to Detroit Diesel engines provides in part that
satisfactorily on the commercial fuels and lubri­
the provisions of such warranty shall not apply
cants of good quality regularly provided by the
to any engine unit which has been subject to
petroleum industry through retail outlets. It is
misuse, negligence or accident. Accordingly,
accordingly contrary to the policy of General
malfunctions attributable to neglect or failure
Motors to recommend the regular and continued
to follow the manufacturer's fuel or lubricating
use of supplementary additives in such fuels and
recommendations may not be within the coverage
lubricants.
of the warranty.

"This policy should not be confused with the fact SERVICE AND INSPECTION INTERVALS
that certain supplementary additives may effec­
Generally, operating conditions will vary for each
tively and economically solve specific operating
engine application, even with comparable mileage or
problems which occasionally arise in some
hours and, therefore, maintenance schedules can vary.
vehicles. In such instances, supplementary addi­
A good rule of thumb for piston, ring, and liner inspec­
tives may be developed on the basis of suitable
tions, however, would be at 45,000 miles or 1500 hours
tests to remedy such problems without otherwise
for the first such inspection and at 30,000 miles or
causing harm to vehicles. These selected products
1000 hour intervals thereafter.
are then given official GM part numbers and

made available for use in appropriate service

A suggested preventive maintenance practice is a
applications.
regularly scheduled testing of fuel and lubricating oils

by either the oil supplier or an independent testing

"While General Motors Corporation assumes laboratory. Since the oil supplier knows the physical

responsibility for the additives selected by it to properties of his products best and maintains labor·

remedy specific operating problems, it cannot. atories to determine practical oil drain intervals, take

of course, accept responsibility for the many advantage of this service and request him to check

other additives which are constantly being drained oil samples frequently and report the results

marketed." to you.

Page 72
 DETROIT DIESEL Fuel, Oil and Coolant S, -n e

pecrications

ENGINE COOLANT

Engine coolant is considered as any solution which is deposits, corrosion or a ;

circulated through the engine to provide the means for Chlorides, sulfates. combination of these.

heat transfer from the different engine components. In among but not ~ii.""gpesium and calcium are
sarly all the ts ih i :h
general, water containing various materials in solution make up dissolved
lids materials w h c
s on 1 ds. Water, ·i h i the :. :
is used for this purpose. specified in Tables I d 2 w t n th e hmtts
anc of Fig. 1. · 3, f
an engine coolant whe 1s satisfactory as
, >· ,

The function of the coolant is basic to the design and en proper inhibitors are added.

to the successful operation of the engine. Therefore,

coolant must be carefully selected and properly

maintained.
CORROSION INHIBITORS

A corrosion inhibitor is a
COOLANT REQUIREMENTS
compound which p r o t ee s , a t e r soluble chemical
ct s th e metallic ·f- f th
cooling system against nc sur aces o t e
A suitable coolant solution must meet the following corrosive attac k. Sc f th
C ome 0 t e
basic requirements:

TABLE I
I . Provide for adequate heat transfer.

PARTS PER
GRAINS PER
2. Provide a corrosion resistant environment within the
MILLION
GALLON
cooling system.
Chlorides (Maximum
40
Sulfates tMaumum 2.5

3. Prevent formation of scale or sludge deposits in the Total Dissolved Solids (Maim,
Io0
5.
40
cooling system. Total Hardness tMaimum 20
170
I0

Refer to Table 2 for evaluation of water e

4. Be compatible with the cooling system hose and seal coolant solution. tended for use in a

materials.

TABLE 2
5. Provide adequate freeze protection during cold

weather operation. Determine Th c

Of Chio ~~."" oneenations
onides. Sulfates. And
Total Dissolved Sola,
The first four requirements are satisfied by combining In The Water

a suitable water with reliable inhibitors. When

operating conditions dictate the need for freeze

Chlorides Under 40 ppm
protection, a solution of suitable water and a And Chlorides Over 40 ppm
Sulfates Under 100 ppm Or
permanent antifreeze containing adequate inhibitors
And Sulfates Over 100 ppm
will provide a satisfactory coolant. Total Dissolved Solds Or
Under 40 ppm Total Dissolved Solids
Over 40
3 ppm

WATER Determine Total

Hardness Of The Water

Distill, De-mineralize
Any water, whether of drinking quality or not, will Or De ionize The Water

produce a corrosive environment in the cooling system.

Also, scale deposits may form on the internal surfaces

of the cooling system due to the mineral content of the J e r e ] [

Under 170 ppm
.
Over 170 pm
] Water Suitable For
Use in Coolant

water. Therefore, water selected as a coolant must be I

properly treated with inhibitors to control corrosion Plus Inhibitors

Soften
and scale deposition. The Water
I
I

To determine if a particular water is suitable for use

Water Suitable For I

as a coolant when properly inhibited, the following Use In Coolant

characteristics must be considered. The concentration I

of chlorides, sulfates, total hardness and dissolved Plus Inhibitors

I

solids. Chlorides and/or sulfates tend to accelerate

corrosion, while hardness (percentage of magnesium

and calcium present) causes deposits of scale. Total

Fig. 1 . Water Characteristics
dissolved solids may cause scale deposits, sludge

Page 73
 Fuel, Oil and Coolant Specifications DETROIT DIESEL

.I
more commonly used corrosion inhibitors are chro­ exceeds 1% by volume. For example: 1-1/4% of soluble
mates, borates, nitrates, nitrites and soluble oil. oil in the cooling system increases fire deck
Depletion of all types of inhibitors occurs through temperature 6% and a 2-1/2% concentration raises fire

normal operation. Therefore, strength levels must be deck temperature up to I 5%. Soluble oil is not

maintained by the addition of inhibitors at prescribed recommended as a corrosion inhibitor.

intervals. Always follow the supplier's recommenda­

tions on inhibitor usage and handling.

Non-Chromates

Chromates

Non-chromate inhibitors (borates, nitrates, nitrites,

Sodium chromate and potassium dichromate are two etc.) provide corrosion protection in the cooling system
of the best and more commonly used water system with the basic advantage that they can be used with
corrosion inhibitors. However, the restrictive use of
either water or a water and permanent antifreeze
these materials, due to ecology considerations, has de­ solution.
emphasized their use in favor of non-chromates. Care

should be exercised in handling these materials due to

their toxic nature.

INHIBITOR SYSTEMS

Chromate inhibitors should not be used in permanent

An inhibitor system (Fig. 3) is a combination of
type antifreeze solutions. Chromium hydroxide,
chemical compounds which provide corrosion protec­
commonly called "green slime", can result from the

use of chromate inhibitors with permanent type tion, pH control and water softening ability. Corrosion

antifreeze. This material deposits on the cooling protection is discussed under the heading Corrosion

system passages, reducing the heat transfer rate Inhibitors. The pH control is used to maintain an acid­

(Fig. 2) and results in engine overheating. Engines free solution. The water softening ability deters

which have operated with a chromate-inhibited water formation of mineral deposits. Inhibitor systems are

must be chemically cleaned before the addition of a v ai l a ble in various forms such as coolant filter

permanent antifreeze. A commercial heavy duty de­ elements, liquid and dry bulk inhibitor additives, and
scaler should be used in accordance with the as an integral part of permanent antifreeze.
manufacturer's recommendation for this purpose.

Coolant Filter Elements

Soluble Oil

Repl a c eable elements are available with various

Soluble oil has been used as a corrosion inhibitor for

many years. It has, however, required very close chemical inhibitor systems. Compatability of the

attention relative to the concentration level due to element with other ingredients of the coolant solution

adverse effects on heat transfer if the concentration cannot always be taken for granted.

Problems have developed from the use of the

m a gnesium lower support p l ate used by some

manufacturers in their coolant filters. The magnesium

plate will be attacked by solutions which will not be

]" A l / d " st
detrimental to other metals in the cooling system. The

CAST CAST dissolved magnesium will be deposited in the hottest

IRON IRON

zones of the engine where heat transfer is most

critical. The use of an aluminum or zinc support plate

in preference to magnesium is recommended to

eliminate the potential of this type of deposit. High

,...___.. \b:-,-/.,..16"'"'
·· _, chloride coolants will have a detrimental effect on the

MINERAL DEPOSIT 11730 w a te r softening capabilities of systems using ion­

exchange resins. Accumulations of calcium and

1" CAST IRON PLUS /16" MINERAL DEPOSIT

4 /4" CAST IRON IN HEAT TRANSFERABILITY

magnesium ions removed from the coolant and held

captive by the zeolite resin can be released into the

coolant by a regenerative process caused by high

Fig. 2 . Heat Transfer Capacity chloride content solutions.

Page 74
 DETROIT DIESEL Fuel, Oil and Coolant Specifications

COOLANT I N H I B IT O R CHART

Inhibitor Compatability

Corrosion Complete Ethylene Methoxy

Inhibitor or Inhibitor Inhibitor Glycol Propanol

Base Base

Inhibitor System Type System Water Antifreeze Antifreeze

Sodium chromate Chromate No Yes No No

Potassium dichromate Chromate No Yes No No

Perry filter elements:

5020 (type OS) Chromate Yes Yes No No

$453 (Spin-on) Chromate Yes Yes No No

5030 (type OS) @Non-chromate Yes Yes Yes No

S331 (Spin-on) @Non-chromate Yes Yes Yes No

5070 (type OS) # Non-chromate Yes Yes Yes No

$473 (Spin-on) # Non-chromate Yes Yes Yes No

Lenroc filter element Non-chromate Yes Yes Yes No

Fleetguard filter elements:

DCA (canister) Non-chromate Yes Yes Yes No

DCA (Spin-on) Non-chromate Yes Yes Yes No

AC filter elements:

DCA (canister) Non-chromate Yes Yes Yes No

DCA (Spin-on) Non-chromate Yes Yes Yes No

Luber-Finer filter elements:

LW-4739 (canister) Non-chromate Yes Yes Yes No

LFW-4744 (spin-on) Non-chromate Yes Yes Yes No

Nalcool 2000 (liquid) Non-chromate Yes Yes Yes No

Perry LP-20 (liquid) Non-chromate Yes Yes Yes No

Lubercool (liquid) Non-chromate Yes Yes Yes No

D o w t h e r m cooling sys­

tem conditioner Non-chromate Yes Yes Yes Yes

Dowtherm 209, or equivalent.

@Perry "Year Around" formula.

# Perry 'Universal" formula.

Fig. 3 • Coolant Inhibitor Chart

Bulk Inhibitor Additives use in Detroit Diesel engines. These systems can be used

with either water or permanent antifreeze solutions

Commercially packaged inhibitor systems are availa­ and provide corrosion protection, pH control and

ble which can be added directly to the engine coolant water softening. Some non-chromate inhibitor systems

or to bulk storage tanks containing coolant solution. offer the additional advantage of a simple on-site test

Both chroinate and non-chromate systems are to determine protection level and, since they are added

available and care should be taken regarding inhibitor directly to the coolant, require no additional hardware

compatability with other coolant constituents. or plumbing.

Non-chromate inhibitor systems are recommended for All inhibitors become depleted through normal

Page 75
 Fuel, Oil and Coolant Specifications DETROIT DIESEL

operation and additional inhibitor must be added to

the coolant at prescribed intervals to maintain original

strength levels. Always follow the supplier's recom­

32 0 1 60
mendations on inhibitor usage and handling.

149
300

NOTE: Methoxy propanol base permanent

!
antifreeze (such as Dowtherm 209, or equiva­
280
, 138

lent) must be re-inhibited only with compatible

260 127

corrosion inhibitor systems.

.,,
0
' 116

220
l a
-" 104
ANTIFREEZE
.... - - --
200 93

When freeze protection is required, a permanent T T

E
180 82
antifreeze must be used. An inhibitor system is
M M
included in this type of antifreeze and no additional p

" so 7
E E
inhibitors are required on initial fill if a minimum
R - FREEZING POINTS R
antifreeze concentration of 30% by volume is used. A 140 I I I I I
60
A

Solutions of less than 30% concentration do not T - -BOILING POINTS T

U 120 49 u
provide sufficient corrosion protection. Concentrations
R R
over 67% adversely affect freeze protection and heat E 100
E
39

transfer rates. (r (c

80 27

Ethylene glycol base antifreeze is recommended for

60 16
use in Detroit Diesel engines. Methyl alcohol

antifreeze is not recommended because of its effect on 40 4

RECOMMENDED
the non-metallic components of the cooling system and h
CONCENTRATION
20 -7
because of its low boiling point. Methoxy propanol RANGE 30-67%

base antifreeze may be used for freeze protection in t

0 18

Detroit Diesel Series 71 engines. Before installing

> ,,
methoxy propanol base antifreeze in a unit, the entire -20
, -- 29

cooling system should be drained, flushed with clean

40 40

'
water and examined for rust, scale, contaminants, etc.
/
If deposits are present, the cooling system must be '\.
-60
, 51

chemically cleaned with a commercial grade heavy­

'. I
--62
duty de-scaler. -80

90 '· - 68
The inhibitors in permanent antifreeze should be

replenished at approximately 500 hour or 20,000 mile -- 1 00 73

intervals with a non-chromate inhibitor sytem. 0 10 20 30 40 50 60 70 80 90 1 00

Commercially available inhibitor systems may be used ANTIFREEZE CONCENTRATION (% BY VOLUME)

117314
to re-inhibit antifreeze solutions.

Fig. 4 - Coolant Freezing and Boiling

Temperatures vs. Antifreeze Concentration (Sea

Sealer Additives
Level)

Several brands of permanent antifreeze are available

essential that these systems be kept clean and leak­
with sealer additives. The specific type of sealer varies
free, that filler caps and pressure relief mechanisms be
with the manu fa cture r. Antifreeze with s eale r
correctly installed at all times and that coolant levels
additives is not recommended for use in Detroit Diesel
be properly maintained.
engines due to possible plugging throughout various

areas of the cooling system. WARNING: Use extreme care when removing a

radiator pressure control cap from an engine.

The sudden release of pressure from a heated

GENERAL RECOMMENDATIONS
cooling system can result in a loss of coolant

and possible personal injury (scalding) from the

All Detroit Diesel engines incorporate pressurized
hot liquid.
cooling systems which normally operate at tempera­

tures higher than non-pressurized systems. It is I . Always use a properly inhibited coolant.

Page 76
 DETROIT DIESEL Fuel, Oil and Coolant Specifications

2. Do not use soluble oil. 7. Do not use a chromate inhibitor with permanent

antifreeze.

3. Maintain the prescribed inhibitor strength.

8. DO NOT mix ethylene glycol base antifreeze with

methoxy propanol base antifreeze in the cooling

4. Always follow the manufacturer's recommendations
system.
on inhibitor usage and handling.

9. Do not use an antifreeze containing sealer additives.

5. If freeze protection is required, always use a

permanent antifreeze.
IO. Do not use methyl alcohol base antifreeze.

6. Re-inhibit antifreeze with a recommended non­ 1 1. Use extreme care when removing the radiator

chromate inhibitor system. pressure control cap.

Page 77
 DETROIT DIESEL

ENGINE TUNE-UP PROCEDURES

There is no scheduled interval for performing an The tune-up procedures apply to the individual

engine tune-up. As long as the engine performance is engines of multiple engine units as well as to the single

satisfactory, no tune-up should be needed. Minor engine units. However, the throttle linkage of multiple

adjustments in the valve and injector operating engine units must be adjusted after the individual

mechanisms, governor, etc., should only be required engines have been tuned-up.

periodically to compensate for normal wear on parts.

Four types of governors are used. Since each governor Tune-Up Sequence for Mechanical Governor

has different characteristics, the tune-up procedure

varies accordingly. The four types are:

CAUTION: Before starting an engine after an

I. Limiting speed mechanical.
engine speed control adjustment or after

removal of the engine governor cover, the

2. Variable speed mechanical.
serviceman must determine that the injector

racks move to the no-fuel position when the

3. Constant speed mechanical.
governor stop lever is placed in the stop

position. Engine overspeed will result if the

4. Hydraulic.
injector racks cannot be positioned at no fuel

with the governor stop lever.

The mechanical engine governors are identified by a

name plate attached to the governor housing. The

1 . Adjust the exhaust valve clearance.
letters D.W.-L.S. stamped on the name plate denote a

double-weight limiting speed governor. A single­

2. Time the fuel injectors.
weight variable speed governor name plate is stamped

S.W.-V.S.
3. Adjust the governor gap.

Normally, when performing a tune-up on an engine in

4. Position the injector rack control levers.
service, it is only necessary to check the various

adjustments for a possible change in the settings.

5. Adjust the maximum no-load speed.
However, if the cylinder head, governor, or injectors

have been replaced or overhauled, then certain 6. Adjust the idle speed.
preliminary adjustments are required before the

engine is started. 7. Adjust the buffer screw.

The preliminary adjustments consist of the first four 8. Adjust the throttle booster spring (variable speed
items in the tune-up sequence. The procedures are the governor only).
same except that the valve clearance is greater for a

cold engine. 9. Adjust the supplementary governing device, if used.

To tune-up an engine completely, all of the

adjustments, except the valve bridge adjustment on Tune-Up Sequence for Hydraulic Governor

four valve cylinder heads, are made by following the

applicable tune-up sequence given below, after the 1 . Adjust the exhaust valve clearance.
engine has reached normal operating temperature.

Since the adjustments are normally made while the 2. Time the fuel injectors.

engine is stopped, it may be necessary to run the

engine between adjustments to maintain normal 3. Adjust the fuel rod.

operating temperature.
4. Position the injector rack control levers.

NOTE: The exhaust valve bridges on the four

valve cylinder head are adjusted at the time the 5. Adjust the load limit screw.

cylinder head is installed on the engine and,

6. Compensation adjustment (PSG governors only).
until wear occurs, no further adjustment is

required. When wear is evident, perform a

7. Adjust the speed droop.
complete valve bridge adjustment as outlined

on the following page.

8. Adjust the maximum no-load speed.

Page 79
 Engine Tune-Up DETROIT DIESEL

EXHAUST VALVE CLEARANCE ADJUSTMENT

The correct exhaust valve clearance at normal engine Whenever the cylinder head is overhauled, the exhaust
operating temperature is important for smooth, valves are reconditioned or replaced, or the valve

efficient operation of the engine. operating mechanism is replaced or disturbed in any

way, the valve clearance must first be adjusted to the

Insufficient valve clearance can result in loss of cold setting to allow for normal expansion of the
compression, misfiring cylinders and, eventually, engine parts during the engine warm-up period. This
burned valve seats and valve seat inserts. Excessive will ensure a valve setting that is close enough to the
valve clearance will result in noisy operation, specified clearance to prevent damage to the valves
especially in the low speed range. when the engine is started.

ENGINES WITH TWO VALVE CYLINDER HEADS

All of the exhaust valves may be adjusted, in firing CAUTION: If a wrench is used on the crankshaft

order sequence, during one full revolution of the bolt at the front of the engine, do not turn the
crankshaft. Refer to the general specifications at the crankshaft in a left-hand direction of rotation
front of the manual for the engine firing order. as the bolt will be loosened.

4. Loosen the exhaust valve rocker arm push rod lock

Exhaust Valve Clearance Adjustment ( Cold nut.

Engine)

5. Place a . 0 1 3 " feeler gage, tool J 9708, between the

I. Place the governor stop lever in the no-fuel position. valve stem and the rocker arm (Fig. I). Adjust the

push rod to obtain a smooth "pull" on the feeler gage.

2. Remove the loose dirt from the valve rocker cover

and remove the cover.

6. Remove the feeler gage. Hold the push rod with a

5/ 1 6 " wrench and tighten the lock nut with a

3. Rotate the crankshaft manually, or with the starting
/2'wrench.
motor, until the injector follower is fully depressed on

the cylinder to be adjusted.

7. Recheck the clearance. At this time, if the

adjustment is correct, the .01 I " feeler gage, J 9708,

will pass freely between the valve stem and the rocker

arm, but the . 0 13 " feeler gage will not pass through.

8. Check and adjust the remaining valves in the same

manner as outlined above.

Exhaust Valve Clearance Adjustment ( Hot

Engine)

Maintaining normal engine operating temperature is

particularly important when making the final valve

clearance adjustment. If the engine is allowed to cool

off before setting any of the valves, the clearance when

running at full load may become insufficient.

With the engine at normal operating temperature

(I 60-185 ° F or 7 1 - 8 5 ° C), recheck the exhaust valve

clearance with feeler gage J 9708. At this time, if the

valve clearance is correct, the .008" feeler gage will

pass freely between the valve stem and the rocker arm,
Fig. I • Adjusting Valve Clearance but the . 0 1 0 " gage will not pass through.

Page 80
 DETROIT DIESEL Engine Tune-Up

ENGINES WITH FOUR VALVE CYLINDER HEADS

The exhaust valve bridges must be adjusted and the screw from turning with a screw driver and tighten the

adjustment screws locked securely at the time the lock nut on the adjustment screw. Complete the

cylinder head is installed on the engine. Until wear operation by tightening the lock nut with a torque

occurs, no further adjustment is required on the wrench to 25 lb-ft (34 Nm), being sure that the screw

exhaust valve bridges. When wear is evident, make the does not turn.

necessary adjustments as outlined.

7. Lubricate the bridge guide and bridge pilot with

engine oil.

Exhaust Valve Bridge Adjustment

8. Reinstall the bridge in its original position.

I. Remove the loose dirt from the valve rocker cover

9. Place a .00 1 5 ' feeler gage under each end of the
and remove the cover. Remove the injector fuel pipes
bridge. When pressing down on the pallet surface of
and the rocker arm retaining bolts. Move the rocker
the bridge, both feeler gages must be tight. If both
arms away from the exhaust valve bridges.
feeler gages are not tight, readjust the screw as

outlined in Steps 5 and 6.

2. Remove the exhaust valve bridge (Fig. 2).

1 0 . Adjust the remaining bridges as outlined above.

3. Place the bridge in a vice or holding fixture J 2 1 7 72

and loosen the lock nut on the bridge adjusting screw.

1 1. Swing the rocker arm assembly into position being

sure the bridges are properly positioned on the rear

CAUTION: Loosening or tightening the lock nut
valve stems. This precaution is necessary to prevent
with the bridge in place may result in bending
valve damage due to mislocated bridges.
the bridge guide or the rear valve stem.

12. Tighten the rocker bracket bolts to 90-100 lb-ft

4. Install the bridge on the bridge guide.
( 1 2 2 - 1 3 6 Nm) torque.

5. While firmly pressing straight down on the pallet

13. Align the fuel pipes and connect them to the
surface of the bridge, turn the adjusting screw
injectors and the fuel connectors. Use socket J 8932 to
clockwise until it just touches the valve stem. Then turn
tighten the connectors to 12-15 lb-ft (16-20 Nm)
the screw an additional 1 / 8 to l /4 turn clockwise and
torque.
tighten the lock nut finger tight.

CAUTION: Do not bend the fuel pipes and do

6. Remove the bridge and place it in a vise. Hold the
not exceed the specified torque. Excessive

tightening will twist or fracture the flared ends

of the fuel pipes and result in leaks.

Lubricating oil diluted by fuel oil can cause

serious damage to the engine bearings.

Exhaust Valve Clearance Adjustment ( Cold

Engine)

Adjust the exhaust valve clearance at the push rod. Do

not disturb the exhaust valve bridge adjusting screw.

All of the exhaust valves may be adjusted, in firing

order sequence, during one full revolution of the

crankshaft. Refer to the general specifications at the

front of the manual for the engine firing order.

I. Place the governor stop lever in the no-fuel position.

2. Remove the loose dirt from the valve rocker cover

and remove the cover.

Fig. 2 - Valve Bridge Adjustment

3. Rotate the crankshaft manually, or with the starting

Page 81
 Engine Tune-Up DETROIT DIESEL

the push rod to obtain a smooth "pull" on the feeler

gage.

6. Remove the feeler gage. Hold the push rod with a

5 / 1 6 " wrench and tighten the lock nut with a

1 / 2 ' wrench.

7. Recheck the clearance. At this time, if the

adjustment is correct, the . 0 1 5 " feeler gage will pass

freely between the valve bridge and the rocker arm

pallet but the .0 I 7 " feeler gage will not pass through.

8. Check and adjust the remaining valves in the same

manner as outlined above.

Exhaust Valve Clearance Adjustment (Hot

Engine)

Fig. 3 . Adjusting Valve Clearance

Maintaining normal engine operating temperature is

particularly important when making the final valve

motor, until the injector follower is fully depressed on
clearance adjustment. If the engine is allowed to cool
the cylinder to be adjusted.
off before setting any of the valves, the clearance when

running at full load may become insufficient.

CAUTION: If a wrench is used on the crankshaft

bolt at the front of the engine, do not turn the I. With the engine at normal operating temperature

engine in a left-hand direction of rotation as (160-185°F or 7 1 - 8 5 ° C), recheck the exhaust valve

the bolt will be loosened. clearance with feeler gage J 9708. At this time, if the

valve clearance is correct, the . 0 1 3 " feeler gage will

pass freely between the valve bridge and the rocker

4. Loosen the exhaust valve rocker arm push rod lock
arm pallet, but the . 0 1 5 " gage will not pass through.
nut.
Adjust the push rod, if necessary.

5. Place a . 0 1 7 " feeler gage, J 9708, between the valve 2. After the exhaust valve clearance has been adjusted,

bridge and the valve rocker arm pallet (Fig. 3). Adjust check the fuel injector timing.

Page 82
 DETROIT DIESEL Engine Tune-Up

TIMING FUEL INJECTOR

To time a n , injector properly, the injector follower crankshaft in a left-hand direction of rotation

must be adjusted to a definite height in relation to the as the bolt will be loosened.

injector body.
3. Place the small end of the injector timing gage in

All of the injectors can be timed, in firing order the hole provided in the top of the injector body, with

sequence, during one full revolution of the crankshaft. the flat of the gage toward the injector follower

Refer to the general specifications at the front of the (Fig. 4).

manual for the engine firing order.

4. Loosen the push rod lock nut.

Use the proper timing gage as indicated in the

following chart. 5. Turn the push rod and adjust the injector rocker

arm until the extended part of the gage will just pass

over the top of the injector follower.

Time Fuel Injector

6. Hold the push rod and tighten the lock nut. Check

the adjustment and, if necessary, re-adjust the push

After the exhaust valve clearance has been adjusted,

time the fuel injectors as follows: rod.

I. Place the speed control lever in the idle speed Camshaft

[ t s ] [

Dimension Timing Gage Timing

position. If a stop lever is provided, secure it in the no­ Injector

fuel position. GENERATOR SET APPLICATIONS

All 1 . 4 6 0" [ J 1853 Standord

I
I
2. Rotate the crankshaft until the exhaust valves are
ALL OTHER APPLICATIONS
fully depressed on the particular cylinder to be timed.
71 N 5 ·1,460" J 1853 Standard

N55 •1,460" J 1853 Standard

CAUTION: If a wrench is used on the crankshaft
N60 +1.460" J 1853 Standard
bolt at the front of the engine, do not turn the
N65

(White Tag) 1.460" J 1853 Standard

N65 Turbo

+ 7
j (Brown

N65
Tog)

Non­
1.484" J 1242 Standard

.._ •. .
Turbo

'
'
-
-
(Brown

HN65
Tog) ++1,484"

1.460"
J

J
1242

1853
Advanced

Standard

..; -:: N70 Turbo 1.460" J 1853 Standard

N7O Non­

Turbo 1.460" J 1853 Advanced

Ii, · . < . ... . N75 Turbo 1 . 4 60 " J 1853 Standard

-
_,
'

'
- �
�
N80 Turbo 1.484" J 1242 Standard

N80 Non­

Turbo ++ 1,484" J 1242 Advanced

w N90 1.460 J 1853

Ue 1 , 4 8 4 " timing gage (J 1242) when engine has

£ z advanced camshaft timing. Correct to standard

I 4, v i camshoft timing and 1,460" injector timing at first

.
opportunity to be consistent with current produc­
r A
, . .. .,
.. tion build.

Ue 1.460" timing gage (J 1853) when engine has

• « t-8 standard

camshaft
camshaft

timing and
timing.

1,484"
Correct

injector
to advanced

t i m i n g at first
\ Y E 8
L?
· . . . ..... ' " 1
• - �
/
.
opportunity.

NOTE: Advanced camshaft timing is indicated by

ADV -CAM T I M I N G " s t a m p e d on lower
, @ ] ;
right hand side of option plate.

% e ' INJECTOR TIMING GAGE CHART (Needle

Fig. 4 . Timing Fuel Injector Valve)

Page 83
 Engine Tune-Up DETROIT DIESEL

7. Time the remaining injectors in the same manner as 8. If no further engine tune-up is required, use a new

outlined in Steps I through 6. gasket and install the valve rocker cover.

LIMITING SPEED MECHANICAL GOVERNOR AND INJECTOR RACK

CONTROL ADJUSTMENT

The governor is mounted on the front end of the desired engine idle speed. Hold the screw and tighten

blower and is driven by the upper blower rotor. the lock nut to hold the adjustment.

After adjusting the exhaust valves and timing the fuel NOTE: The recommended idle speed is 550 rpm

injectors, adjust the limiting speed mechanical for single weight governors, but may vary with
governor and the injector rack control levers. special engine applications.

NOTE: Before proceeding with the governor and IMPORTANT: Current turbocharged engines
injector rack adjustments, disconnect any include a starting aid screw threaded into the
supplementary governing device. After the governor housing.
adjustments are completed, reconnect and

adjust the supplementary governing device. 4. Stop the engine. Clean and remove the governor

cover and lever assembly and the valve rocker cover.

Discard the gasket.

Adjust Governor Gap (Single Weight

Governor) 5. Remove the fuel rod from the differential lever and

the injector control tube lever.

With the engine stopped and at operating tempera­

ture, adjust the governor gap as follows: 6. Start and run the engine between 800 and 1000 rpm

by manual operation of the injector control tube lever.

1 . Remove the high-speed spring retainer cover.

CAUTION: Do not overspeed the engine.

2. Back out the buffer screw until it extends

approximately 5 / 8 " from the lock nut (Fig. 3).

7. Check the gap between the low-speed spring cap

3. Start the engine and loosen the idle speed adjusting

screw lock nut. Then adjust the idle screw to obtain the

Fig. 1 · Adjusting Gap (Single Weight Fig. 2 · Adjusting Gap (Double Weight

Governor) Governor)

Page 84
 DETROIT DIESEL Engine Tune-Up

for double weight governors, but may vary with

special engine applications.

IMPORTANT: Current turbocharged engines

include a starting aid screw threaded into the

governor housing.

4. Stop the engine. Clean and remove the governor

cover and lever assembly and the valve rocker cover.

Discard the gasket.

5. Remove the fuel rod from the differential lever and

the injector control tube lever (Fig. 3).

6. Start and run the engine between 800 and 1000 rpm

by manual operation of the injector control tube lever.

CAUTION: Do not overspeed the engine.

7. Check the gap between the low-speed spring cap

and the high-speed plunger with a . 0 0 1 5 " feeler gage

(Fig. 2). If the gap setting is incorrect, reset the gap

Fig. 3 . Positioning No. 1 Injector Rack Control adjusting screw. If the setting is correct, the
Lever . 0 0 1 5 " movement can be seen by placing a few drops

of oil into the governor gap and pressing a screw

and the high-speed spring plunger with . 1 7 0 " gage
driver against the gap adjusting screw. Movement of
J 5407 (Fig. I). the cap toward the plunger will force the oil from the

gap in the form of a small bead.

8. If required, loosen the lock nut and turn the gap

adjusting screw until a slight drag is felt on the gage. 8. Hold the gap adjusting screw and tighten the lock

nut.

9. Hold the adjusting screw and tighten the lock nut.

9. Recheck the gap and readjust, if necessary.

IO. Recheck the gap and adjust if necessary.

IO. Stop the engine and install the fuel rod between

11. Stop the engine and install the fuel rod between the differential lever and the control tube lever.

the governor and the injector control tube lever.

------ 1 1. Use a new gasket and install the governor cover

12. Use a new gasket and install the governor cover and lever assembly.

and lever assembly.

Position Injector Rack Control Levers

Adjust Governor Gap (Double Weight

The position of the injector racks must be correctly set
Governor)
in relation to the governor. Their position determines

the amount of fuel injected into each cylinder and

With the engine stopped and at operating tempera­
ensures equal distribution of the load. Properly
ture, adjust the governor gap as follows:
positioned injector rack control levers with the engine

at full-load will result in the following:

I. Remove the high-speed spring retainer cover.

I. Speed control lever at the maximum speed position.

2. Back out the buffer screw until it extends

approximately 5 / 8 " from the lock nut (Fig. 3).

2. Governor low-speed gap closed.

3. Start the engine and loosen the idle speed adjusting 3. High-speed spring plunger on the seat in the

screw lock nut and adjust the idle screw to obtain the governor control housing.
desired engine idle speed (Fig. 2). Hold the screw and

tighten the lock nut to hold the adjustment. 4. Injector racks in the full-fuel position.

NOTE: The recommended idle speed is 450 rpm Adjust the No. I injector rack control lever (Fig. 3)

Page 85
 Engine Tune-Up DETROIT DIESEL

first to establish a guide for adjusting the remaining injector rack in the full-fuel position. Turn the outer

injector rack control levers. adjusting screw down until it bottoms lightly on the

injector control tube. Then alternately tighten both the

I. Disconnect any linkage attached to the governor inner and outer adjusting screws.

speed control lever.

NOTE: Overtightening the injector rack control

2. Turn the idle speed adjusting screw until 1 12 " of lever adjusting screws during installation or

the threads (1 2 - 1 4 threads) project from the lock nut, adjustment can result in damage to the injector

when the nut is against the high-speed plunger control tube. The recommended torque of the

(Fig. 2) adjusting screws is 24-36 in-lb (3-4 Nm).

CAUTION: A false fuel rack setting may result The above step should result in placing the governor

if the idle speed adjusting screw is not backed linkage and control tube assembly in the same position

out as noted above. that they will attain while the engine is running at full

load.

NOTE: This adjustment lowers the tension of

the low-speed spring so it can be easily 6. To be sure of the proper rack adjustment, hold the

compressed. This permits closing the low-speed

speed control lever in the full-fuel position and press

gap without bending the fuel rods or causing

down on the injector rack with a screw driver or finger

the yield mechanism springs to yield or stretch. tip and note the "rotating" movement of the injector

control rack (Fig. 4) when the speed control lever is in

the maximum speed position. Hold the speed control

3. Back out the buffer screw approximately 5/8", if it

has not already been done. lever in the maximum speed position and, using a

screw driver, press downward on the injector control

rack. The rack should tilt downward (Fig. 5) and when

4. Loosen all of the inner and outer injector rack
the pressure of the screw driver is released, the control
control lever adjusting screws. Be sure all of the

rack should "spring" back upward.

control levers are free on the injector control tube.

If the rack does not return to its original position, it is

NOTE: On engines equipped with a yield link
too loose. To correct this condition, back off the outer
type fuel rod, attach a small "C" clamp at the
adjusting screw slightly and tighten the inner adjusting
shoulder of the rod to prevent the yield spring
screw slightly.
from compressing while adjusting the injector

rack control levers.

The setting is too tight if, when moving the speed

control lever from the no-speed to the maximum speed

5. Move the speed control lever to the maximum speed
position, the injector rack becomes tight before the
position (Fig. 3). Hold the lever in that position with

light finger pressure. Turn the inner adjusting screw on

the No. I injector rack control lever down until a

slight movement of the control tube is observed or a

sCEwDRIVER /

step-up in effort is noted. This will place the No. I

t
11610

11609

Fig. 4 . Checking Rotating Movement of Fig. 5 . Checking Injector Control Rack

Injector Control Rack Movement

Page 86
 DETROIT DIESEL Engine Tune-Up

speed control lever reaches the end of its travel (as ineffective if the speed control lever is advanced

determined by the stop under the governor cover). toward wide open throttle during start-up.

This will result in a step-up in effort required to move

the speed control lever to the end of its travel. To After the normal governor running gap has been set

correct this condition, back off the inner adjusting and the injector racks positioned, adjust the starting

screw slightly and tighten the outer adjusting screw aid screw as follows:

slightly.
I. With the engine stopped, place the governor stop

7. To adjust the remaining injector rack control levers, lever in the run position and the speed control lever in

remove the clevis pin from the fuel rod and the the idle position.

injector control tube lever and hold the injector control

racks in the full-fuel position by means of the lever on 2. Adjust the starting aid screw to obtain the required

setting between the shoulder on the injector rack clevis

the end of the control tube. Turn down the inner

adjusting screw of the No. 2 injector until the injector and the injector body. Select the proper gage (Fig. 6)

and measure the setting at any convenient cylinder.

rack has moved into the full-fuel position and the

inner adjusting screw is bottomed on the injector When the starting aid screw is properly adjusted, the

control tube. Turn the outer adjusting screw down until gage should have a clearance of approximately

1 / 6 4 " (397 mm) in the space along the injector rack

it bottoms lightly on the injector control tube. Then

alternately tighten both the inner and outer adjusting shaft between the rack clevis and the injector body.

screws.
3. After completing the adjustment, hold the starting

aid screw and tighten the lock nut.

8. Recheck the No. I injector rack to be sure that it

has remained snug on the ball end of the injector rack

4. Check the injector rack clevis-to-body clearance
control lever while adjusting the No. 2 injector. If the
after performing the following:
rack of the No. I injector has become loose, back off

slightly on the inner adjusting screw on the No. 2

a. Position the stop lever in the run position.
injector rack control lever and tighten the outer

adjusting screw. When the settings are correct, the

b. Move the speed control lever from the idle
racks of both injectors must be snug on the ball end of
position to the maximum speed position.
their respective rack control levers.

c. Return the speed control lever to the idle position.

9. Position the remaining injector rack control levers

as outlined in Steps 7 and 8.

NOTE: Movement of the speed control lever is

to take -up the clearance in the governor

JO. Connect the fuel rod to the injector control tube
linkage. The injector rack clevis-to-body clear­
lever.
ance can be increased by turning the starting

aid screw farther in against the operating shaft

1 1. Reset the idle speed adjusting screw until it

­
lever, or reduced by backing it out.
projects 3 / 1 6 " from the lock nut to permit starting the

engine.

Adjust Maximum No-Load Engine Speed

NOTE: Remove the "C" clamp from the fuel

rod on units equipped with a yield link.

All governors are properly adjusted before leaving the

12. Use a new gasket and replace the valve rocker
factory. However, if the governor has been re­
cover.
conditioned or replaced, and to ensure the engine

speed will not exceed the recommended no-load speed

as given on the option plate, set the maximum no-load

Adjust Starting Aid Screw (External)
speed as follows:
Turbocharged Engines

I. Loosen the Jock nut (Fig. 7) and back off the high­

The starting aid screw (Fig. 6) is threaded into the speed spring retainer approximately five turns.

governor housing. This screw is adjusted to position

the injector racks at less than full-fuel when the 2. With the engine at operating temperature and no­

governor speed control lever is in the idle position. load on the engine, place the speed control lever in the

The reduced fuel makes starting easier and reduces the full-fuel position. Turn the high-speed spring retainer

amount of smoke on start-up. IN until the engine is operating at the recommended

no-load speed. The best method of determining the

CAUTION: The starting aid screw will be engine speed is with an accurate tachometer.

Page 87
 -
Engine Tune-Up DETROIT DIESEL

PLUNGER
INJECTOR RACK

CLEVIS GAGE TOOL

INJECTOR SETTING' NUMBER

REQUIRED
CAP
SETTING'

LOCK NUT I
I N65

N70
385°

.385°
J24882

J24882

N75 385° J24882

/ s i c INJECTOR

-i-
-
N80 385° J24882
AID BODY

SCREW N90 .454 J23190

C65 .385° ) 24882

LOW SPEED

SPRING

BUFFER

SCREW
5664

Fig. 6 . Starting Aid Screw Adjustment

3. Hold the high-speed spring retainer and tighten the and with the buffer screw (Fig. 8) backed out to avoid

lock nut. contact with the differential lever, turn the idle speed

adjusting screw until the engine is operating at

approximately 15 rpm below the recommended idle

Adjust Idle Speed
speed. The recommended idle speed is 550 rpm for

single weight governors and 450 rpm for double

With the maximum no-load speed properly adjusted, weight governors, but may vary with special engine
adjust the idle speed as follows: applications.

I. Remove the spring housing to uncover the idle 3. Hold the idle screw and tighten the lock nut.
speed adjusting screw.

4. Install the high-speed spring retainer cover and

2. With the engine at normal operating temperature tighten the two bolts.

Fig. 7 . Adjusting Maximum No-Load Speed Fig. 8 • Adjusting Engine Idle Speed

Page 88
 DETROIT DIESEL Engine Tune-Up

Adjust Buffer Screw NOTE: Do not increase the engine idle speed

more than 1 5 rpm with the buffer screw.

With the idle speed properly set, adjust the buffer

screw as follows:
2. Recheck the maximum no-load speed. If it has

increased more than 25 rpm, back off the buffer screw

I. With the engine running at normal operating
until the increase is less than 25 rpm.
temperature, turn the buffer screw (Fig. 8) in so that it

contacts the differential lever as lightly as possible and

still eliminates the engine roll. 3. Hold the buffer screw and tighten the lock nut.

Page 89
 Engine Tune-Up DETROIT DIESEL

LIMITING SPEED MECHANICAL GOVERNOR (DUAL RANGE) AND INJECTOR

RACK CONTROL ADJUSTMENT

The governor is mounted on the front end of the desired engine idle speed (Fig. I). Hold the screw and

blower and is driven by the upper blower rotor. tighten the lock nut to hold the adjustment.

After adjusting the exhaust valves and timing the fuel NOTE: The recommended idle speed is 450 rpm,
injectors, adjust the limiting speed mechanical but may vary with special engine applications.
governor (dual range) and injector rack control levers.

4. Stop the engine. Clean and remove the governor

NOTE: Before proceeding with the governor and
cover and lever assembly and the valve rocker cover.
injector rack adjustments, disconnect any
Discard the gasket.
supplementary governing device. After the

adjustments are completed, reconnect and

5. Remove the fuel rod from the differential lever and
adjust the supplementary governing device.
the injector control tube lever.

6. Start and run the engine between 800 and 1000 rpm
Adjust Governor Gap
by manual operation of the control tube lever.

CAUTION: Do not overspeed the engine.

With the engine stopped and at operating tempera­

ture, adjust the governor gap as follows:

7. Check the gap between the low-speed spring cap

and the high-speed spring plunger with a . 00 1 5 " feeler

I. Remove the governor high-speed spring retainer
gage J 3 I 72 as shown in Fig. I. If the gap setting is
cover.
incorrect, reset the gap adjusting screw.

2. Back out the buffer screw until it extends

If the setting is correct, the .00 I 5 " movement can be
approximately 5 / 8 " from the lock nut (Fig. 2).
seen by placing a few drops of oil into the governor

gap and pressing a screw driver against the gap

3. Start the engine and loosen the idle speed adjusting
adjusting screw. Movement of the cap toward the
screw lock nut. Then adjust the idle screw to obtain the
plunger will force the oil from the gap in the form of
.

a small bead.

- l

, 1g

'
' e

«
ii h
e ,

' ' i y • i j

,,;�% rm_.·--·-f

. . � .

,
. g
, •

· ¢

y,

)'
/

Fig. 2 . Positioning No. 1 Injector Rack Control

Fig. 1 · Adjusting Governor Gap Lever

Page 90
 DETROIT DIESEL Engine Tune-Up

8. Hold the gap adjusting screw and tighten the lock when the nut is against the high-speed plunger

nut. (Fig. I).

9. Recheck the governor gap and readjust, if necessary. CAUTION: A false fuel rack setting may result

if the idle speed adjusting screw is not backed

IO. Stop the engine and install the fuel rod between out as noted above.

the differential lever and the control tube lever.

NOTE: This adjustment lowers the tension of

1 1. Use a new gasket and install the governor cover the low-speed spring so it can be easily

and lever assembly. compressed. This permits closing the low-speed

gap without bending the fuel rods or causing

the yield mechanism springs to yield or stretch.

Position Injector Rack Control levers

3. Back out the buffer screw approximately 5 / 8 " , if it

has not already been done.

The position of the injector racks must be correctly set

4. Loosen all of the inner and outer injector rack
in relation to the governor. Their position determines
control lever adjusting screws. Be sure all of the
the amount of fuel injected into each cylinder and
control levers are free on the injector control tube.
ensures equal distribution of the load. Properly

positioned injector rack control levers with the engine

NOTE: On engines equipped with a yield link
at full-load will result in the following:
type fuel rod, attach a small "C" clamp at the

shoulder of the rod to prevent the yield spring

I. Speed control lever at a maximum speed position.
from compressing while adjusting the injector

rack control levers.

2. Governor low-speed gap closed.

5. Move the speed control lever to the maximum speed

3. High-speed spring plunger on the seat in the
position as shown in Fig. 2. Hold the lever in that
governor control housing.
position with light finger pressure. Turn the inner

adjusting screw on the No. I injector rack control

4. Injector racks in the full-fuel position.
lever down until a slight movement of the control tube

is observed or a step-up in effort is noted. This will

Adjust the No. I injector rack control lever (Fig. 2)
place the No. I injector rack in the full-fuel position.
first to establish a guide for adjusting the remaining
Turn the outer adjusting screw down until it bottoms
injector rack control levers.
lightly on the injector control tube. Then alternately

tighten both the inner and outer adjusting screws.

I. Disconnect any linkage attached to the governor

speed control lever.

2. Turn the idle speed adjusting screw until 1 / 2 " of SCREWDRIVER

the threads ( 1 2 - 1 4 threads) project from the lock nut,

I
'

t
11610
11609

Fig. 3 . Checking Rotating Movement of Fig. 4 . Checking Injector Control Rack

Injector Control Rack Movement

Page 91
 Engine Tune-Up DETROIT DIESEL

NOTE: Overtightening the injector rack control When the settings are correct, the racks of both

lever adjusting screws can result in damage to injectors must be snug on the ball end of their

the injector control tube. The recommended respective rack control levers.

torque of the adjusting screws is 24-36 in-lb (3-4

Nm). 9. Position the remaining injector rack control levers

as outlined in Steps 7 and 8.

The above step should result in placing the governor

linkage and control tube assembly in the same position 10. Connect the fuel rod to the injector control tube

that they will attain while the engine is running at full lever.

load.

I I. Reset the idle speed adjusting screw until it

6. To be sure of the proper adjustment, hold the speed projects 3 / 1 6 " from the lock nut to permit starting the,

control lever in the full-fuel position and press down engine. Tighten the lock nut.

on the injector rack with a screw driver or finger tip

and note the "rotating" movement of the injector

NOTE: Remove the "C" clamp from the fuel

control rack (Fig. 3). When the speed control lever is rod on units having a yield link.

in the maximum speed position, hold the speed control

lever in the maximum speed position and, using a

screw driver, press downward on the injector control Adjust Maximum No-Load Engine Speed

rack. The rack should tilt downward (Fig. 4) and when

the pressure of the screw driver is released, the control All governors are properly adjusted before leaving the

rack should "spring" back upward. factory. However, if the governor has been recondi­

tioned or replaced, and to ensure the engine speed will

If the rack does not return to its original position, it is not exceed the recommended no-load speed as given

too loose. To correct this condition, back off the outer on the engine option plate, set the maximum no-load

adjusting screw slightly and tighten the inner adjusting speed as follows:

screw slightly.
After positioning the injector rack control levers, set

the maximum engine speeds.

The setting is too tight if, when moving the speed

control lever from the no-speed to the maximum speed

NOTE: Be sure the buffer screw projects
position, the injector rack becomes tight before the
5 / 8 " from the lock nut to prevent interference
speed control lever reaches the end of its travel (as
while adjusting the maximum no-load speeds.
determined by the stop under the governor cover).

This will result in a step-up in effort required to move

With the spring housing assembly mounted on the
the speed control lever to the end of its travel. To
governor, the piston and sleeve assembled with four
correct this condition, back off the inner adjusting
. l0 0 " shims and ten . 0 1 0 ' shims (Fig. 5) and the low
screw slightly and tighten the outer adjusting screw
maximum speed screw extending from the spring
slightly.
housing approximately 1 - 1 / 4 " , proceed as follows:

7. To adjust the remaining injector rack control levers,

CAUTION: Do not apply air pressure to the
remove the clevis pin from the fuel rod and the
governor until performing Step If.
injector control tube lever and hold the injector control

racks in the full-fuel position by means of the lever on

the end of the control tube. Turn down the inner

COVER

adjusting screw of the No. 2 injector until the injector

LOW MAXIMUM

rack has moved into the full-fuel position and the SPEED ADJUSTING

SCREW
inner adjusting screw is bottomed on the injector

control tube. Turn the outer adjusting screw down until

it bottoms lightly on the injector control tube. Then

alternately tighten both the inner and outer adjusting

screws.

BLOCKING

RING
8. Recheck the No. I injector rack to be sure that it

has remained snug on the ball end of the injector rack EED 12300

SPRING
control lever while adjusting the No. 2 injector. If the

rack of the No. I injector has become loose, back off

slightly on the inner adjusting screw on the No. 2

injector rack control lever and tighten the outer Fig. 5 . Dual Range Governor

adjusting screw.

Page 92
 DETROIT DIESEL Engine Tune-Up

J. Set the high maximum no-load speed. until the desired low maximum speed is obtained.

Turn the screw in to increase or out to decrease

a. Start the engine and position the speed control the engine speed.
lever in the maximum speed position.

b. Recheck the engine speed and readjust if

b. Turn the low maximum speed adjustment screw in necessary.

until the high maximum speed desired is

obtained. 3. Check both the high maximum and low maximum

engine speeds. Make any adjustment that is necessary

c. Stop the engine and remove the spring housing as outlined in Steps I and 2.
assembly.

CAUTION: Do not permit the seal ring on the Adjust Idle Speed
piston to slide past the air inlet port, since the

seal ring will be damaged. With the maximum no-load speed properly adjusted,

the idle speed may be adjusted as follows:

d. Note the distance the piston is within the spring

housing when it is against the low maximum I. Refer to Fig. 5 and remove the spring housing to
speed screw, then remove the sleeve from the uncover the idle speed adjusting screw.
piston.

2. With the engine at normal operating temperature

NOTE: When checking this distance, the piston and with the buffer screw (Fig. 5) backed out to avoid
should be held tight against the adjustment contact with the differential lever, turn the idle speed
screw of the cover that is held in position, with adjusting screw until the engine is operating at
its gasket, against the end of the spring approximately 15 rpm below the recommended idle
housing. speed. The recommended idle speed is 450 rpm, but

may vary with special engine applications.

e. Remove a quantity of shims, from the shims

within the piston, equal to the distance noted in 3. Hold the idle screw and tighten the lock nut.
Step d.

4. Install the high-speed spring retainer cover and

f. Start the engine and position the engine speed tighten the two bolts.
control lever in the maximum speed position and

apply air pressure to the governor and note the

engine speed. Adjust Buffer Screw

g. Remove the air pressure from the governor and With the idle speed properly set, adjust the buffer
stop the engine, then install or remove shims as screw as follows:
required to obtain the correct high maximum no­

load speed. Removing shims will decrease the I. With the engine running at normal operating
engine speed and adding shims will increase the temperature, turn the buffer screw in so that it contacts

engine speed. the differential lever as lightly as possible and still

eliminates the engine roll.

NOTE: Each .0 IO " shim removed or added will

decrease or increase the engine speed approxi­ NOTE: Do not increase the engine idle speed
mately 10 rpm. more than I 5 rpm with the buffer screw.

2. Set the low maximum no-load engine speed. 2. Recheck the maximum no-load speed. If it has

increased more than 25 rpm, back off the buffer screw

a. With air pressure removed, adjust the low until the increase is less than 25 rpm.
maximum speed adjusting screw, with the speed

control lever held in the maximum speed position, 3. Hold the buffer screw and tighten the lock nut.

Page 93
 Engine Tune-Up DETROIT DIESEL

LI M I T I N G SPEED MECHANICAL GOVERNOR (Fast Idle Cylinder)

The limiting speed governor equipped with a fast idle

air cylinder is used on vehicle engines where the

SPRING CYLINDER FOLLOWER PISTON RETURN
engine powers both the vehicle and auxiliary
SPRING
equipment.

RING
�
The fast idle system consists of a fast idle air cylinder

installed in place of the buffer screw and a throttle INLET

locking air cylinder mounted on a bracket fastened to

the governor cover (Fig. !). An engine shutdown air

PLUNGER NUT RING SPRING O.RINGS
cylinder, if used, is also mounted on the governor
126
cover.

The fast idle air cylinder and the throttle locking air
Fig. 2 · Fast Idle Air Cylinder
cylinder are actuated at the same time by air from a

common air line. The engine shutdown air cylinder is

Operation
connected to a separate air line.

During highway operation, the governor functions as a

The air supply for the fast idle air cylinder is usually
limiting speed governor.
controlled by an air valve actuated by an electric

solenoid. The fast idle system should be installed so

For operation of auxiliary equipment, the vehicle is
that it will function only when the parking brake
stopped and the parking brake set. Then, with the
system is in operation to make it tamper-proof.
engine running, the low speed switch is placed in the

ON position. When the fast idle air cylinder is

The vehicle accelerator-to-governor throttle linkage is actuated, the force of the dual idle spring (Fig. 2) is
connected to a yield link so the operator cannot added to the force of the governor low-speed spring,
overcome the force of the air cylinder holding the thus increasing the engine idle speed.

speed control lever in the idle position while the

engine is operating at the single fixed high idle speed. The governor now functions as a constant speed

governor at the high idle speed setting, maintaining a

near constant engine speed regardless of the load

FULL
within the capacity of the engine. The fast idle system

4h 1 0 ' TRAVEL provides a single fixed high idle speed that is not

adjustable, except by disassembling the fast idle air

cylinder and changing the dual idle spring. As with all

STOP

CYLINDER RETURN CAP PISTON

ROD

FRONT

RUN

0
FAST IDLE AIR CYLINDER

SCREW
128

1172

Fig. I • Governor with Fast Idle Cylinder Fig. 3.Throttle Locking Air Cylinder

Page 94

/
 l
DETROIT DIESEL Engine Tune-Up

mechanical governors, when load is applied, the interfere with the governor adjustments. After the
engine speed will be determined by the governor normal idle speed setting is made, adjust the de­
droop.
energized fast idle air cylinder in the same manner as

outlined for adjustment of the buffer screw.

Adjust Governor
The throttle locking air cylinder is adjusted on its

Adjust the governor as outlined on page 84. However, mounting bracket so it will lock the throttle in the idle

before adjusting the governor gap, back out the de­ position when it is activated, but will not limit the

energized fast idle air cylinder until it will not throttle movement when not activated.

Page 95

I
 Engine Tune-Up DETROIT DIESEL

VARIABLE SPEED MECHANICAL GOVERNOR AND INJECTOR RACK

CONTROL ADJUSTMENT

The single weight governor is mounted on the front of required, loosen the lock nut and turn the adjusting

the blower and is driven by the upper blower rotor. screw in or out until a slight drag is noted on the

feeler gage.

After adjusting the exhaust valves and timing the fuel

injectors, adjust the governor and the injector rack 6. Hold the adjusting screw and tighten the lock nut.

control levers. Check the gap and readjust, if necessary.

NOTE: Before proceeding with the governor and 7. Secure the governor cover to the governor housing

injector rack adjustments, disconnect any with three regular screws, one special screw and lock

supplementary governing device. After the washers.

adjustments are completed, reconnect and

adjust the supplementary governing device. 8. Hook the torsion retracting spring on the special

cover screw and the stop lever (Fig. 2).

Adjust Governor Gap

Position Injector Rack Control levers

With the engine stopped and at operating tempera­

tures, adjust the governor gap as follows:

The position of the injector rack control levers must be

I. Disconnect any linkage attached to the governor
correctly set in relation to the governor. Their position
levers.
determines the amount of fuel injected into each

cylinder and ensures equal distribution of the load.

2. Back out the buffer screw until it extends
Properly positioned injector rack control levers with
approximately 5 / 8 " from the lock nut.
the engine at full load will result in the following:

3. Remove the governor cover.

I. Speed control lever at the maximum speed position.

4. Place the speed control lever (Fig. ) in the

2. Stop lever in the RUN position.
maximum speed position.

3. High-speed spring plunger on the seat in the

5. Insert a .006" feeler gage between the spring
governor control housing.
plunger and the plunger guide as shown in Fig. I. If

4. Injector fuel control racks in the full-fuel position.

Fig. 2 . Positioning No. 1 Injector Rack Control

Fig. 1 • Adjusting Governor Gap Lever

Page 96
 DETROIT DIESEL Engine Tune-Up

1. Loosen all of the inner and outer adjusting screws

INJECTOR FUEL - THROTTLE

coNTRoL TUBE 4R
O!R ·covrsot (Fig. 2). Be sure all of the injector rack control levers
LEVER z
· ROP, are free on the injector control tube.

2. Move the speed control lever to the full-fuel

position.

3. Move the stop lever to the run position. Hold it in

that position with light finger pressure. Turn the inner

adjusting screw of the No. 1 injector rack control lever

down until a step-up in effort is noted. This will place

the No. 1 injector rack in the full-fuel position. Turn

down the outer adjusting screw until it bottoms lightly

on the injector control tube. Then alternately tighten

both the inner and outer adjusting screws.

NOTE: Overtightening the injector rack control

lever adjusting screws can result in damage to

the injector control tube. The recommended

torque of the adjusting screws is 24-36 in-lb (3-4

Nm).

The above step should result in placing the governor

linkage and control tube assembly in the same position

• that they will attain while the engine is running at full

load.

Fig. 3 . Buffer and Idle Speed Adjusting Screw

4. To be sure of proper rack adjustment, hold the stop

lever in the run position and press down on the

NOTE: The cross link equalizer spring must be
injector rack with a screw driver or finger tip and note
removed from multiple engine units before
the "rotating" movement of the injector control rack
performing the individual engine tune-up. See
(Fig. 4) when the stop lever is in the run position.
Throttle Adjustment for Load Equalization on
Hold the stop lever in the full-fuel position and, using
Twin or Quad Units with Variable Speed a screw driver, press downward on the injector control

Mechanical Governors for procedure on remov­ rack. The rack should tilt downward (Fig. 5) and when

ing the cross link equalizer spring. the pressure of the screw driver is released, the control

rack should "spring" back upward.

Adjust the No. 1 injector rack control lever (Fig. 2)

If the rack does not return to its original position, it is
first, to establish a guide for adjusting the remaining
too loose. To correct, back off the outer adjusting screw
injector rack control levers.
slightly and tighten the inner adjusting screw.

The setting is too tight if, when moving the stop lever

from the STOP to the RUN position, the injector rack

becomes tight before the stop lever reaches the end of

I its travel as determined by the stop under the governor

cover. This will result in a step-up in effort required to

move the stop lever to the end of its travel. To correct

this condition, back off the inner adjusting screw

slightly and tighten the outer adjusting screw.

t 5. To adjust the remaining injector rack control levers,

remove the clevis pin from the fuel rod and the

injector control tube lever, hold the injector control

11609 racks in the full-fuel position by means of the lever on

the end of the control tube. Turn down the inner

adjusting screw on the injector rack control lever of

Fig. 4 . Checking Rotating Movement of the adjacent injector until the injector rack has moved

Injector Control Rack into the full-fuel position and the inner adjusting

screw is bottomed on the injector control tube. Turn

Page 97
 Engine Tune-Up DETROIT DIESEL

the outer
adjusting screw down until it bottoms lightly

on the injector control tube. Then alternately tighten

both the inner and outer adjusting screws.

SCREWDRIVER

6. Recheck the No. I injector rack to be sure that it

has remained snug on the ball end of the rack control

lever while positioning the adjacent injector rack. If

the rack of the No. I injector has become loose, back

off the inner adjusting screw slightly on the adjacent

injector control lever. Tighten the outer adjusting INJECTOR

CONTROL
screw.
RACK

7. Position the remaining injector rack control levers

as outlined in Steps 4 and 5.

8. When all of the injector rack control levers are

adjusted, recheck their settings. With the control tube

11610
lever in the full-fuel position, check each control rack

as in Step 4. All of the control racks must have the

same "spring" condition with the control tube lever in

the full-fuel position.

Fig. 5 • Checking Injector Control Rack

9. Insert the clevis pin in the fuel rod and the injector Movement

control tube lever.

Full-load Speed Stops Shims

10. Use a new gasket and replace the valve rocker

cover.
1450 to 1650 rpm 2

Amount required

1651 10 2150 rpm to get necessary

Adjust Maximum No-load Speed
speed

2 1 5 1 10 2300 rpm o

TABLE 2 . FOUR VALVE CYLINDER HEADS

All governors are properly adjusted before leaving the

factory. However, if the governor has been recondi­ 2. Remove the variable speed spring housing and the

tioned or replaced, and to ensure the engine speed will

variable speed spring plunger from inside the spring

not exceed the recommended no-load speed as given housing.

on the engine option plate, set the maximum no-load

speed as outlined below.

3. Refer to Table I and Fig. 6 and determine the

stops or shims required for the desired full-load speed

Start the en g ine and, after nor ma l o p eratin g
for engines with two valve cylinder heads. A split stop
temperature is reached, use an accurate tachometer to
can only be used with a solid stop.
determine the maximum no-load speed of the engine.

Then stop the engine and make the following

Refer to Table 2 and determine the stops or shims
adjustments, if required.
required for the desired full-load speeds for engines

with four valve cylinder heads.

I. Refer to Fig. 3 and disconnect the booster spring.

Full-Load Speed Stops Shims 4. I nst all the variable speed spring plunger and
I I

housing and tighten the two bolts. Start the engine and
1 2 00 +o 1425 rpm 2 Up to .325"
recheck the ma x imum no-load speed.
1426 to 1825 rpm I Up to .325"

Amount required 5. If required, add shims to obtain the necessary

1826 to 2 1 00 rpm o to get necessary
operating speed. For each .00 I " s h i m added, the
speed
operating speed will increase approximately I rpm.

TABLE 1 . T W O VALVE CYLINDER HEADS

IMPORTANT: If the maximum no-load speed is

raised or lowered more than 50 rpm by the

Page 98
 DETROIT DIESEL Engine Tune-Up

r
approximately 15 rpm below the recommended idle
IDLE SPEED
�LOCKNUT
speed. The recommended idle speed is 500-600 rpm,
ADJUSTMENT

SCREW
but may vary with special engine applications.

HOUSING.Af
_
4
__ so
4. Hold the idle speed adjusting screw and tighten the

lock nut.

SPRING

RETAINER

Adjust Buffer Screw.

SHIM

With the idle speed set at approximately I 5 rpm below

SPLIT
the recommended idle speed, the buffer screw may be
sour i STOP

TO. set as follows:

GASKET

I. With the engine running at normal operating

temperature, turn the buffer screw in so that it contacts

DIFFERENTIAL
the differential lever as lightly as possible and still
LEVER

eliminates engine roll.

OPERATING

SHAFT
NOTE: Do not increase the engine speed more
LEVER

than I 5 rpm with the buffer screw.

2. Hold the buffer screw and tighten the lock nut.

LOCKNUT

Adjust Booster Spring

With the engine idle speed adjusted, adjust the booster

spring as follows:
Fig. 6.Location of Stops and Shims

I. Move the speed control lever to the idle speed

installation or removal of the governor shims,
position.
the governor gap should be rechecked.

2. Refer to Fig. 3 and loosen the booster spring

NOTE: Governor stops are used to limit the
retaining nut on the speed control lever. Loosen the
compression of the governor spring which
nut and lock nut on the eye bolt at the opposite end of
determines the maximum speed of the engine.
the booster spring.

If re-adjustment of the governor gap is required, the

3. Move the spring retaining bolt in the slot of the
position of the injector racks must be rechecked.
speed control lever until the center of the bolt is on or

slightly over center toward the idle position of an

imaginary line through the bolt, lever shaft and eye

Adjust Idle Speed
bolt. Hold the bolt and tighten the lock nut.

With the maximum no-load speed properly adjusted,

4. Start the engine and move the speed control lever to
adjust the idle speed as follows:
the maximum speed position and release it. The lever

I . Place the speed control lever in the idle position and should return to the idle speed position. If it does not,

the stop lever in the run position. reduce the booster spring tension. If it does, continue

to increase the spring tension until the point is reached

2. With the engine running at normal operating where it will not return to idle. Then reduce the spring

temperature, back out the buffer screw to avoid contact tension until the point is reached where it will not

with the differential lever. return to idle. Then reduce the spring tension until the

lever does not return to idle and tighten the lock nut

3. Loosen the lock nut and turn the idle speed on the eye bolt. This setting will result in the minimum

adjusting screw until the engine is operating at force required to operate the speed control lever.

Page 99
 Engine Tune-Up DETROIT DIESEL

SUPPLEMENTARY GOVERNING DEVICE ADJUSTMENT

ENGINE LOAD LIMIT DEVICE

Engines with mechanical governors may be equipped Fig. I. M a k e sure the counterbores in the adjusting

with a load limit device (Fig. I) to reduce the screw plate are up. The rocker arm shaft bracket bolts

maximum horsepower. which fasten the adjusting screw plate to the brackets

are tightened to 75-85 lb-ft ( 1 0 2 - 1 1 5 Nm) torque. All

This device consists of a load limit screw threaded into other rocker arm shaft bracket bolts are tightened to
a plate mounted between two adjacent rocker arm 90-100 lb-ft (122-136 Nm) torque. Then adjust the
shaft brackets and a load limit lever clamped to the load limit device as follows:
injector control tube.

I. Loosen the load limit screw lock nut and remove the
The load limit device is located between the No. I and screw.
No. 2 cylinders of a three cylinder engine, between

the No. 2 and No. 3 cylinders of a four cylinder 2. Loosen the load limit lever clamp bolts so the lever
engine or between the No. 3 and No. 4 cylinders of a is free to turn on the injector rack control tube.

six cylinder engine.

3. With the screw out of the plate, adjust the load limit
When properly adjusted for the maximum horsepower screw lock nut so the bottom of the lock nut is 1 3/4"
desired, this device limits the travel of the injector from the bottom of the load limit screw (Fig. I) for
control racks and thereby the fuel output of the the initial setting.
injectors.

4. Thread the load limit screw into the adjusting screw

plate until the lock nut bottoms against the top of the

Adjustment plate.

After the engine tune-up is completed, make sure the 5. Hold the injector rack control tube in the full-fuel

load limit device is properly installed as shown in position and place the load limit lever against the

bottom of the load limit screw. Then tighten the load

limit lever clamp bolts.

LOAD LIMIT SCREW ADJUSTING SCREW PLATE

6. Check to ensure that the injector racks will just go

into the full-fuel position -- readjust the load limit

y lever if necessary.
ROCKER ARM

BRACKET

7. Hold the load limit screw to keep it from turning,

then set the lock nut until the distance between the

bottom of the lock nut and the top of the adjusting

screw plate corresponds to the dimension (or number

of turns) stamped on the plate. Each full turn of the

screw equals .042", or .007" for each flat on the

hexagon head.

NOTE: If the plate is not stamped, adjust the

MARKINGS ON load limit screw while operating the engine on a

ADJUSTING
dynamometer test stand and note the number
SCREW PLATE

of turns required to obtain the desired

horsepower. Then stamp the plate accordingly.

8. Thread the load limit screw into the plate until the

lock nut bottoms against the top of the plate. Be sure

11604

the nut turns with the screw.

9. Hold the load limit screw to keep it from turning,

Fig. 1 - Engine Load Limit Device then tighten the lock nut to secure the setting.

Page 100
DETROIT DIESEL Engine Tune-Up

POWER CONTROL DEVICE

The power control (torque limiting) device (Fig. 2) is The power control device is located between the No.

used, on some engines, to limit the maximum and No. 2 cylinders on a three-cylinder engine,

horsepower output at the wheels without diminishing between the No. 2 and No. 3 cylinders on a four­

the performance at lower speeds where full power may cylinder engine and between the No. 3 and No. 4

be required. It limits the horsepower at, or just below, cylinders on a six-cylinder engine.

the normal full-load governed speed. These limiting

characteristics are proportionately lessened as the

engine speed is reduced and the horsepower required

Adjustment
is reduced.

After the engine tune-up is completed, adjust the

This device consists of an adjusting screw threaded
power control device as follows:
into a plate mounted between two adjacent rocker arm

shaft brackets and a spring attached to a clamp on the

I. Place the vehicle on a chassis dynamometer and
injector control tube.
check the maximum wheel horsepower.

NOTE: The rocker arm shaft bracket bolts that

2. Loosen the power control spring attaching bolts.
retain the adjusting screw plate are tightened to
Then adjust the spring until it projects parallel to the
75-85 lb-ft (1 0 2 - 1 1 5 Nm) torque. All other
cylinder head when the injector control racks are held
rocker arm shaft bracket bolts are tightened to
in the full-fuel position. Tighten the spring attaching
90-100 lb-ft ( 1 2 2 - 1 3 6 Nm) torque.
bolts to 7-9 lb-ft ( 10 - 1 2 Nm) torque to retain the

adjustment.

3. Set the power control device, while holding the

injector control racks in the full-fuel position, by

LEVER
turning the adjusting screw down (clockwise) until it

just touches the spring and the lock nut is tight against

the plate. Then release the injector control racks.

CLAMP NOTE: Wipe the oil from the spring and the

bottom of the adjusting screw so the point of

contact can be seen readily.

( 4. Start the engine. Then, with the engine running at

full governed speed, check the horsepower. If

necessary, re-adjust the screw to obtain the specified

[SITTING
ADJUSTING horsepower. Turn the screw down to decrease the
SCREW
horsepower; turn the screw up to increase the
CLAMP
horsepower. When the desired wheel horsepower is

FULL FUEL obtained, hold the screw from turning and tighten the
POSITION
lock nut.
ROCKER

ARM

BRACKET
NOTE: If a dynamometer is not available, back
<1
4
ti up the lock nut the distance stamped on the
)'lo05
plate. Then turn the screw and lock nut down

together until the lock nut bottoms on the plate.

Hold the screw from turning and tighten the

Fig. 2.Power Control Device lock nut.

Page 101
Engine Tune-Up DETROIT DIESEL

THROTTLE DELAY MECHANISM

The throttle delay mechanism is used to retard full­ while the piston expels the oil from the cylinder

fuel injection when the engine is accelerated. This through an orifice. To permit full accelerator travel,

reduces exhaust smoke and also helps to improve fuel regardless of the retarded injector rack position, a

economy. spring loaded yield lever and spring assembly replaces

the standard lever on the front end of the injector

The throttle delay mechanism (Fig. 3) is installed control tube.

between the No. I and No. 2 cylinders on the cylinder

head. It consists of a special rocker arm shaft bracket

(which incorporates the throttle delay cylinder), a

Inspection

piston, throttle delay lever, connecting link, orifice

plug, ball check valve and U-bolt.

When inspecting the throttle delay hydraulic cylinder,

it is important that the check valve be inspected for

A yield lever and spring assembly replaces the
wear. Replace the check valve if necessary.
standard lever and pin assembly on the front end of

the injector control tube.

To inspect the check valve, fill the throttle delay

cylinder with diesel fuel oil and watch for check valve

leakage while moving the engine throttle from the idle

Operation
position to the full-fuel position.

Oil is supplied to a reservoir above the throttle delay

cylinder through an orifice plug in the drilled oil

passage in the rocker arm shaft bracket (Fig. 3). As Adjustment

the injector racks are moved toward the no-fuel

position, free movement of the throttle delay piston is Whenever the injector rack control levers are adjusted,

assured by air drawn into the cylinder through the ball disconnect the throttle delay mechanism by loosening

check valve. Further movement of the piston uncovers the U-bolt which amps
cl the lever to the injector

an opening which permits oil from the reservoir to control t u be . After the injector rack control levers have

enter the cylinder and displace the air. When the been positioned, the throttle delay mechanism must be

engine is accelerated, movement of the injector racks re-adjusted. With the engine stopped, proceed as

toward the full-fuel position is momentarily retarded follows:

ROCKER ARM SHAFT BRACKET

INJECTOR SPRING
(WITH THROTTLE DELAY CYLINDER)
TUBE

OIL THROTTLE DELAY

RESERVOIR LEVER

\
INJECTOR

/}{' TUBE

CYLINDER

HEAD
ORIFICE

I
FULL_. '_NO
YIELD THROTTLE DELAY
FUEL ' FUEL
12308
LEVER CHECK PISTON

VALVE

THROTTLE DELAY CYLINDER

Fig. 3_ - Throttle Delay Cylinder and Yield Link

Page 102
 Engine Tune-Up
DETROIT DIESEL

1. Refer to Fig. 4 and insert gage J 2 3 1 9 0 (.454" set­

ting) between the injector body and the shoulder on

the injector rack. Then exert a light pressure on the

injector control tube in the direction of full fuel.

2. Align the throttle delay piston so it is flush with the

edge of the throttle delay cylinder.

3. Tighten the U-bolt on the injector control tube and

remove the gage.

4. Move the injector rack from the no-fuel to the full­

fuel position to make sure it does not bind.

3557

Fig. 4 Adjusting Throttle Delay Cylinder

FUEL SHUT-OFF AIR CYLINDER ASSEMBLY

An air cylinder (Fig. 5) is mounted at the rear of the limiting speed governor requires a yielding fuel

cylinder head on some engines to move the injector control rod (Fig. 6). An engine equipped with an air

fuel control racks to the no-fuel position to stop the cylinder and a fuel modulating governor (Figs. 7 and

engine. The air cylinder permits the use of a governor 8) does not require the yielding rod because the

with a single control lever, eliminating the need of an torsion spring within the governor will perform the

off-on lever and the necessary operating linkage. same purpose.

The use of the air cylinder on an engine with a

Fig. 5 . Air Cylinder Used with Limiting Speed Fig. 6 · Yielding Fuel Rod Used with Limiting

Governor Speed Governor

Page 103
 Engine Tune-Up DETROIT DIESEL

INJECTOR

7 NTROL T

. '

f A4 • • v

f
f · i t

"
. .

\ -.- . .. . ' mm
Fig. 8 - Standard Fuel Rod Used with Fuel

Modulating Governor
Fig. 7 . A i r C y l i n d Used
e r with Fuel

Modulating Governor
I. Place the governor speed control lever in the

maximum speed position. Movement of the control

Operation
lever will move the injector racks to the full-fuel

position.
The fuel shut-off cylinder is actuated by air pressure.

The air enters the cylinder and forces the piston

2. Loosen the lock nuts on the air cylinder link (Fig. 59)
forward, thus overcoming the tension of the air
and lengthen the rod by turning the turnbuckle until
cylinder spring; the yielding fuel rod is used to move
the end of the slot contacts the pin in the end of the
the injector fuel control racks to the no-fuel position,
control tube lever. Then shorten the rod one complete
shutting the engine down. When the air pressure is
turn of the turn buckle and tighten the lock nuts.
released, the spring within the air cylinder moves the

piston to the end of its travel away from the engine

Adjusting the rod in this manner will permit the
allowing the yielding rod to expand, moving the
governor to move the injector control racks into the
injector racks into the full-fuel position required for
full-fuel position without coming to the end of the slot
engine starting.
in the air cylinder link.

Adjust Air Cylinder Linkage

After completing adjustment of the governor, adjust

the linkage between the fuel shut-off cylinder and the

injector control tube lever as follows:

ADJUSTMENT OF MECHANICAL GOVERNOR SHUTDOWN SOLENOID

When a governor shutdown solenoid is used on an that the linkage will travel as straight as possible. The

engine equipped with a mechanical governor, the

solenoid plunger has available I / 2 " travel which is
governor stop lever must be properly adjusted to
more than adequate to move the injector control racks
match the shutdown solenoid plunger travel.
from the full-fuel to the complete no-fuel position and

shutdown will occur prior to a tt aining complete travel.

The solenoid plunger can be properly aligned to the

governor stop lever as follows:

2. With the stop lever in the run position, adjust the

rod end eye or right angle clip for minimum

I . Remove the bolt connecting the rod end eye
engagement on the solenoid plunger when the
( va ri able speed governor) or the right angle clip

connecting bolt is installed. The oversize hole in the

(limiting speed governor) to the stop lever (Figs. 9

and 10). Align and cl a m p the lever to the sh utdo wn eye or clip will there by pe rmit the solenoid to sta rt

shaft in such a way that, at its mid-travel position, it is closing the air gap, with a resultant build-up of pull-in

perpendicular to the solenoid plunger. This assures force prior to initiating stop lever movement.

Page 104
 DETROIT DIESEL
Engine Tune-Up

SOLENOID

PLUNGER

CLAMPING

BOLT ROD END

EYE

STOP

_
_________ ½" TRAVEL

ID POSITION

RUN BOLT

CLEARANCE 1/32" MIN 11597

Fig. 9 • Typical Variable Speed Governor Lever Position

3. The bolt through the rod end eye or the right angle NOTE: The lock nut can be either on top of or

clip should be locked to the stop lever and adjusted to below the stop lever.

a height that will permit the eye or clip to float

4. Move the lever to the stop position and observe the
vertically. The clearance above and below the eye or
plunger for any possible bind. If necessary, loosen the
clip and the bolt head should be approximately
mounting bolts and realign the solenoid to provide
1/32" minimum.
free plunger motion.

Page 105
 Engine Tune-Up DETROIT DIESEL

CLEARANCE 1/32" IN

tock

SHUTDOWN
NUT
\
SHAFT

O
" TRAVEL

ID POSITION

•
CUP
I
CLAMPING

BOLT

PLUNGER

SOLENOID

11598

Fig. 10 Typical Limiting Speed Governor Lever Position

HYDRAULIC SG GOVERNOR AND INJECTOR RACK CONTROL ADJUSTMENT

After adjusting the exhaust valves and timing the fuel with a wrench and install the fuel rod knob. Use a

injectors, adjust the hydraulic governor and injector suitable wrench to tighten the knob against the lock

rack control levers. nut.

Adjust Fuel Rod Position Injector Rack Control Levers

I. Remove the governor cover and the rocker cover After the fuel rod is properly adjusted, adjust the rack
(Fig. 2). Loosen all of the inner and outer adjusting control levers as follows:
screws. Make sure all of the control levers are free on

the injector control tube.

I. Turn the outer adjusting screw (Fig. 2) in until a

slight movement of the injector control tube lever is

2. Loosen the fuel rod lock nut (Fig. I) and remove
observed. Then tighten the inner adjusting screw.
the fuel rod knob.

3. Turn the lock nut until 3 / 1 6 " of the fuel rod 2. Pull the fuel rod out and check for 1/ 3 2 " to
extends beyond the nut. Hold the lock nut in position 1 / 1 6 ' movement.

Page 106
DETROIT DIESEL Engine Tune-Up

the rack of No. I injector has become loose, back off

If the movement exceeds the distance specified, back

off the inner adjusting screw approximately 1/8 of a slightly on the inner adjusting screw on the No. 2

turn and tighten the outer adjusting screw. injector rack control lever. Tighten the outer adjusting

screw.

If the movement is Jess than the specified distance,

back off the outer adjusting screw approximately 1/8

When the settings are correct, the racks of both
of a turn and tighten the inner adjusting screw.
injectors must be snug on the ball end of the

respective rack control levers.

3. Disconnect the fuel rod from the injector control

tube lever.

6. Position the remaining injector rack control levers

4. Manually hold the No. I injector rack control lever as outlined in Steps 4 and 5.

in the full-fuel position and turn the inner adjusting

screw (Fig. 2) into the No. 2 injector rack control

When the settings are correct, the racks of all of the
lever until the injector rack has moved into the full­
injectors must be snug on the ball end of the rack
fuel position and the inner adjusting screw is bottomed
control levers when the control tube lever is held in the
on the injector control tube. Turn the outer adjusting
full-fuel position.
screw down until it bottoms lightly on the injector

control tube. Then alternately tighten both the inner

and outer adjusting screws. 7. Reconnect the fuel rod to the injector control tube

lever.

NOTE: Overtightening the injector rack control

lever adjusting screws can result in damage to Adjust Load Limit

the injector control tube. The recommended

torque of the adjusting screws is 24-36 in-lb (3-4 The load limit is set at the factory and further

Nm). adjustment should be unnecessary. However, if the

governor has had major repairs or the injector rack

control levers have been repositioned, the load limit

5. Recheck the No. I injector fuel rack to make sure
screw should be re-adjusted.
that it has remained snug on the ball end of the rack

control lever while adjusting the No. 2 injector rack. If

Fig. 2 . Positioning ·No. 1 Injector Rack Control

Fig. 1 · Adjusting Fuel Rod Lever

Page 107
 Engine Tune-Up DETROIT DIESEL

2. Place the fuel rod and terminal lever in the full-fuel

position.

3. Turn the load limit screw until a .020" space exists

between the fuel rod collar and the terminal lever,

then hold the screw and tighten the lock nu'

Adjust Speed Droop

The purpose of adjusting the speed droop is to

establish a definite engine speed at no-load with a

given speed at rated full load.

The governor is set at the factory and further

adjustment should be unnecessary. However, if the

governor has had major repairs, the speed droop

should be re-adjusted.

Use an accurate tachometer to determine the engine

speed.

When a full rated load on the unit is established and

the fuel rod, injector rack control levers and load limit

have been adjusted, the speed droop may be adjusted

as follows:

Fig. 3 . Adjusting Load Limit

I. Start the engine and operate it at approximately

one-half the rated no-load speed until the lubricating

oil has had an opportunity to warm-up.

With the injector rack control levers properly adjusted,

the load limit may be set as follows:

NOTE: When the engine lubricating oil is cold,

the governor regulation may be erratic. The

I. Loosen the lock nut (Fig. 3) and adjust the load
regulation should become increasingly stable as
limit screw to obtain a distance of approximately
the temperature of the lubricating oil increases.
2 " from the outside face of the boss on the governor

sub-cap to the end of the screw. 2. Stop the engine and remove the governor cover.

Fig. 4 · Adjusting Speed Droop Fig. 5 • Adjusting Maximum No-Load Speed

Page 108
DETROIT DIESEL Engine Tune-Up

3. Loosen the lock nut (Fig. 5) and back off the 2. With the engine operating at no-load, adjust the

maximum speed adjusting screw approximately 3 / 8 " . engine speed until the engine is operating at

approximately 8% higher than the rated full-load

4. Refer to Fig. 4 and loosen the speed droop speed.

adjusting screw. Move the speed droop adjusting

bracket so the screw is midway between the ends of 3. Turn the maximum speed adjusting screw (Fig. 5)

the slot in the bracket. Tighten the screw. in lightly until contact is felt with the linkage in the

governor.

5. With the throttle in the RUN position, adjust the

speed until the engine is operating at 5% above the 4. Hold the adjusting screw and tighten the lock nut.

recommended full load speed.

5. Install the governor cover.

6. Apply the full rated load on the engine and re­

adjust the engine speed to the correct full-load speed.

Governors with Synchronizing Motor

7. Remove the rated load and note the engine speed

after the speed has stabilized under no-load. If the

speed droop is correct, the engine speed will be Some hydraulic governors are equipped with a
approximately 5% higher than the full-load speed. reversible synchronizing motor which is mounted on

the governor cover (Fig. 6). This motor makes a close

If the speed droop is too high, stop the engine, loosen adjustment of the engine speed possible by remote
the screw a g ain and move the speed droop adjusting control and is especially valuable for synchronizing
bracket IN (toward the engine). Tighten the screw. To two generators from a central control panel.
increase the speed droop, move the droop adjusting

bracket OUT (away from the engine).

The motor is connected to the source of electrical

supply through a two-way switch located on the control

If the speed droop in the governors of power
panel. When this switch is held in the desired position,
generator engines are not the same, the electrical load
the motor shaft turns the governor speed adjusting
will not be equally divided when the generators are
shaft by means of a reduction gear and slip coupling.
operated in parallel.
The position of the switch determines the direction of

rotation of the speed adjusting shaft. When the

The speed droop bracket in the governor of each
desired engine speed is indicated on a tachometer or
engine must be adjusted to obtain the desired
frequency meter mounted on the control panel, the
variation between the engine no-load and full-load
switch is placed in the "OFF" position.
speeds shown in Table I.

SYNCHRONIZING • DROOP

oroR ADJ, KNOB

The recommended speed droop at full-load for power

generator sets operating in parallel is 50 rpm (2-1/2

cycles) at !000 and 1200 rpm. For generator sets

operating at I 500 and I 800 rpm, the speed droop FRICTION

DRIVE

should be 75 rpm ( 2 - 1 / 2 cycles). The speed droop may

be varied to suit the particular application.

MIN, DROOP
_. � .....

­
SETTING

SCREW

Adjust Maximum No-load Speed . .

With the speed droop properly adjusted, set the

maximum no-load speed as follows: iii\\\!' ' "''.:,�- ·_ .,,1; .

I . Loosen the maximum speed adjusting screw lock nut
LOAD L
and back the adjusting screw out three turns.
ADJ. SCREW

Foll Load No-Load COMPENSATING

4
I
MAX. SPEED NEEDLE

ADJ. SCREW VALVE

50 cycles 1000 rpm 52.5 cycles 1050 rpm

60

50
cycles

cycles
1200

1500
rpm

rpm
62.5

52.5
cycles

cycles
1250

1575
rpm

rpm
r_ 10

60 cycles 1800 rpm 62.5 cycles 1875 rpm

TABLE 1 Fig. 6.Typical Synchronizing Motor Mounting

Page 109
Engine Tune-Up DETROIT DIESEL

NOTE: If the switch is held in the "Lower the governor after the shaft strikes the

Speed" position too long, the synchronizing adjusting screw.

motor will continue to lower the engine speed

and the engine will ultimately stop. If the switch The adjustments on a governor equipped with a

is held in the "Raise Speed" position too long synchronizing motor are the same as on a governor

the synchronizing motor will turn the speed without the motor. If the governor does not have an

adjusting shaft until it strikes the maximum external droop setting screw (Fig. 6), the governor

speed adjusting screw. The clutch or slip cover and motor assembly must be removed when the

coupling will slip and the motor will continue to engine speed droop is set. Reinstall the governor cover

run at a slightly reduced speed without affecting and motor to check the speed droop.

HYDRAULIC WOODWARD PSG GOVERNOR AND INJECTOR RACK

CONTROL ADJUSTMENT

Adjust engines with hydraulic governor assemblies 3. Turn the lock nut to a position so that 13/16" of

after adjusting the exhaust valves and timing the fuel the fuel rod extends beyond the nut. Install the fuel

injectors as follows: rod knob and tighten the lock nut.

Adjust Fuel Rod Position Injector Rack Control Levers

I. Remove the governor cover. Refer to Fig. I and With the fuel rod properly adjusted, the rack control

loosen all of the inner and outer injector rack control levers may be adjusted as follows:

lever adjusting screws. Be sure all of the control levers

I. Turn the outer adjusting screw (Fig. 2) in until a
are free on the injector control tube.
slight movement of the injector control tube lever is

observed. Tighten the inner adjusting screw.

2. Loosen the fuel rod lock nut and remove the fuel

rod knob.
2. Pull out on the fuel rod and check for l /32' to

1 / 1 6 " movement.

Fig. 1 - Adjusting Fuel Rod Fig. 2.Positioning No. 1 Injector Rack

Page 110
 DETROIT DIESEL Engine Tune-Up

If the movement exceeds that specified, back off the and the terminal lever. Hold the screw and tighten the

inner adjusting screw approximately I /8 of a turn and lock nut.

tighten the outer adjusting screw.

Compensation Adjustment

If the movement is less than that specified, back off the

outer adjusting screw approximately 1/8 of a turn and After the temperature of the engine and the oil

tighten the inner adjusting screw. supplied to the governor have reached their normal

operating values, adjust the governor compensation

without load on the engine as follows:

3. Disconnect the fuel rod from the injector control

tube lever.
I . Open the compensating needle valve (Fig. 6) two or

three turns with a screw driver and allow the engine to

4. Hold onto the clevis at the end of the injector "hunt" or "surge" for about one-half minute to bleed

control tube and position the No. I injector in the trapped air from the governor oil passages.

full-fuel position and turn down the inner adjusting

screw of the No. 2 injector until the injector rack 2. Graduall y close the needle valve until " hunting"

control lever for that injector contacts the injector just stops. Do not go beyond this position. Check the

body. This may be felt at the clevis end by a slight amount of needle valve opening by closing the valve

movement as contact is made. completely, noting the amount required to close. Open

the valve to the previously determined opening at

Tighten the outer adjusting screw until it bottoms which "hunting" stopped. Test the action by manually

lightly on the injector control tube. Then alternately disturbin g the engine speed. The engine should return

tighten both the inner and outer adjusting screws. promptly to the original steady speed with only a small

overshoot. The correct needle valve setting will be

5 . M a k e sure the rack remains snug on the pin of the between 1 / 8 and 1 / 2 turn open.

rack control lever at the No. I injector.

It is desirable to have as little compensation as

If the rack of the No. I injector has become loose, possible. Closing the needle valve farther than

back off slightly on the inner adjusting screw at the necessary will make the governor slow to return to

No. 2 injector rack control lever. Tighten the outer normal speed after a load change.

adjusting screw.

Adjust Speed Droop

Whel the settings are correct, the rack of both

injectors must be snug on the pin of their respective

The purpose of adjusting the speed droop is to
rack control levers.
establish a definite engine speed at no load with a

given speed at rated full load.

6. Position the remaining rack control levers as

outlined in Steps 4 and 5.

When the settings are correct, the racks of all injectors

must be snug on the pins of the rack control levers

when the control tube lever is held in the full-fuel

position.

Adjust Load Limit

The load limit is set at the factory and further

adjustment should be unnecessary. However, if the

governor has had major repairs or the injector rack

control levers have been repositioned, the load limit

screw should be adjusted.

With the injector rack control levers properly adjusted,

the load limit may be set as follows:

I. Place the fuel rod and the terminal lever in the full­

fuel position as shown in Fig. 3.

2. Loosen the lock nut and turn the adjusting screw Fig. 3 - Setting Maximum Fuel Adjusting Screw

until a .020" space exists between the fuel rod collar (Load Limit)

Page 111
 Engine Tune-Up DETROIT DIESEL

5. With the throttle in the RUN position, adjust the

engine speed until the engine is operating at 3% to 5%

TERMINAL above the recommended full-load speed.

LEVER

6. Apply the full rated load on the engine and adjust

the engine speed to the correct full-load speed.

7. Remove the rated load and note the engine speed

after the speed stabilizes under no load. If the speed

droop is correct, the engine speed will be approxi­

mately 3% to 5% higher than the full-load speed.

If the speed droop is too high, stop the engine and

again loosen the bolt and move the droop adjusting

bracket IN toward the engine. Tighten the bolt. To

increase the speed droop, move the. droop adjusting

bracket OUT, away from the engine.

The speed droop in governors which control engines

driving generators in parallel should be identical,

otherwise the electrical load will not be equally

divided.

Fig. 4 . Adjusting Speed Droop

Adjust the speed droop bracket in each engine

governor to obtain the desired variation between the

The governor droop is set at the factory and further engine no-load and full-load speeds shown in Table I.
adjustment should be unnecessary. However, if the

governor has had major repairs, the speed droop

should be adjusted. The recommended speed droop of generator sets

operating in parallel is 50 rpm (2 1 / 2 cycles) for units

The best method of determining the engine speed is operating at 1000 and 1200 rpm and 75 rpm (2 1/2

by the use of an accurate tachometer. cycles) for units operating at 1500 and 1800 rpm full

load. This speed droop recommendation may be

If a full rated load on the unit can be established, the varied to suit the individual application.

fuel rod, injector control rack levers, and load limit

have been adjusted, the speed droop may be adjusted

as follows:

I. Start the engine and run it at approximately one­

half the rated no-load speed until the lubricating oil

temperature stabilizes.

NOTE: When the engine lubricating oil is cold,

the governor regulation may be erratic. The

regulation should become increasingly stable as

the temperature of the oil increases.

2. With the engine stopped, remove the governor

cover.

3. Loosen the lock nut (Fig. 5) and back off the

maximum speed adjusting screw approximately 3 / 8 " .

4. Refer to Fig. 4 and loosen the droop adjusting bolt.

Move the bracket so that the bolt is midway between

the ends of the slot in the bracket. Tighten the bolt. Be

sure the bracket remains on the shoulder of the Fig. 5 Setting Maximum Speed Adjusting

terminal lever. Screw

Page 112
 DETROIT DIESEL Engine Tune-Up

r
Full-Load No-Load r
MAXIMUM DROOP
I

SETTING SCREW

50 cycles 1000 rpm 52.5 cycles 1050 rpm

60 cycles 1200 pm 62.5 cycles 1250 pm

50 cycles 1500 +om 52.5 cycles 1575 +pm

60 cycles 1800 pm 62.5 cycles 1875 1pm

TABLE I

A single engine unit equipped with an isochronous SLIDER

type hydraulic governor may operate at a constant ARM

frequency by setting the governor droop to zero.

However, when operating generator sets in parallel,

the governor of each unit must be set with an equal

amount of droop for stable operation and proper

division of the load.

MINIMUM DROOP
If required, the zero droop setting may be carried out
12295
SETTING SCREW
by performing Steps I through 7 as outlined, except

adjust for zero droop instead of 3% 10 5% as stated.

Fig. 7 . External Droop Control on PSG

Adjust Maximum No-load Speed
Isochronous Governor

With the speed droop properly adjusted, set the approximately 8% higher than the rated full-load
maximum no-load speed as follows: speed.

I. Loosen the lock nut and back out the maximum

3. Turn the maximum speed adjusting screw (Fig. 5)
speed adjusting screw three turns.
in lightly until contact is felt with the linkage in the

governor.
2. With the engine operating at no-load, adjust the

engine speed until the engine is operating at 4. Hold the screw and tighten the lock nut. Install the

governor cover.
SYNCHRONIZING DROOP

oro ADJ. KNOB

Governors with Synchronizing Motor

FRICTION

DRIVE
On some hydraulic governors, a reversible electric

synchronizing motor (Fig. 6) is mounted on the

governor cover. This motor permits close adjustment

MIN, DROOP of the engine speed by remote control. This feature is

SETTING

SCREW especially valuable when synchronizing two generators

from a central control panel.

When the two-way control switch on the central

control panel is closed by the operator, the motor shaft

turns the governor speed adjusting shaft by means of

to the reduction gear and slip coupling. The direction of

ADJ
rotation (clockwise or counterclockwise) is dependent

upon the position of the switch. When the desired

COMPENSATING

MAX. SPEED NEEDLE engine speed is indicated on a tachometer or

ADJ. SCREW VALVE
frequency meter on the panel, the operator returns the

switch to the "OFF position.

If the switch is held in the "Lower Speed" position too

long, the synchronizing motor will continue to lower

Fig. 6 . Typical Synchronizing Motor Mounting the engine speed until it ultimately shuts the engine

and Drive Assembly down. Should the switch be held too long in the "Raise

Page 113
 Engine Tune-Up DETROIT DIESEL

Speed" position, the motor will turn the governor slowly to reduce governor hunting. The correct needle

shaft until the shaft strikes the maximum speed valve setting will be between /8 and 1 / 2 turn open.

adjusting screw, after which the clutch will slip and the

motor will continue to run at a slightly reduced speed 4. Back out the minimum and maximum droop setting

without further effect. screws.

5. Loosen the droop adjusting knob (Fig. 7) and move

The adjustments on the governor equipped with a
the slider all the way in toward the engine, and then
synchronizing motor are the same as on units without
tighten the knob.
a synchronizing motor. The synchronizing motor is

used in place of the vernier throttle control knob to

6. Loosen the lock nut on the maximum speed
raise and lower the engine speed.
adjusting screw and turn the screw out until 5 / 8 " of

the threads are exposed.

The governor cover and motor assembly must be

removed when setting the engine droop. The desired 7. With the engine operating at the recommended full­
engine speeds may be obtained by manually turning load speed, apply the full rated load and re-check the
the worm drive while the cover is removed.
engine speed. If required, re-adjust the engine to full­

load speed by means of the synchronizing motor.

Governors with External Droop Control 8. Remove the load and note the engine speed. If the

zero droop setting is correct, the engine speed will

Some PSG governors have an external adjustable remain constant. If the engine speed is higher, loosen
droop control to enable droop adjustment without the the droop adjusting knob and set the slider to a

removal of the governor cover. Units having a reduced droop position.

governor with this feature may be paralleled with

another unit that is operating at constant frequency 9. When the desired minimum droop setting is

(zero droop). The incoming unit should have its droop reached, loosen the lock nut and turn the minimum

bracket set in the maximum position while it is being droop setting screw inward until it contacts the droop

paralleled and while operating in parallel. When it is linkage within the governor. This will be felt by a step­

desired to stop the unit operating at constant up of resistance while turning the adjusting screw.

frequency, the load should be shifted to the incoming Lock the adjusting screw.

unit and its governor droop bracket moved to zero

droop. The outgoing unit can then be adjusted to 10. Loosen the droop adjusting knob and slide the

maximum droop, removed from the line and stopped. droop bracket in a direction to increase the droop.

The incoming unit will now be carrying the load and

operating at constant frequency (zero droop). Perform Steps 7 and 8 to check the droop until the

desired maximum droop is attained.

Adjustment of governor droop by the external

adjustable droop control should be performed as 11. When the desired maximum droop setting is
follows: reached, loosen the lock nut and turn the maximum

droop setting screw inward until it contacts the droop

I . Start the engine, and run it at approximately one­ slider arm. Lock the adjusting screw.
half the rated full-load speed until the lubricating oil

temperature stabilizes. 12. Recheck the minumum and maximum droop

setting as outlined in Steps 7 and 8 and adjust the

2. Remove the load from the engine. adjustment screws if necessary until the correct settings

are attained.
3. Back off the needle valve to release any air that may

be trapped in the system. Turn the needle valve in 1 3 . Adjust the maximum no-load speed.

Page 114

I
 DETROIT DIESEL Engine Tune-Up

MECHANICAL OUTPUT SHAFT GOVERNOR AND LINKAGE ADJUSTMENT

A Pierce mechanical governor is used to maintain a adjusting spring. This spring tension is established by

near constant output shaft speed on engines equipped the operator when he moves the output shaft governor

with a torque converter. The governor may be speed adjusting lever to the desired speed setting.

mounted at the front of the engine (Fig. I) and driven

by a flexible shaft from the converter output shaft, or

The engine gov ernor operating lever is positioned by
may be mounted on the torque converter and gear
the operator to limit the maximum fu el input to the
driven from the output shaft (Fig. 2).
engine. For most purposes, such as drag line and

shovel operation, the lever is advanced to its maximum

Lubrication for the direct driven governor is provided
position to permit the output shaft governor to obtain
by an external oil line from the torque converter. The
full power from the engine. The lever may be used as

engine mounted governor is lubricated by engine oil

an overrule lever when performing such j obs as aying
l

contained within the governor housing. The governor

of structural steel. A spring is used to return the lever
sump is filled through the hinged cap .oiler until the oil
to the i dle position. Travel of the governor operating
begins to drip out of the oil level hole. After filling, a
lever is limited by a stop ( bolt).
plug is installed in the oil level hole to prevent

leakage.
The engine g overnor throttle control lever is pinned to

the throttle shaft. The engine governor operating ever

l
The output shaft governor· is connected to the engine
is mounted below the throttle control lever and rides
governor by control rods and levers (Figs. 1 and 2).
on the throttle shaft boss on the overnor cover.
g T he
The control rod end ball joints are sealed assemblies
output shaft governor lever is mounted above the
and do not require lubrication. However, the throttle

control shaft bearings should be lubricated periodi­ throttle control lever and is retained on the haft by
s a

cally with all purpose grease through the grease snap ring. A stop pin, pressed into the throttle control

fittings. Other moving parts of the control linkage lever, transmits movement of the output shaft

should be lubricated with engine oil. governor lever and / or engine governor operatin g lever

through the throttle control lever to the injector racks.

The torsion spring, used to retain the throttle control

The centrifugal force of the revolving output shaft
lever stop pin against the output shaft governor ever,
l
governor flyweights is converted into linear motion

which is transmitted through a riser, thrust bearing, yields to permit the governor operating lever to move

operating fork, and rocker shaft to an external speed the throttle control lever toward the idle position,

adjusting spring. The speed of the torque converter regardless of the position of the output shaft governor

output shaft is governed by the tension of the speed lev er. A slot in the underside of the governor cover

DROOP ADJUSTING EYE BOLT SPEED ADJUSTING

OUTPUT SHAFT CABLE
SPRING
DRIVE COUPLING

ROCKER SHAFT

LE VER

Fig. 1 • Flexible Shaft Driven Output Shaft Governor and Linkage

Page 115
 Engine Tune-Up DETROIT DIESEL

SPEED

ADJUSTING

SPRING

SPRING

LEVER

DROOP

ADJUSTING

EYE BOLT

A ROCKER

SHAFT

LEVER

3776

Fig. 2 · Gear Driven Output Shaft Governor and Linkage

hub limits the travel of the throttle control lever in Operation

both its maximum and minimum speed positions.

When the output shaft governor speed adjusting lever

is advanced, the tension on the speed adjusting spring

is increased. The force resulting from the increased

Movement of the output shaft governor speed
spring tension is transmitted through the rocker shaft
adjusting lever is limited by the maximum and
lever and control linkage to the throttle control lever
minimum speed adjusting bolts.
which advances the injector racks. Engine speed

increases, as a result of the increased fuel, until the

output shaft governor weight force is sufficient to

The engine shutdown lever is connected through a
balance the increased spring tension. The weights then
shaft to another lever, under the governor cover, which

bears against the pin in the differential lever. To stop move against the spring and reduce the injector rack

the engine, the shutdown lever is used to move the fuel setting to an amount sufficient to maintain the

differential lever to the no-fuel position. higher engine speed setting.

Page 116
 Engine Tune-Up
DETROIT DIESEL

Should the operator move the speed adjusting shaft NOTE: This operation closes the low speed gap

lever to a decreased speed position, the tension on the which may require more torque than is

speed adjusting spring will decrease and the governor available from the torsion spring between the

weights will overcome the spring tension and move the above two levers. Thus, it is important that they

rocker shaft lever to a decreased fuel position. The be held together, permitting no space between

engine speed will be reduced until the force of the the throttle control lever pin and the arm of the

output shaft governor weights equals the tension of the output shaft governor lever.

speed adjusting spring. The engine will then operate at

6. Adjust the flexible-shaft driven output shaft
the desired reduced engine speed.
governor rod length until it will just slide into the

When a load is applied to the unit, the output shaft inner hole of the output shaft governor lever (Fig. I).

slows down and the force exerted by the governor Then increase the length of the rod until there is

flyweights is reduced, allowing the spring to move the approximately .020" clearance between the stop pin

rocker shaft lever to an increased fuel position to and the output shaft governor lever, and the bend in

provide sufficient power to equal the new load. the rod is positioned as shown in Fig. I. Tighten the

adjustment.

When the load on the unit is removed, the output

shaft speed will increase and the force exerted by the To adjust the linkage between the output shaft

governor flyweights will increase, overcoming the governor (mounted on the torque converter) and the

spring tension and moving the rocker shaft lever to a engine governor, loosen the output shaft governor rod

decreased fuel position to reduce the power to match clamping bolt in the ball joint in the rear cross shaft

lever (Fig. 2). Next, move the output shaft governor

the reduced load.
rod until there is approximately .020" clearance

between the stop pin and the output shaft governor

lever. Then tighten the clamping bolt securely.

Tune-Up

NOTE: The engine governor control rod is

Adjust the exhaust valve clearance, time the injectors
connected to the outer bolt hole in the output
and adjust the engine and output shaft governors as
shaft governor lever on units equipped with a
follows:
rear mounted output shaft governor.

I. Adjust the exhaust valve clearance and time the fuel

7. Adjust the governor operating lever return spring by
injectors.
retaining the rocker shaft lever in the full-speed

2. Disconnect the output shaft governor rod and the position and increasing the tension on the spring by

linkage to the engine governor operating lever. Then adjusting the eyebolt and nuts, until the tension of the

adjust the engine governor as outlined under Limiting torsion spring is overcome and the throttle control

Speed Mechanical Governor and Injector Rack Control lever is moved against its stop in the idle position.

Adjustment.
8. Move the output shaft governor speed adjusting

NOTE: Set the no-load engine speed to that lever to the minimum speed position and start the

specified on the engine option plate. The no­ engine.

load speed varies with the converter used and

9. Advance the output shaft governor speed adjusting
the maximum output shaft speed setting.
lever to the desired maximum output shaft speed and

3. Reconnect the linkage to the governor operating adjust the maximum speed adjusting bolt to retain the

lever and check the total travel of the operating lever. lever.

The lever should move to the stop (bolt) in one

direction and the governor lever return spring should IO. Move the output shaft governor speed adjusting

move the lever, in the other direction, until the throttle shaft lever to the desired minimum speed position and

control lever reaches the end of its travel. adjust the minimum speed adjusting bolt to retain the

lever.

4. Move the governor operating lever to the maximum

1 1. Recheck the output shaft maximum and minimum
speed position (against the stop bolt).
speeds and readjust the position of the speed adjusting

5. Move the output shaft governor rocker shaft lever to bolts, if necessary.

the maximum fuel position and retain it by moving

the speed adjusting lever to the full-speed position. 12. To check the unit for stability as affected by

Then move the output shaft governor lever and the governor speed droop, move the speed adjusting shaft

throttle control lever together to the maximum speed lever, with the engine operating at no load, to the

maximum speed position. Then move the output shaft

position and retain them there.

Page 117
 Engine Tune-Up DETROIT DIESEL

governor rod to cause a speed decrease of several NOTE: The eye of the bolt must be in a

hundred rpm. Release the rod and check for hunting horizontal plane to avoid twisting the spring.
when the governor returns the engine to the maximum

speed setting. If the engine stabilizes in less than three

b. Reset the maximum engine no-load speed, if
surges, the droop may be set too high; if the engine
necessary, as outlined in Steps 9 and I O .
does not stabilize in five surges, the droop may be set

too low. Set the speed droop as follows:

c. Recheck the speed droop. The engine speed should

a. If the engine hunts less than three surges, back off
be stable when the governor droop is 7-1/2% to
the inner speed adjusting spring eyebolt nut one
10% of the full-load speed. For example, at an
full turn and tighten the outer nut one turn to
output shaft speed setting of 1800 rpm full load,
retain the adjustment. If the engine hunts more
the output shaft speed droop should be 150 to 200
than five surges, back off the outer speed adjusting

spring eyebolt nut one full turn and tighten the rpm. Therefore, the no-load output shaft speed

inner nut one turn to retain the adjustment. should be set at 1950 to 2000 rpm.

Page 118
DETROIT DIESEL Engine Tune-Up

HYDRAULIC OUTPUT SHAFT GOVERNOR AND LINKAGE ADJUSTMENT

A hydraulic governor is used to maintain a near fittings. Other moving parts of the control linkage

constant output shaft speed on engines equipped with should be lubricated with engine oil.

a Series 500 or larger Torqmatic converter. The

governor is mounted on the converter and gear driven

In most applications, such as drag line and shovel

operation, 1t 1s desirable to have the output shaft

from the output shaft.
governor control the fuel input to maintain a relatively

constant output shaft speed. The output shaft speed

The output shaft governor is connected to the engine
will be constant up to full power of the engine, except
governor by control rods and levers (Figs. I and 2).
for the amount of governor droop. The speed setting
The control rod end ball joints are sealed assemblies of the engine governor must be sufficiently higher than
and do not require lubrication. However, the throttle the speed setting of the output shaft governor so the

control shaft bearings should be lubricated periodi­ engine governor will not reduce the fuel input to the

cally with all purpose grease through the grease engine before full power is required by the output

17 14 13
18

20
3

16

DECREASE
INCREASE
TAIL SHAFT
\
TAIL SHAFT
SPEED
SPEED

VIEw OF

OPPOSITE SIDE

OF GOVERNOR

20 19

1 1
2

11850

9 Bolt 14 Link-- S l i d i n g
1 Lever--Throttle Control 19 Spring--Governor
10 Lever--Output Shaft 15 Bolt
2 Lever--Shut Down Lever Return

Governor Control 16 Screw--Maximum Speed

3 Lever--Governor Operating 20 Lever--Output Shaft
11 Rod--Output Shaft Limit Adjusting Governor
4 Lock Nut--Turnbuckle
Governor 17 Screw--Minimum Speed 21 Pin--Stop
5 Lock Nut--Turnbuckle
12 Lever--Speed Limit Adjusting
6 Lever-Throttle Control 22 Bolt--Stop
Control 18 Screw--Maximum Fuel
Rear Cross-Shaft 23 Spring--Torsion
Rod--Engine Governor 13 Wing Nuts--Speed Adjusting
7

Turnbuckle Adjusting
8

FIG. 1 - Hydraulic Output Shaft Governor and Linkage (Type A)

Page 119
 Engine Tune-Up DETROIT DIESEL

shaft governor. As load is applied to the output shaft, outlined under Limiting Speed Mechanical Governor

the output shaft speed will decrease gradually up to and Injector Rack Control Adjustment.

the amount of the output shaft governor droop at full

load. At the same time, the engine speed will gradually I. Connect the linkage to the governor operating lever

increase until full load is reached. (Fig. I) and check the total travel of the lever. The

lever should move to the stop oolt in one direction and

In some types of operation, such as laying of structural the governor lever return spring should move the

steel, it is desirable to operate the unit with a very low lever, in the other direction, until the throttle control

output shaft speed. This speed could be so low that the lever reaches the end of its travel.

output shaft governor ball head assembly would not

actuate the governor pilot valve and spring seat 2. Move the governor operating lever to the maximum

assembly. In such applications, the engine governor speed position (against the stop bolt).

operating lever (6), Fig. I, or the remote throttle

control lever ( 1 ), Fig. 2, used as an overrule lever, can 3. Move the output shaft governor control lever to the

be moved toward the idle speed position sufficiently to full-fuel position and retain it by moving the speed

provide the desired low output shaft speed. Output control lever to the maximum speed position. Then

shaft speeds down to zero can be obtained through move the output shaft governor lever (on the engine

this type of engine governor control. The engine governor cover) and the throttle control lever together

governor would maintain control unless the output to the maximum speed position and retain them there.

shaft speed increased to the speed setting of the output

shaft governor. NOTE: This operation closes the low speed gap

(in the engine governor) which may require

more torque than is available from the torsion

Two types of governor control linkages are in use. The
spring between the two levers. Thus, it is
adjustment procedure for each type is outlined in the
important that they be held together, permit­
following paragraphs.
ting no space between the throttle control lever

pin and the arm of the output shaft governor

lever.
Adjustments (Type A - Fig. I)

4. To adjust the linkage between the output shaft

The engine governor throttle control lever (Fig. D is governor and the engine governor, loosen the output

pinned to the throttle shaft. The engine governor shaft governor rod clamping bolt in the ball joint in

operating lever is mounted below the throttle control the rear cross-shaft lever. Next, move the output shaft

lever and rides on the throttle shaft boss on the governor rod until there is approximately .020" clear­

governor cover. The output shaft governor lever is ance between the stop pin and the output shaft

mounted above the throttle control lever and is governor lever. Then tighten the clamping bolt

retained on the shaft by a snap ring. A stop pin, securely.

pressed into the throttle control lever, transmits

movement of the output shaft governor lever and/or NOTE: The engine governor control rod is

engine governor operating lever through the throttle connected to the outer bolt hole in the output

control lever to the injector racks. The torsion spring, shaft governor lever.

used to retain the throttle control lever stop pin

against the output shaft governor lever, yields to 5. To adjust the governor operating lever return
permit the governor operating lever to move the spring, retain the output shaft governor control lever
throttle control lever toward the idle position, in the full-fuel position and increase the tension on

regardless of the position of the output shaft governor the spring by adjusting the eyebolt and lock nuts until

control lever. A slot in the underside of the governor the tension of the torsion spring is overcome and the
cover hub limits the travel of the throttle control lever throttle control lever is moved against the stop in the
in both the maximum and minimum speed positions. idle position.

The engine shutdown lever is connected through a

shaft to another lever, under the governor cover, which Final Adjustments
bears against the pin in the differential lever. To stop

the engine, the shutdown lever is used to move the Move the output shaft governor lever in the idle speed
differential lever to the no-fuel position. position and start the engine.

The following linkage and governor adjustments After the engine reaches normal operating tempera­

should be made with the engine stopped, after the ture, advance the output shaft governor speed control

limiting speed engine governor has been adjusted as lever to the maximum speed position and check the

Page 120
 DETROIT DIESEL Engine Tune-Up

29 26 25
30

28

1 3

INCREASE
DECREASE

TAIL SHAFT TAIL SHAFT

SPEED
SPEED

VIEW OF

OPPOSITE SIDE

OF GOVERNOR

21

11846

I Lever--Remote T h r o t t l e Control 8 Lock Nut--Turnbuckle 18 Lock Nut 26 Link--Sliding

9 Lock Nut--Turnbuckle 19 Bl+--Spring 27 Bolt

2 Lever--Governor Throttle
20 Bearing--Rod End 28 Screw--Maximum Speed
Control l l Lever--Throttle Control

3 Bolt Rear Cross-Shaft 21 Rod--Throttle Limit Adjusting

4 Lever--Governor Stop 12 Rod--Throttle 22 Bearing--Rod End 29 Screw--Minimum Speed

5Cam--Governor 13 Turnbuckle 24 Lever--Speed Limit Adjusting

6 Lever--Governor Speed 14 Bolt Control 30 Screw--Maximum Fuel

Control 15 Lever--Output Shoff 25 Wing Nuts--Speed Adjusting

7 Spring--Repulsing Governor Control Adjusting

Fig. 2 . Hydraulic Output Shaft Governor and Linkage (Type B)

Torqmatic converter output shaft speed. This speed specified by the equipment manufacturer, to

will vary depending upon engine application. prevent damage to the driven machinery.

It will be noted during engine operation that the

If it is necessary to adjust the output shaft speed,
minimum droop will vary between I 50 and 175 rpm. If
loosen the wing nuts on the sliding link and move the
the droop requires adjustment, move the droop bracket
speed control lever to increase or decrease the speed as
(inside the output shaft governor) to decrease or
needed.
increase the amount of droop.

The output shaft governor is driven through the

NOTE: To compensate for the output shaft
converter and there is a high droop. Therefore, the no­
speed droop, the engine no-load speed must be
load speed setting should be at least I 50 rpm higher
set approximately I 75 rpm above the required
than the desired full-load speed setting. Tighten the
engine full-load speed.
wing nuts after completing the adjustment.

Move the output shaft governor speed control lever to

CAUTION: Do not set the Torqmatic converter the idle speed position and adjust the idle speed by

output shaft speed in excess of the speed means of the minimum speed limit adjusting screw.

Page 121
 Engine Tune-Up DETROIT DIESEL

The maximum fuel adjusting screw and the maximum bolt ( 19). If the clearance is not correct, loosen the lock

speed limit adjusting screw are not used and should be nut and adjust the spring bolt.

backed out to prevent interference.

6. Manually hold the governor stop lever (4) in the idle

position. Loosen the lock nuts (8 ) and (9) and adjust

Adjustments (Type B - Fig. 2)

the turnbuckle (13) until the shoulder on the throttle

rod ( 12) just contacts the rod end bearing (22) and

The following linkage and governor adjustments holds the stop lever in the idle position.

should be made with the engine stopped and after the

limiting speed engine governor has been adjusted as

outlined under Limiting Speed Mechanical Governor Final Adjustments

and Injector Rack Control Adjustment.

Place the remote throttle control lever (I) in the "mid­

I. Place the remote throttle control lever (I), Fig. 2, in position", then start the engine. After the engine

the maximum speed position. reaches normal operating temperature, place the

remote throttle control lever in the maximum speed

2. Move the governor speed control lever (6) and position and check the Torqmatic converter output

governor stop lever (4) into the "idle" notch in the shaft speed. This speed will vary depending upon

governor cam (5). The repulsing spring (7) should be engine application requirements.

fully compressed when the stop lever reaches the

"idle" notch of the governor cam. If it is necessary to adjust the output shaft speed,

loosen the wing nuts on the sliding link as needed and

If the repulsing spring is not fully compressed, loosen move the speed control lever to increase or decrease

the bolt (3) in the governor speed control lever and the speed.

move the lever until the spring is compressed.

The Torqmatic converter hydraulic output shaft

If the repulsing spring becomes fully compressed governor is driven through the torque converter and

before the governor stop lever reaches the "idle" notch there is a high droop. Therefore, the no-load setting

in the governor cam, loosen the bolt (3) in the should be at least I 50 rpm higher than the desired

governor speed control lever and manually move the full - load setting. Tighten the wing nuts after

stop lever into the "idle" notch. completing the adjustment.

3. Hold the governor stop lever (4) halfway between CAUTION: Do not set the output shaft speed in

the idle and maximum speed positions and loosen the excess of the speed specified by the equipment

lock nuts (8) and (9). Adjust the turnbuckle (13) so the manufacturer, to prevent damage to the driven

rear cross-shaft lever (1 1 ) is vertical. machinery.

4. Loosen the bolt (14) and remove the output shaft During engine operation, it will be noted that the

governor control lever ( 15). Place the governor stop minimum droop wi ll vary between 1 50 and 1 7 5 rpm. If

lever (4) into the idle position by moving the rear the droop requires adjustment, move the droop bracket

cross-shaft lever (11) and reinstall the output shaft (inside the hydraulic output shaft governor) to

governor control lever. decrease or increase the amount of droop.

NOTE: Move the rear cross-shaft lever (1 1 ) into NOTE: To compensate for the output shaft

the maximum speed position and check to see speed droop, the engine no-load speed must be

that there is no binding between the clevis on set approximately 175 rpm above the required

the end of the throttle rod (21) and the output engine full- load speed.

shaft governor control lever ( 1 5 ) .

In the application of a hydraulic governor, the

5. Move the governor stop lever (4) into the maximum maximum fuel adjusting screw (30) and the maximum

speed position in the governor cam (5) and check to speed limit adjusting screw (28) are not used and

see that there is 1 / 3 2 " to I I 1 6 " clearance between the therefore should be backed out to prevent any

rod end bearing (20) and the hex head of the spring interference.

Page 122
t

DETROIT DIESEL Engine Tune-Up

DUAL HYDRAULIC SGT GOVERNOR AND INJECTOR RACK CONTROL

ADJUSTMENT

A dual hydraulic governor assembly is used with The two lever control of the dual lever type governor

certain torque converter applications. This governor assembly has one of the control levers attached to the

consists of two sets of flyweights and pilot valve engine governor speed adjusting shaft and is used to

assemblies that are interconnected to operate a single control the engine governor. The other control lever is

servo piston. One set of flyweights is driven by the attached to the output shaft governor speed adjusting

engine. The other set is driven through a flexible shaft shaft and controls the output shaft governor.

by the output shaft. The governor assembly used on a

particular engine may have either single (Fig. 1) or In both the single lever and dual lever type governors,

dual (Fig. 3) speed control levers. oil is pumped through the engine governor pilot valve

to the output shaft governor pilot valve and then to a

single common servo piston. The servo piston operates

The control lever, on the single lever type governor, is
a terminal lever which in turn controls the position of
attached to the output shaft governor speed adjust­
the fuel rod connected to the injector control tube
ment shaft (Fig. 1 ). The engine governor and the
lever.
output shaft governor speed adjusting shaft arms are

linked together by a "slip-joint" link (Fig. 2).

Pull out the fuel rod knob (Figs. 1 and 3) when it is

necessary to stop the engine.

On the single lever type governor, the control lever has

two distinct arcs of travel. In the first arc of travel

(used to obtain the desired engine speed), the control Adjustments

lever moves the engine governor speed adjusting shaft

arm to a point between the engine idle and maximum The following linkage and governor adjustments
speed positions. In the second arc of travel (used to set should be made after the engine has reached normal

the desired output shaft speed, the pin located at the operating temperature and has been stopped.

lower end of the output shaft governor speed adjusting

shaft arm "picks-up" the output shaft governor Check the injector racks, injector control tube and

floating lever assembly. The movement of the remote throttle control linkage for freedom of

governor control lever in the second arc of travel is movement before adjusting the governor to make sure

opposed by the "slip-joint" linkage spring. the adjustments are necessary.

FUEL ROD EXTENSION

GOVERNOR CONTROL LEVER IN ENGINE MAXIMUM

AND/OR OUTPUT SHAFT INDAUM SPEED POSITION

FUEL ROD
LEVER POSITION FOR l LEVER POSITION FOR OUTPUT

ENGINE IDLE SPEED SHAT MAXIMUM SPEED

HIGH SPEED
STOP SCREW

FIRST ARC
Or TRAVEL

Fut ROD KNOB

MAXIMUM SPEED STOP SCREW

DRIVEN FROM ENGINE

Fig. I • Single Lever Dual Hydraulic Governor

Page 123
 Engine Tune-Up DETROIT DIESEL

Adjust Fuel Rod {Engine Stopped) off the inner adjusting screw approximately 1/8 of a

turn and tighten the outer adjusting screw.

I. Remove the valve rocker cover. Loosen all of the If the movement is less than the specified amount,

inner and outer injector rack control lever adjusting back off the outer adjusting screw approximately I /8

screws. Be sure all of the levers are free on the injector of a turn and tighten the inner adjusting screw.

control tube.

3. Remove the clevis pin and disconnect the fuel rod

2. Loosen the lock nut on the engine governor load

from the injector control tube lever.

limit adjusting screw (Fig. I). Back the screw out until

the end of the screw is flush with the face of the boss
4. Manually hold the No. I injector rack control lever

and tighten the lock nut.

in the full-fuel position and turn the inner adjusting

screw into the No. 2 injector rack control lever until

3. Loosen the fuel rod lock nut and unscrew the
the injector rack has moved into the full-fuel position
shutdown knob and rod extension.
and the inner adjusting screw is bottomed on the

injector control tube. Turn the outer adjusting screw

4. Turn the lock nut so 3/16" to 1/4" of the fuel rod
down until it bottoms lightly on the injector control
extends beyond the nut.
tube. Then alternately tighten both the inner and outer

adjusting screws.
5. Replace the fuel rod extension and knob and

tighten the extension against the lock nut.

5. Recheck the No. I injector rack to make sure that it

has remained snug on the ball end of the injector rack

control lever while adjusting the No. 2 injector rack. If

Position Injector Rack Control Levers
the rack of the No. I injector has become loose, back

off the inner adjusting screw slightly on the No. 2

After the fuel rod is properly adjusted, adjust the
injector rack control lever. Tighten the outer adjusting
injector rack control levers as follows:
screw.

I . Turn the outer adjusting screw of the No. I injector

When the settings are correct, the racks of both

rack control lever in until a slight movement of the

injectors must be snug on the ball end of their

injector control tube lever is observed. Then tighten

respective rack control levers.

the inner adjusting screw.

2. Pull the fuel rod out and check for Position the remaining injector rack control levers as

1/1 6 ' movement. outlined in Steps 4 and 5.

If the movement exceeds the specified amount, back 6. Connect the fuel rod to the injector control tube

£NGINt GOVERNOR 4ON -' OUTPUT SAFT GOVNOR 4CTI+ON

'�

ow Sl'HD $TOI' SC•EW

Atu uEL
ANT-STAI! LEVER
ADJUSTING SC£W

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$10P SCRw

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DRIVEN FM0 £NGANE

DRIVEN PROM OUTUT SAFT

Fig. 2 · Schematic Diagram of Single Lever Dual Governor

Page 124
 Engine Tune-Up
DETROIT DIESEL

FUEL ROD SLEEVE

FUEL ROD

3
/ENGINE GQ-;'[RNOI! CONTROi. LEVO POSITIOl'I FOIi OUTPUT SHAH GOVERNOR CONUOL lEVER

FUEL ROD LEVER IN ID!.E POSlllON MAXIMUM ENGINE SPHO(IN LOW OUlf'UT SHAFT SHED POSITION

LEVER POSITION FOR MAXIMUM

LOW SPEED OUTPUT SAT SPEED

stor scow T

,, G Seto
$tO SCREW

AX.UM SP£ED $10OP SCREW

DIVEN FROM ENGINE DRIVEN FROM OUTPUT SHAFT

Fig. 3 . T w o Lever Dual Hydraulic Governor

lever and replace the clevis pin; the clevis pin must
adjusting screw until it projects I /2" above the anti­

rotate freely. Replace the valve rocker cover. sta ll lever.

3. Loosen the output shaft governor low speed stop

screw lock nut and turn the screw until it projects

Adjust load limit
5 / 1 6 " above the upper face of the lock nut when the

nut is tight against the governor body.

The load limit is set at the factory and further

adjustment should be unnecessary. However, if the

4. Disconnect the output shaft governor flexible drive

governor has had major repairs or the injector rack

shaft at the governor.

control levers have been repositioned, the load limit

screw should be adjusted.

5. Position the engine governor droop adjusting

bracket so the adjusting screw is an equal distance

With the injector rack control levers properly adjusted,

from either end of the slot.

the load limit may be set as follows:

I. Place the fuel rod and the terminal lever in the full­

fuel position (some improvised method may be Adjust Engine Governor

employed to hold the fuel rod in the full-fuel

position). I. Start and warm up the en g ine .

2. Loosen the lock nut on the load limit adjusting 2. Loosen the lock nut on the engine governor

screw. Turn the adjusting screw until a . 0 2 0 " gap exists maximum speed stop screw (Figs. I and 2) and back

between the terminal lever and the fuel rod collar. out the screw until it projects 5/8" from the face of

Hold the screw and tighten the lock nut. the lock nut when the nut is tight against the governor

body.

Adjust Engine Governor 3. Position the engine governor control lever, using the

remote throttle control, so that the engine is running at

the specified ma x imum no-load speed shown on the

unit na m e plate. Then turn the ma x imum speed stop

I. Loosen the lock nut and back out the output shaft

screw in until it contacts the speed adjusting lever.

governor maximum speed stop screw (Fig. 2) until it

extends approximately I " from the face of the lock Tighten the lock nut.

nut when the nut is tight against the housing.

4. Loosen the lock nut on the engine governor low

2. Back out the output shaft governor anti-stall speed stop screw and· turn the screw until it projects

Page 125
 Engine Tune-Up DETROIT DIESEL

ENGINE GOVERNOR S4CION OUTPUT SAFT GOVERNOR SECTION

S£ED ADJUSTING SHAFT ARM LOw SPEED STOP SCREW

MAX.UM SP££0 $10OP SC£ w

MAXIMUM FUEL
ANTS'ALL LEVER
ADJUSTING SCREW

(t0AD LT) S@ED DROOP

ADJUSTING BRACKET

TEMANAL LEVER

S£ED DROOP ADJUSTING

BRACKET

o swat.ct];)
IO SCREW

Sf£D ADJUSTING (£VER­

DRIVEN FROM ENGINE

DRIVEN FROM OUTPUT SHAFT

Fig. 4 • Schematic Diagram of Two Lever Dual Governor

3 1 4 " from the governor body when the nut is tight bracket, if necessary, to stabilize the engine. Moving

against the governor body. the bracket toward the engine decreases the droop and

moving the bracket away from engine increases the

5. Position the engine governor speed control lever, amount of droop.

using the remote throttle control, so the engine is

running at the specified no-load idle speed. Then turn 3. On single lever type governor assemblies, position

the low speed stop screw until it contacts the governor the governor control lever, using the remote throttle

speed adjusting shaft arm. Tighten the lock nut. control, in the output shaft minimum speed position.

NOTE: The idle speed should be 500 rpm or On dual lever type governor assemblies, position the

more. output shaft governor control lever, using the remote

throttle control, in the low output shaft speed position

6. Adjust the governor speed droop bracket, if (Fig. 3).

necessary, to obtain the minimum droop to stabilize

the engine. Dual governor assemblies with the "single" control

lever incorporating the "slip-joint" linkage may have

NOTE: Droop is the difference or loss in rpm the linkage adjusted to provide a "lag" or "dwell"

from maximum no-load speed to maximum between the throttle position at which the no-load

full-load speed. An insufficient speed droop will maximum engine speed is reached and the throttle

cause "hunting" or "surging". A normally position at which the output shaft speed begins to

operating engine may surge three or four times increase (as the governor control lever is moved

before stabilizing. toward the output shaft maximum speed position).

This "lag" is usually governed by the type of

Move the governor speed droop bracket toward the application (or provided for the convenience of the
engine to decrease the speed droop and away from the operator) and permits movement of the control lever
engine to increase the speed droop. Stop the engine toward full output shaft position, for a short distance,
after making the necessary adjustments. without a corresponding change in output shaft speed.

The "slip-joint" may be lengthened or shortened by

loosening the lock nut and turning the turnbuckle until

Adjust Output Shaft Governor the desired adjustment is made. Lengthening the

linkage will decrease and shortening the linkage will

1. Reconnect the flexible drive shaft to the output increase the " l a g " .

shaft governor. Start the engine and make sure the

ball head assembly of the output shaft governor is 4. On single lever type governor assemblies, position

turning. the governor control lever, using the remote throttle

control, so that the output shaft is running at the

2. Adjust the output shaft governor speed droop maximum speed desired (usually shown on one of the

Page 126
DETROIT DIESEL Engine Tune-Up

unit name plates); then run in the output shaft control, in the minimum speed position. Then turn in

governor maximum speed stop screw until it contacts the anti-stall screw (Fig. 2) until the anti-stall lever

the output shaft governor speed adjusting shaft arm. just contacts the anti-stall rod. This can be checked by

Tighten the lock nut. lightly pressing the outer end of the anti-stall lever

(side opposite screw) with a screw driver. The screw

On dual lever type governor assemblies, position the will be adjusted correctly when a slight increase in

output shaft governor control lever, using the remote output shaft speed is noted when the lever is depressed

throttle control, so that the output shaft is running at slightly with a screw driver.

the maximum speed desired (usually shown on one of

the unit name plates). Then turn in the output shaft On dual lever type governor assemblies, position the

governor maximum speed stop screw until it contacts output shaft governor control lever, using the remote

the output shaft governor speed adjusting shaft arm. throttle control, in the minimum speed position. Then

Tighten the lock nut. turn in the anti-stall screw until the anti-stall lever just

contacts the anti-stall rod. This can be checked by

5. Loosen the output shaft governor low speed stop lightly pressing the outer end of the anti-stall lever

screw lock nut and back out the screw until the desired (side opposite screw) with a screw driver. The screw

minimum output shaft no-load speed is obtained. will be adjusted correctly when a slight increase in

Tighten the lock nut. output shaft speed is noted when the lever is depressed

slightly with a screw driver.

6. On single lever type governor assemblies, position

the governor control lever, using the remote throttle 7. Replace the governor cover.

'

Page 127
 Engine Tune-Up DETROIT DIESEL

THROTTLE ADJUSTMENTS FOR LOAD EQUALIZATION •

TWIN AND QUAD UNITS

Each twin unit consists of two engines and each quad I. Twin or quad units with limiting or variable speed

unit has four engines connected through clutches to a mechanical governors.

common gear box. The throttle adjustment is made so

that each engine of a twin or quad unit will carry its 2. Tandem twin marine units with variable speed

share of the load. Throttle adjustments are divided mechanical governors.

into two groups, depending on the type of governor

used, as follows:

THROTTLE ADJUSTMENT FOR LOAD EQUALIZATION ON TWIN OR QUAD UNITS WITH

LI M I T I N G SPEED MECHANICAL GOVERNORS

The tune-up of each engine is very important in the 3. Move the master throttle control lever to the

adjustment of twin and quad units because the engines maximum speed position.

must be synchronized to enable each to carry its full

share of the load. 4. Make sure the governor speed control lever is in the

maximum speed position. The pin in the stop lever

must be in contact with the end of the slot in the

Disconnect the control rods (8), Fig. 2, from the
governor cam.
governor speed control levers (2) and perform a tune­

up on each engine before adjusting the throttle control 5. If the governor speed control lever is not in the
linkage. Then, with the engines stopped, proceed as maximum speed position, loosen the two lock nuts (7)
follows: and adjust the turnbuckles (4), Figs. 2 and 3.

6. Tighten the turnbuckle lock nuts and recheck the

I. Check the stop lever and the governor speed control
position of the governor speed control levers.
lever and make sure the levers are in alignment. The

upper one must be exactly over the lower. Loosen the

CAUTION: Use care when tightening the lock
bolt in the upper lever and adjust the lever if
nuts to prevent misalignment of the rod end
necessary.
bearings (5), Figs. 2 and 3.

2. Make sure that each throttle control lever is locked 7. Disengage the clutches, place the master control

in place on the quadrant by the latch pin (Fig. I). lever in the idle speed position and start the engines.

8. After the engines are warmed up, move the master

control lever to the idle speed position and check the

idle speed of each engine.

� LEVER

TWIN

. '
I
PIN 9.

speed
Move

engine.
the

position
master

and
control

check the
lever

no-load
to the

speed
maximum

of each

ASTER 10. Move the master control lever so the unit is

EVER
operating at approximately 200 rpm below the normal

no-load speed.

BRACKET
r
QUADRANT The engines in the unit should be running within 50

rpm of each other. Then check the unit in the same

way at 400 rpm and again at 600 rpm below the no­

load speed.

Fig. 1 . T h r o t t l e Control Cross Shaft Assembly If this procedure does not bring the engines within
. Twin and Quad Units correct synchronization, recheck each engine for poor

compression, faulty injectors, low fuel pressure, or

Page 128
DETROIT DIESEL Engine Tune-Up

O 0

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----(--''
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3 1 1 0

2 10 1 3

12 9

8 7

12301

]Cover--Governor 5 Bearing--Rod End 9 Lever--Moster Throttle 2 Lever--Throttle Control

2Lever--Governor Speed 6 Bolt Control 13 Bracket--Throttle

7 Lock Nut--Turnbuckle 1 0 Clevis--Control Rod Control Shaft

Control
8 Rod--Throttle 1 1 Lock Nut--Clevis I 4 Quadrant--Throttle
3 Cam --Governor

Control Control
4 Turnbuckle

Fig. 2 Diagram of Throttle Control Linkage for Quad Units with Limiting Speed Mechanical

Governors

Page 129
 Engine Tune-Up DETROIT DIESEL

Cover--Governor 9 Lever--Master

2 Lever--Governor Throttle Control

Speed Control 10 Clevis--Control Rod

3 Cam--Governor 1 1 Lock Nor--Clevis

4 Turnbuckle 12 Lever--Throntle Control

5 Bearing Rod End 13 Backer--Throttle

6 Bolt Control Shaft

7Lock Not--Turnbuckle 14 Quadrant--Throttle

8 Rod--Control Control

2 10

­"
9

8 7
/
1 4

4
12294

Fig. 3 - Diagram of Throttle Control Linkage for Twin Units With Limiting Speed Mechanical

Governors

other conditions which may cause unsatisfactory I I . Install the valve rocker covers.

engine operation.

THROTTLE ADJUSTMENT FOR LOAD EQUALIZATION ON SIDE-BY-SIDE TWIN OR QUAD

UNITS USING VARIABLE SPEED GOVERNORS

The tune-up of each engine is very important in the on quad units. Perform a tune-up on each engine

adjustment of twin and quad units because the engines before adjusting the throttle control linkage.

must be synchronized to enable each to carry its full

Then, with the engines stopped, proceed as follows:
share of the load.

I. Check the control rod end link (20), Fig. I , on each

Disconnect the control rods ( 15) from the governor
engine. Make sure the bolt (3) is just touching the end
speed control levers (2). On the side-by-side twin units,
of the link in the idle position.
remove the cross link equalizer spring (21) from the

cross link (6), Fig. I. Loosen the screw (27) and

2 . M a k e sure that each throttle control lever is locked

remove the master control equalizer spring (3), Fig. 2, in place on the quadrant by the latch pin.

Page 130
 DETROIT DIESEL Engine Tune-Up

nuts to prevent misalignment of the rod end

bearings (JO), Fig. I.

If it is necessary to adjust the booster spring ( 1 4 ) , set

the idle speed and proceed as follows:

a. Set the governor booster spring pin (9) l / 8 " below

the over-center line B-B (Fig. !).

b. Disengage the clutches and start each engine.

19

17
c. Release each governor speed control lever (I )
pp=== =R'l o individually from its maximum speed position
II
and note its return to the idle position. The lever
18

8 17
should return quickly.

16

d. Loosen the throttle booster spring retaining nut on

the governor control lever (2). Then loosen the nut

and Jock nut on the throttle booster spring

eye bolt.

e. Move the bolt as necessary in the slot of the lever

12295
to allow the speed control lever (2) to move from

the maximum speed position to the idle position.

Hold the bolt and tighten the spring retaining nut.

l Lever - - Stop 13 Lock Nut--Throttle

Booster Spring Adjusting

f. Turn the nut on the throttle booster spring eyeball
2Lever--Speed Control I4 Spring--Throttle Booster
as necessary to allow the speed control lever to be
3 Bolt--Lever -to-Link 1 5 Rod--Throttle Control

4 Turnbuckle--Cross l 6 L e v e r - - Ma s t e r
moved to the maximum speed position with the

Link Equalizer Throttle Control least amount of effort.

5 Boss 7Lever--Throttle Control

6Link--Equalizer 1 8 Bracket--Throttle
7. Reconnect the throttle control rods (1 5 ) to the levers.
7 Turnbuckle Control Shaft

8 Lock Nut 1 9 Quadrant--Throttle

8. Set the gap between the end of link (20) and
9 P ; a - - Bo o s t e r Spring Control

1 0 Bearing--Rod End 20 Link--Control Rod End governor control lever (2) at I/ 1 6 " to /8"by

1 1 Boll 2 1 Spring--Link Equalizer adjusting the lever on its shaft. While setting the gap,
12Lock Nut--Turnbuckle 22 Screw --Equalizer Soring the governor lever must be in the idle position and the

forward end of the slot in link (20) must be in contact

with the lever-to-link bolt (3).

Fig. 1 • Diagram of Throttle Control Linkage

for Twin Units With Variable Speed Mechanical 9. Secure the master throttle control lever (16) in the

Governors maximum speed position, then replace the link

equalizer spring (2 I ) and secure it with the screw (22).

3. Move the master throttle control lever ( 1 6 ) , Figs.

and 2, to the maximum speed position. IO. Loosen the turnbuckle Jock nuts ( 1 2 ) .

4. Make sure the governor speed control lever (2) is in Adjust the turnbuckle until there is equal clearance

the maximum speed position. The pin in the stop lever between each leg of the link equalizer spring and the

(I) must be in contact with the end of the slot in the lower boss, with approximately .0 JO " clearance on

each side.
governor cam (Fig. I).

I I. Tighten the turnbuckle Jock nuts and recheck the

5. If the governor speed control lever is not in the
clearance. Readjust them if necessary.
maximum speed position, loosen the two lock nuts (12)

and adjust the turnbuckles.

12. Lubricate the link joints of the equalizer linkage

with a few drops of engine oil. Move the master

6. Tighten the turnbuckle lock nuts and recheck the throttle control lever (I 6) back and forth to check for
position of the governor speed control levers. binding in the equalizer. The equalizer link (6) must

not rub inside the tube. Correct any binding that may

CAUTION: Use care when tightening the lock exist.

Page 131
Engine Tune-Up DETROIT DIESEL

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Page 132
 I

DETROIT DIESEL Engine Tune-Up

13. Disengage the clutches, then move the master threaded equally into the master control equalizer
throttle control lever (16) to the idle position and start lever (1 6 ) and are contacting the flats in the equalizer

the engines. shaft. The adjusting screws should be fairly tight.

14. After the engines are warmed-up, move the master 25. With each throttle control lever (30) latched to its

throttle control lever (16) to the idle position and quadrant (32), move and secure the master throttle

check the idling speed. control lever (29) in the maximum speed position.

The idling speed of the engines, without the equalizer 26. Move the master control equalizer link ( 18) and
spring (2 I ) , will probably be Jess than the idling speed adjust each leg of the equalizer spring (3) and each

of an engine which has the spring due to the master control equalizer boss (17). The clearance

expansion of the equalizer link (6). In such cases, should be approximately . 0 1 0 " on each side.

remove the valve rocker covers and proceed with

Step 15. 27. Hold the master control equalizer link in this

position and tighten the bolt (I) in the master

15. Loosen the turnbuckle lock nuts (12), and adjust equalizer le ver(l2).
the cross link equalizer turnbuckle (4) until both

engines are idling at the same speed. The clearance 28. Recheck the clearance between each leg of the

between each leg of the link equalizer spring (2 I ) and equalizer spring and the lower bosses (I 7). Readjust

the lower bosses (5) should be equal. them if necessary.

16. Reinstall the valve rocker covers. 29. Install the valve rocker covers.

I 7. Start the engines, move the throttle control lever 30. Place the master throttle control lever (29) in the

(16) to the maximum speed position and check the idle position and start the engines.

maximum no-load speed of each engine. The speed

should be the same as previously set. If not, check for 3 I. Place the master throttle control lever as necessary

binding in the equalizer. to warm up the engines.

I 8. With the clutches still disengaged, move the master 32. Move the master throttle control lever to the

throttle control lever until the engines are running maximum speed position and check the ma x imum no­

approximately 200 rpm lower than the maximum no­ load speed on each engine.

load speed.

33. Place the master throttle control lever in the idle

19. With a hand tachometer, check the speed of the position and check the idle speed of each engine.

engines. They should be running within 25 rpm of

each other. The ma x imum no-load speed and the idle speed of

each engine should be the same as previously set.

20. If a difference of more than 25 rpm exists, check

the tune-up of each engine. Then adjust the master 34. If the speeds are not as previously set, it will be

control equalizer between the front and rear engine necessary to readjust the master equalizer adjusting

pairs in the quad unit (Fig. 2). lever (16) with the adjusting screws (1 4 ) .

2 1. Remove the valve rocker covers. 35. After the adjustments have been satisfactorily

completed, install the equalizer housing covers (26)

22. Remove the bolts (25), covers (26) and gaskets and gaskets.

from the master equalizer housings (9) and (1 0 ) .

If this procedure does not bring the engines within the

23. Loosen the bolt (I I) until the master equalizer correct synchronization, check each engine for poor

lever (1 2 ) swings freely on the equalizer shaft (13 ) . compression, faulty injectors, low fuel pressure, or

other conditions which may cause unsatisfactory

24. Turn the adjusting screws (14) until they are engine operation.

Page 133
Engine Tune-Up DETROIT DIESEL

THROTTLE ADJUSTMENT FOR LOAD EQUALIZATION ON TANDEM TWIN UNITS

(VARIABLE SPEED MECHANICAL GOVERNORS)

The tandem twin unit throttle and reverse gear control be synchronized to enable each to carry its full share

arrangement is shown in Figs. I and 3 and the master of the load.

throttle control and individual throttle lever assemblies

are illustrated in Figs. 2 and 4. Disconnect the control rods (17) from the speed

control levers (2), Fig. 3, and perform a tune-up on

each engine before adjusting the throttle control

Master throttle levers and master reverse gear control
linkage. Then, with engines stopped, proceed as
levers are provided in both the engine room and pilot
follows:
house, thus permitting operation of the propulsion

unit at either location through this dual control

I. Remove any binding or excessive play from the
arrangement.
clevis pins.

The tune-up of each engine is very important in the 2. Move the master throttle lever () toward the full

adjustment of the twin units because the engines must open position until the two clevis pins in the upper

3 12

2 9 6 16 2
15�i \
] ' 'i'\
1 4 . [ , - - { P o R r

13' JS eosmoN
.- ;

STARBOARD ] /

POSITION I --.,-"

1783

HYDRAULIC REVERSE
'
GEAR

SELECTOR VAL VE DIAGRAM

I, Lever--Moster Control 5. lever--Moster Remote 9, Rod --Master Throttle 13. Clevis--Valve Control

Equalizer Control Valve Control Rod End

2. Rod--Throttle Control 6. Mounting Bracket--Control 10. Lever--Reverse Gear 14. lock Nut --Valve

3. lousing--Moster Throttle Housing Control Valve Control Rod

and Control Volve lever 7. Nut--Master Hand Throttle (Remote Control) 15. Rod--Valve Control

4. Lever-Master Throttle locking 11. Bracket--Engine Lifting 16. Quadront--Throttle

Remote Control B. Nut--Retaining 12. lever--Throttle Control Control

Fig. l - Arrangement of Throttle Levers on a Tandem Twin Marine Unit

Page 134
 DETROIT DIESEL Engine Tune-Up

6. Hold the throttle control levers (24) in a vertical

position and adjust the master throttle control rods

(22) with the clevises so the clevis pins will just slide

into position through the holes in the clevises and

levers (25). Install the cotter pins.

7. Loosen the knurled locking nut (20) and move the

master throttle control lever ( II ) toward the full open

position until the threaded locking stud is within

3 / 8 " to l /2 " from the end of the slot in the housing

( 1 8 ) . Then retighten the locking nut.

8. Adjust the length of the throttle control rods ( 1 7 ),

with the turnbuckles (6), until the speed control levers

(2) are fully open. T ighten the turnbuckle lock nuts.

CAUTION: U se care when tightening the

turnbuckle lock nuts to prevent misalignment of

the rod end bearings and to avoid da m age to

the bearing seal.

9 . If all of the adjustments are correct, the speed of

each engine will be the same when checked

individually at ma x imum speed. Check the maximum

speed of each engine as foll ows:

l Lever--Master Control 6 Nut--Master Throttle

Equalizer Control lever locking

2 Housing--Master Throttle
a. Disconnect the equalizer link at the master
7 Not--Retaining
and Control Valve Lever 8 Lever--Reverse Gear equalizer lever(8) on the "A " engine.
3Lever--Master Throttle Control Valve

Remote Control (Remote Control)

b. W arm up the engines, then ru n each engine at
4 Lever--Master Remote 9 Latch Pin--Throttle
maximum speed and compare the speeds with the
Control Valve Control Lever

5 Support--Throttle and
original maximum speed to check the proper

Control Valve length of the throttle control rod ( 7 ) .

c. If the engine speeds are satisfactory, connect the

Fig. 2.Master T h ro tt l eAssembly on a equalizer link and install the cotter pin; if the
Tandem Twin Unit speeds are unsatisfactory, readjust the control ro ds

(17) as necessary.
and lower arms of the throttle lever shank are in a

vertical straight li ne, as observed through the tw o IO . W ith the master remote control valve lever (19) set

holes on the side of the lever housing (2). S ecure the in a vertical position, check the position of the remote
throttle ver in this
le p osition with the k nurled lock nut reverse g ear control v alve lever (23). On a port
(6), Fig. 2. propulsion unit, the center of the cl evis pin hole in the

valve lever will lie on a horizontal center line drawn

through the center of the valve lever shaft (Fig. 3) and

3. Disconnect the master throttle control rods (22)
p oint forw ard. O n a starboard propulsion unit, the
from the cross shaft operating levers (25) of the "A"
clevis p in hole in the selector valve lever will p oint aft
and "C" engines (Fig. 3).
and lie 7 / 8 " above the horizontal center li ne drawn

through the center li ne of the valve lever shaft.

4. Lock the throttle levers (24) to their quadrants (28)

in a vertical position.
1 1. Adjust the equalizer levers so each engine w ill

carry its share of the load as fo llows:

5. Loosen the clamp bolts on the throttle lever

quadrants (28), if necessary, and set the cross shaft a. W ith the engines stopped, the master throttle

operating levers (25) vertically with the holes for the control lever ( II ) in the full open position, and

clevis pin on an imaginary line extending through the the equalizer links connected at the "A" and "C"

centers of the cross shafts and rod end bearings and engines, loosen the bolt (7) in the master equalizer

between these centers. Retighten the clamp bolts on lever (8) on the "A" engine so the lever can turn

the quadrants. on the shaft.

Page 135
Engine Tune-Up DETROIT DIESEL

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Page 136
 -
DETROIT DIESEL Engine Tune-Up

in the lever so the lever can be readjusted, if

necessary.

c. Turn the master equalizer lever on the shaft until

the free ends of the equalizer spring (3) are

contacting -- without pressure -- the two bosses on

the injector control tube lever and are an equal

distance from the master equalizer bosses (3) on

each side of the equalizer link lever. Maintain the

clearance between the lever bosses and spring and

tighten the bolt (7) in the master equalizer lever

(8).

d. Recheck the clearance between the bosses and

spring and if the clearance was changed while

tightening the bolt, readjust the screws (10) and

change the position of. the lever until the

clearance between the bosses and the spring is the

same on both sides of the equalizer link lever.

e. With the clutches disengaged, place the throttle in

the idle position and start the engines.

f. With the engines warmed up, the clutches still

disengaged and the individual throttle levers (24) 1

locked, move the master throttle lever ( I I ) to the

full open position and check the speed of each

engine with an accurate tachometer. The speed of

each engine should now be the same as the no­

1 Bearing--Rod End 4 Lever--Throttle Control
load top speed previously set on the individual
2 Bolt--Control Rod 5 Pin--Throttle Control

3 Bracket--Engine Lever engines.

Lifting 6 Shaft--Throttle Lever

g. Place the master throttle control lever in the idle

position and check the speed of each engine.

Fig. 4 Individual Throttle Assembly on a

Tandem Twin Unit If either the idle or maximum speed is not the same as

that previously established on the individual engines,

b. Set the two adjusting screws ( IO) in the master readjust the clearance between the master equalizer
equalizer lever on the "C" engine the same height bosses (5) and the spring (3) as outlined in Steps I le

and I Id.

Page 137
 7
_, .f)., _

prmmoi ...-
- - / - f
•
TROUBLE SHOOTING

Certain abnormal conditions which sometimes inter­ c. Install a new fuel injector.

fere with satisfactory engine operation, together with r

methods of determining the cause of such conditions, d. If the cylinder still misfires, remove the car

are covered on the following pages. follower and check for a worn cam roller,

camshaft lobe, bent push rod or a worn rocker

Satisfactory engine operation depends primarily upon: arm bushing.

I. An adequate supply of air compressed to a

sufficiently high compression pressure. Checking Compression Pressure

2. The injection of the proper amount of fuel at the Compression pressure is affected by altitude as shown

right time. in Table I.

Lack of power, uneven running, excessive vibration, Check the compression pressure as follows:

stalling at idle speed, and hard starting may be caused

by either low compression, faulty fuel injection in one

I. Start the engine and run it at approximately of
or more cylinders, or lack of sufficient air. half rated load until normal operating temperature 1

reached.

Since proper compression, fuel injection and the

2. Stop the engine and remove the fuel pipes from the
proper amount of air are important to good engine
No. I injector and the fuel connectors.
performance, detailed procedures for their investiga­

tion are given as follows:

3. Remove the injector and install the adaptor and the

pressure gage (Fig. 2) from Diagnosis Kit J 9 5 3 1 - 0 I.

locating a Misfiring Cylinder

I. Start the engine and run it at part load until it

reaches normal operating temperature.

2. Stop the engine and remove the valve rocker cover.

Discard the gasket.

3. Check the valve clearance. The clearance should be

.009" (two valve cylinder head) or . 0 1 4 " (four valve

cylinder head).

4. Start the engine and hold an injector follower down

with a screw driver (Fig. I) to prevent operation of

the injector. If the cylinder has been misfiring, there

will be no noticeable difference in the sound and

operation of the engine. If the cylinder has been firing

properly, there will be a noticeable difference in the

sound and operation when the injector follower is held

down. This is similar to short-circuiting a spark plug in

a gasoline engine.

5. If the cylinder is firing properly, repeat the

procedure on the other cylinders until the faulty one

has been located.

6. If the cylinder is misfiring, check the following:

156

a. Check the injector timing (refer to Engine Tune­

Up Procedure).

Fig. 1 • Locating a Misfiring Cylinder

b. Check the compression pressure.

Page 139
 Trouble Shooting oEmRon oirsEt

Minimum Compression Pressure

psi (600 rpm) Altitude

Feet Above
Engine
Sea level

7 7 1E 71N 71M 711

4

390 425 515 425 425 0

f
l 360 395 480 395 395 2,500

335 365 440 365 365 5,000

310 340 410 340 340 7,500

285 315 380 315 315 10,000

TABLE 1

4. Use one of the fuel pipes as a jumper connection

between the fuel inlet and return manifold connectors.

This will permit fuel to flow directly to the fuel return

manifold.

Fig. 3 . Inspecting for Broken Piston Rings

\ 5. Start the engine and run it at 600 rpm. Observe and
Through Cylinder Liner Air Ports
record the compression pressure indicated on the gage.

Cylinder Gage Reading

NOTE: Do not crank the engine with the psi kPo

starting motor to check the compression

pressure. l 445 3066

2 440 3032

3 405 2791
6. Perform Steps 2 through 5 on each cylinder. The
4 435 2997
compression pressure in any one cylinder at a given
5 450 3101
altitude above sea level should not be less than the
6 445 3066
minimum prescribed for the engine. In addition, the

variation in compression pressures between cylinders

TABLE 2
must not exceed 25 psi (172 kPa) at 600 rpm.

Note that all of the cylinder pressures are above the

EXAMPLE: If the compression pressure readings
low limit for satisfactory engine operation. Neverthe­
were as shown in Table 2, it would be evident
less, the No. 3 cylinder compression pressure indicates
that No. 3 cylinder should be examined and the
that something unusual has occurred and that a
cause of the low compression pressure be
localized pressure leak has developed.
determined and corrected.

Low compression pressure may result from any one of

several causes:

A. Piston rings may be stuck or broken. To

RELIEF
determine the condition of the rings, remove the
VALVE

air box cover and press on the compression rings

(Fig. 3) with a blunt tool. A broken or stuck ring

will not have a spring-like action.

B. Compression pressure may be leaking past the

cylinder head gasket, valve seats, injector tube, or

through a hole in the piston.

To correct any of these conditions, consult your

authorized Detroit Diesel Allison Service Outlet.

Fig. 2 • Checking Compression Pressure

Page 140
 DETROIT DIESEL Trouble Shooting

Engine Out of Fuel

FUEL FLOW (SPILL)

(min. gallons per minute)

The problem in restarting the engine after it has run

out of fuel stems from the fact that after the fuel is No load --
1200 rpm

exhausted from the fuel tank, fuel is then pumped

Restriction
from the primary fuel strainer and sometimes partially
Engine
removed from the secondary fuel filter before the fuel
.055" .080" .1065"
I
supply becomes insufficient to sustain engine firing.

Consequently, these components must be refilled with 7 .5 .8 .8

71E .5 .8 -
fuel and the fuel pipes rid of air in order for the
7IN - .8 -
system to provide adequate fuel for the injectors. I

No load
-- 1 8 00 rpm

When an engine has run out of fuel, there is a definite

procedure to follow for restarting the engine. 71M - .9

-

7 1T - .9 -
I. Fill the fuel tank with the recommended grade of

fuel oil. If only partial filling of the tank is possible,

add a minimum of IO gallons (38 litres) of fuel.

TABLE 3

2. Remove the fuel strainer shell and element from the

strainer cover and fill the shell with fuel oil. Install the
If the fuel flow fails to meet the amount specified, the
shell and element.
fuel strainer, filter, or pump should be serviced.

3. Remove and fill the fuel filter shell and element

with fuel oil as in Step 2.

Crankcase Pressure

4. Start the engine. Check the filter and strainer for

The crankcase pressure indicates the amount of air
leaks.
passing between the oil control rings and the cylinder

liner into the crankcase, most of which is clean air

NOTE: In some instances, it may be necessary to

remove a valve rocker cover and loosen a fuel from the air box. A slight pressure in the crankcase is

desirable to prevent the entrance of dust. A loss of

pipe nut in order to bleed trapped air from the

fuel system. Be sure the fuel pipe is retightened

securely before replacing the rocker cover.

•
Primer J 5956 may be used to prime the entire fuel

system. Remove the filler plug in the fuel filter cover

and install the primer. Prime the system. Remove the

primer and install the filler plug.

Fuel Flow Test

I. Disconnect the fuel return hose from the fitting at

the fuel tank and hold the open end of the hose in a

suitable container (Fig. 4).

2. Start and run the engine at 1200 rpm and measure

the fuel flow for a period of one minute. Refer to

Table 3 for the gallons per minute flow that applies to

the engine being tested.

3. Immerse the end of the fuel line in the fuel in the

container. Air bubbles rising to the surface of the fuel

will indicate air being drawn into the fuel system on

the suction side of the pump. If air is present, tighten

all fuel line connections between the fuel tank and the Fig. 4 . Measuring Fuel Flow from Fuel Return

fuel pump. · Manifold

Page 141

•
 d

Trouble Shooting DETROIT DIESEL

EXHAUST BACK PRESSURE-NO LOAD

engine lubricating oil through the governor breather (Max. In Inches Of Mercury)

tube, crankcase ventilator, or dipstick hole in the

Speed (rpm)
cylinder block is indicative of excessive crankcase

pressure. Engine

1200 1500 1800 2000 2100 2300

The causes of high crankcase pressure may be traced

to excessive blow-by due to worn piston rings, a hole

71 { 2 V ) 1.2 - 2.8 - t3.5 4.0

or crack in a piston crown, loose piston pin retainers,

71E(2V) 1.2 - 2.8 3.5 - -
worn blower seals, defective blower, cylinder head or
71E(4V) 1.0 - 2.1 - t+ 2 . 6 -
end plate gaskets, or excessive exhaust back pressure.
71N 1.0 - 2.1 - 2.6 -
Also, the breather tube or crankcase ventilator should
71M - - 2.8 - 4.0 4.0
be checked for obstructions.
@4-711 - 1.0 1.4 - - -

The crankcase pressure may be checked with a #1 6 - 7 1 1 - 1.0 1.4 1.8 1.8 -

manometer connected to the oil level dipstick opening 46-7111 - - 1.4 1.8 1.8 1.8

in the cylinder block. Check the readings obtained at

t Marine engines only: 4.0 inches of Mercury at 2100 rpm.
various engine speeds with the specifications in
t+ Marine engines o n l y : 3.0 inches of Mercury at 2100 rpm.
Table 4.

@'TH08A Turbocharger #± T18A40 Turbocharger

TABLE 5
Exhaust Back Pressure

result of an inadequate or improper type of muffler,

A slight pressure in the exhaust system is normal.
an exhaust pipe which is too long or too small in
However, excessive exhaust back pressure seriously
diameter, an excessive number of sharp bends in the
affects engine operation. lt may cause an increase in
exhaust system, or obstructions such as excessive
the air box pressure with a resultant loss in the
carbon formation or foreign matter in the exhaust
efficiency of the blower. This means less air for
system.
scavenging, which results in poor combustion and

higher temperatures.
The exhaust back pressure, measured in inches of

mercury, may be checked with a manometer or

Causes of high exhaust back pressure are usually a
pressure gage connected to the exhaust manifold.
CRANKCASE PRESSURE
Remove the I / 8 " pipe plug, which is provided for that
(Max. In Inches Of Water) purpose, from the manifold. If there is no opening

provided, drill an l l /32" hole in the exhaust

Speed {rpm) manifold companion flange and tap the hole for a

Engine / 8 " pipe thread.

1200 1500 1800 2000 2100 2300

Check the readings obtained at various speeds (no

load) with the specifications in Table 5.

3-71(2V) 1.2 - 1.8 - 2.1 2.1

4-71(2V) 1.8 - 2.5 - 2.8 2.8

6-71(2V) 2.0 - 2.8 - 3.1 3.1

Air Inlet Restriction
4-71E(2V) 1.8 - 2.5 2.7 - -

6-71E(2V) 2.0 - 2.8 3.0 - -

Excessive restriction of the air inlet will affect the flow
- 2.5 - 2.8 -
471E(4V) 1.8 of air to the cylinders and result in poor combustion

6-71E(4V) 2.0 - 2.8 - 3.1 - and lack of power. Consequently, the restriction must

4.71N 1.8 - 2.5 - 2.8 - be kept as low as possible considering the size and

6 . 71N 2.0 - 2.8 - 3.1 - capacity of the air cleaner. An obstruction in the air

inlet system or dirty or damaged air cleaners will

4-71M - - 2.5 - 2.8 2.8

result in a high blower inlet restriction.

6-71M - - 2.8 - 3.1 3.1

t4711 - 0.5 1.0 - - -

The air inlet restriction may be checked with a water
t+ 6 . 7 1 1 - 0.7 1.3 1.8 2.0 -
manometer connected to a fitting in the air inlet
1t 6-71T1 - - 1.3 1.8 2.0 2.4
ducting located 2 ' above the air inlet housing. When

practicability prevents the insertion of a fitting at this

t 1HO8A Turbocharger
point, the manometer may be connected to the engine
t+ 1 1 8 A 4 0 Turbocharger
air inlet housing. The restriction at this point should

TABLE 4 be checked at a specific engine speed. Then, the air

cleaner and ducting should be removed from the air

Page 142
 Trouble Shooting
DETROIT DIESEL

AIR BOX PRESSURE

AIR INTAKE RESTRICTIONS •
(in inches of water) (in inches of Mercury)

Mox. with Dirty Air Cleaner

Min. with Mox. Exhaust Back Pressure ( F u l l Load)

(Oil Bath or Dry)

Speed (rpm)
Speed (rpm)

Engine
Engine
1200 1500 1800 2000 2100 2300
1200 1500 1800 2000 2100 2300

12.4 - 25.0 - 25.0 - 3,4-712V) 4.8 - 10.6 - 14.1 16.4

71E(4V),7IN

- 11.4 - 15.1 17.4

71,71E(2V) 12.4 - 25.0 25.0 25.0 25.0 6-71(2v) 5.2

- 25.0 - 25.0 25.0 71E(2V) 3.5 - 8.4 10.6 - -

71M

- 6.2 8.7 10.8 12.0 12.0 71E(4V) 3.2 - 7.6 - 10.1 -

+711,7111

71N 3.2 - 7.6 - 10.1 -

Max. with Clean Air Cleaner
4-71M
- - 7.2 - 10.2 1 1. 6

(Oil Bath or Dry Type with Precleaner Section)

6-71M
- - 8.0 - 1 1 . 2 12.8

4-71(THO8A):
71E(4V),71N 8.7 - 13.4 - 15.9 -
N80 Injectors - 12.0 18.0 - - -
71,71£(2V) 8.7 - 13.4 15.0 15.9 17.5

90 n j e c tor s - 14.0 20.0 - - -

71M - 13.4 - 15.9 17.5
N I

Max. with Clean Air Cleaner 6-711(118A40):

{Dry Type less Precleaner) N65 or C6 S I njectors - 13.0 1 9 . 5 24.0 26.5 -

N 70 I n j e c tor s - 14.0 20.5 25.0 27.5 -

71E(4V),71N 5.2 - 9.1 - 11.5 -
N75 Injectors
- 15.0 2 1 . 5 26.0 28.5 -
71,71(2V) 5.2 - 9.1 10.5 1 1. 5 12.5
NBD I n j e c to r s ( G en . S et) - 16.5 23.0 - - -
71M - - 9.1 - 11.5 12.5
N90 I njectors (G en . Set) - 22.0 29.5
- - -
+711,7111 - 3.5 5.2 6.6 7.3 7.3

6.7111(118A40):
+THO8A or T 1 8 A 4 0 Turbocharger

N 90 I njectors - - 19.5 24.0 27.0 32.5

TABLE 6
with Zero Exhaust Back Pressure
Min.

inlet housing and the engine again operated at the •

3,471(2V) 3.3 - 7.3 - 10.0 12.0
same speed while noting the manometer reading.
6-71(2V) 3.7 - 8.1 - 1 1. 0 13.0

71E(2V) 2.0 - 5.1 6.5 - -

The difference between the two readings, with and
71£(4V) 1.7 - 4.3 - 6.0 -
without the air cleaner and ducting, is the actual
71 N 1.7 - 4.3 - 6.0 -
restriction caused by the air cleaner and ducting. - - 4.0 - 5.8 7.2
471M

6-71M
- - 4.8 - 6.8 8.4

Check the normal air intake vacuum. at various speeds 4-711(THO8A):

(at no load) and compare the results with Table 6. N8O Injector - 1 3 . 5 20.0 - - -
N9 0 I n j e ct or - 15.5 22.0 - - -

6711(118A40):
Air Box Pressure
N65 or C 65 I n j ectors - 14.5 21.5 26.5 29.0
-

N70 I n j e ct ors -· 1 5 . 5 22.5 27.5 3 0 .0 -

-
N7 5 I n je ctors - 1 6 . 5 23.5 28.5 3 1. 0
Proper air box pressure is required to maintain
N80 Injectors (Gen. Set)
- 18.0 25.0 - - -
sufficient air for combustion and scavenging of the - - -
N90 I n j e ct ors ( G en. et) - 23.5 31.5

burned gases. Low air box pressure is caused by a high

air inlet restriction, damaged blower rotors, an air leak 67111(118A40):

from the air box (such as leaking end plate gaskets), or N90 Injectors
- - 21.0 26.0 29.0 35.0

a clogged blower air inlet screen. Lack of power or

black or grey exhaust smoke are indications of low air

TABLE 7
box pressure.

various speeds with the specifications in Table 7.

Page 143

'
 Truble Shooting DETROIT DIESEL

PROPER USE OF MANOMETER

PRESSURE CONVERSION CHART

" water .0735" mercury

" water
­ .0361 psi

HEIGHT ]" mercury .4919 psi

OF
/ ]" mercury 1 3 . 6 0 0 0 " water
COLUMN

1 psi 27.7000" water

1 psi 2.0360" mercury

Hg

TABLE 8

TOP SURFACE OF FLUIDS

The height of a column of mercury is read differently

than that of a column of water. Mercury does not wet

-
11719

the inside surface; therefore, the top of the column

CONVEX FOR MERCURY CONCAVE FOR WATER
has a convex meniscus (shape). Water wets the surface

and therefore has a concave meniscus. A mercury

column is read by sighting horizontally between the

Fig. 5 • Comparison of Column Height for
top of the convex mercury surface (Fig. 5) and the
Mercury and Water Manometers
scale. A water manometer is read by sighting '
horizontally between the bottom of the concave water
The U-tube manometer is a primary measuring device
surface and the scale.
indicating pressure or vacuum by the difference in the

height of two columns of fluid. Should one column of fluid travel further than the

other column, due to minor variations in the inside

Connect the manometer to the source of pressure, diameter of the tube or to the pressure imposed, the

accuracy of the reading obtained is not impaired.

vacuum, or differential pressure. When the pressure is

imposed, add the number of inches one column of

The manometer reading may be converted into other
fluid travels up to the amount the other column travels units of measurement by use of the pressure

down to obtain the pressure (or vacuum) reading. conversion chart, Table 8.

ENGINE ELECTRICAL GENERATING SYSTEM

Whenever trouble is indicated in the engine electrical condition usually indicates the voltage regulator is set

generating system, the following quick checks can be too high or is not limiting the alternator output. A

made to assist in localizing the cause, high charging rate to a fully charged battery will

damage the battery and other electrical components.

A fully charged battery and low charging rate

A low battery and low or no charging rate condition
indicates normal alternator-regulator operation.
could be caused by: Loose connections or damaged

wiring, defective battery or alternator, or defective

A low battery and high charging rate indicates normal
regulator or improper regulator setting.
alternator-regulator operation.

Contact an authorized Detroit Diesel Allison Service

4
A fully charged battery and high charging rate Outlet if more information is needed.

Page 144
 DETROIT DIESEL

STORAGE

PREPARING ENGINE FOR STORAGE

When an engine is to be stored or removed from completely from any exposed part before applying a

operation for a period of time, special precautions rust preventive compound. Therefore, it is recommen­

should be taken to protect the interior and exterior of ded that the engine be processed for storage as soon as

possible after removal from operation.

the engine, transmission and other parts from rust

accumulation and corrosion. The parts requiring

The engine should be stored in a building wh ch is dry
attention and the recommended preparations are
and can be heated during the winter months. Moisture
given below.
absorbing chemicals are available commercially for

use when excessive dampness prevails in the storage

It will be necessary to remove all rust or corrosion area.

TEMPORARY STORAGE (30 days or less)

To protect an engine for a temporary period of time, 5. If freezing weather is expected during the storage

proceed as follows: period, add a high boiling point type antifreeze

solution in accordance with the manufacturer's

recommendations. Drain the raw water system and

I. Drain the engine crankcase.
leave the drain cocks open.

2. Fill the crankcase to the proper level with the 6. Clean the entire exterior of the engine (except the
recommended viscosity and grade of oil. electrical system) with fuel oil and dry it with air.

7. Seal all of the engine openings. The material used

3. Fill the fuel tank with the recommended grade of
for this purpose must be waterproof, vaporproof and
fuel oil. Operate the engine for two minutes at 1200
possess sufficient physical strength to resist puncture
rpm and no load.
and damage from the expansion of entrapped air.

NOTE: Do not drain the fuel system or the

An engine prepared in this manner can be returned to
crankcase after this run.
service in a short time by removing the seals at the

engine openings, checking the engine coolant, fuel oil,

4. Check the fur cleaner and service it, if necessary, as lubricating oil, transmission and priming the raw

outlined under Air System. water pump, if used.

EXTENDED STORAGE (30 days or more)

When an engine is to be removed from operation for 6. Circulate the coolant through the entire system by

an extended period of time, prepare it as follows: operating the engine until normal operating tempera­

ture is reached ( 1 6 0 - 1 8 5 ° F or 7 1 - 8 5 ° C).

I . Drain and thoroughly flush the cooling system with

7. Stop the engine.
clean, soft water.

8. Remove the drain plug and completely drain the

2. Refill the cooling system with clean, soft water.
engine crankcase. Reinstall and tighten the drain plug.

Install new lubricating oil filter elements and gaskets.

3. Add a rust inhibitor to the cooling system (refer to

Corrosion Inhibitor under Cooling System).

9. Fill the crankcase to the proper level with a 30­

weight preservative lubricating oil MIL-L-21260,

4. Remove, check and recondition the injectors, if Grade 2 (PI0), or equivalent.
necessary, to make sure they will be ready to operate

when the engine is restored to service. 10. Drain the engine fuel tank.

5. Reinstall the injectors in the engine, time them, and 1 1. Refill the fuel tank with enough rust preyentive

adjust the valve clearance. fuel oil such as American Oil Diesel Run-In Fuel

Page 145
 Storage DETROIT DIESEL

(LF 4089), Mobil 4Yl7, or equivalent, to enable the have a temperature gage, do not stall the
engine to operate IO minutes. converter for more than thirty seconds.

12. Drain the fuel filter and strainer. Remove the h. Stop the engine and permit the converter to cool
retaining bolts, shells and elements. Discard the used to a temperature suitable to touch.
elements and gaskets. Wash the shells in clean fuel oil

and insert new elements. Fill the cavity between the i. Seal all of the exposed openings and the breather

element and shell about two-thirds full of the same with moisture proof tape.

rust preventive compound as used in the fuel tank and

reinstall the shell. j. Coat all exposed, unpainted surfaces with preserva­

tive grease, Position all of the controls for

1 3 . Operate the engine for 10 minutes to circulate the minimum exposure and coat them with grease.

rust preventive throughout the engine. The external shafts, flanges and seals should also

be coated with grease.

14. Refer to Air System and service the air cleaner.

1 7 . POWER TAKE-OFF

1 5 . MARINE GEAR
a. Use an all purpose grease such as Shell Avania

a. Drain the oil completely and refill with clean oil of No. 2, or equivalent, and lubricate the clutch

the proper viscosity and grade as is recommen­ throwout bearing, clutch pilot bearing, drive shaft

ded. Remove, clean or replace the strainer and main bearing, clutch release shaft, and the

replace the filter element. outboard bearings (if so equipped).

b. Remove the inspection hole cover on the clutch

b. Start and run the engine at 600 rpm for IO

housing and lubricate the clutch release lever and

minutes so that clean oil can coat all of the
link pins with a hand oiler. Avoid getting oil on
internal parts of the marine gear. Engage the
the clutch facing.
clutches alternately to circulate clean oil through

all of the moving parts.

c. If the unit is equipped with a reduction gear, drain

and flush the gear box with light engine oil. If the
1 6 . TORQMATIC CONVERTER
unit is equipped with a filter, clean the shell and

replace the filter element. Refill the gear box to

a. Start the engine and operate it until the
the proper level with the grade of oil indicated on
temperature of the converter oil reaches 150° F
the name plate.
(66° C),

1 8 . HYDROSTARTER SYSTEM
b. Remove the drain plug and drain the converter.

Refer to Hydraulic Starting System in the section on

c. Remove the filter element.
Engine Equipment for the lubrication and preventive

maintenance procedure.
d. Start the engine and stall the converter for twenty

seconds at 1000 rpm to scavenge the oil from the

19. Apply a non-friction rust preventive compound to
converter. Due to lack o
f lubrication, do not exceed
all exposed parts. If it is convenient, apply the rust
the 20 second limit.
preventive compound to the engine flywheel. If not,

disengage the clutch mechanism to prevent the clutch

e. Install the drain plug and a new filter element.
disc from sticking to the flywheel.

f. Fill the converter to the proper operating level

CAUTION: Do not apply oil, grease or any wax
with a commercial preservative oil which meets
base compound to the flywheel. The cast iron
Government specifications MIL-L-21260,
will absorb these substances which can "sweat"
Grade I. Oil of this type is available from the
out during operation and cause the clutch to
major oil companies.
slip.

g. Start the engine and operate the converter for at

20. Drain the engine cooling system.
least IO minutes at a minimum of 1000 rpm.

Engage the clutch; then stall the converter to raise

2 I. The oil may be drained from the engine crankcase
the oil temperature to 2 2 5 ° F (107 ° C).
if so desired. If the oil is drained, reinstall and tighten

the drain plug.

CAUTION: Do not allow the oil temperature to

exceed 225°F (107 ° C}. If the unit does not 22. Remove and clean the battery and battery cables

Page 146
 DETROIT DIESEL Storage

with a baking soda solution and rinse them with fresh engine. Spray the surfaces with a suitable liquid
«

• water. Do not allow the soda solution to enter the automobile body wax, a synthetic resin varnish or a

battery. Add distilled water to the electrolyte, if rust preventive compound.

necessary, and fully charge the battery. Store the

battery in a cool (never below 3 2 ° F or 0 ° C ) dry place.

26. Cover the engine with a good weather-resistant
Keep the battery fully charged and check the level and
tarpaulin or other cover if it must be stored outdoors.
the specific gravity of the electrolyte regularly.
A clear plastic cover is recommended for indoor

storage.
23. Insert heavy paper strips between the pulleys and

belts to prevent sticking.

The stored engine should be inspected periodically. If

24. Seal all of the openings in the engine, including there are any indications of rust or corrosion,

the exhaust outlet, with moisture resistant tape. Use corrective steps must be taken to prevent damage to

cardboard, plywood or metal covers where practical. the engine parts. Perform a complete inspection at the

end of one year and apply additional treatment as

25. Clean and dry the exterior painted surfaces of the required.

«
PROCEDURE FOR RESTORING AN ENGINE TO SERVICE WHICH HAS BEEN

IN EXTENDED STORAGE

I . Reinstall the valve rocker cover. 1 2 . MARINE GEAR

2. Remove the covers and tape from all of the Check the Marine gear; refill it to the proper level, as

openings of the engine, fuel tank and electrical necessary, with the correct grade of lubricating oil.

equipment. Do not overlook the exhaust outlet.

1 3 . TORQMATIC CONVERTER

3. Wash the exterior of the engine with fuel oil to

remove the rust preventive. a. Remove the tape from the breather and all of the

openings.

4. Remove the rust preventive from the flywheel.

b. Remove all of the preservative grease with a

5. Remove the paper strips from between the pulleys suitable solvent.

and the belts.

c. Start the engine and operate the unit until the

6. Remove the drain plug and drain the preservative temperature reaches 150' F (66' C). Drain the

oil from the crankcase. Re-install the drain plug. Then preservative oil and remove the filter. Start the

refer to Lubrication System in the Operating Instruc­ engine and stall the converter for twenty seconds

tions and fill the crankcase to the proper level with the at l000 rpm to scavenge the oil from the

recommended grade of lubricating oil. converter.

7. Fill the fuel tank with the fuel specified under Diesel CAUTION: A Torqmatic converter contammg

Fuel Oil Specifications. preservative oil should only be operated enough

to bring the oil temperature up to 150° F

8. Close all of the drain cocks and fill the engine (66° C).
cooling system with clean soft water and a rust

inhibitor. If the engine is to be exposed to freezing d. Install the drain plug and a new filter element.

temperatures, add a high boiling point type antifreeze

solution to the cooling system (the antifreeze contains e. Refill the converter with the oil that is recommen-

a rust inhibitor). ded under Lubrication and Preventive

Maintenance.

9. Install and connect the battery.

14. POWER TAKE-OFF

10. Service the air cleaner as outlined under Air

System. Remove the inspection hole cover and inspect the

clutch release lever and link pins and the bearing ends

1 1. POWER GENERATOR of the clutch release shaft. Apply engine oil sparingly,

if necessary, to these areas.

Prepare the generator for starting as outlined under

Operating Instructions. 15. HY DROSTARTER

Page 147
 Storage
DETROIT DIESEL

a. Open the relief valve on the side of the hand start the engine. The small amount of rust preventive
pump and release the pressure in the system.
compound which remains in the fuel system will cause

a smoky exhaust for a few minutes.

b. Refer to the filling and purging procedures

outlined in Hydraulic Starting System. Then drain,

refill and purge the hydrostarter system. NOTE: Before subjecting the engine to a load or

high speed, it is advisable to check the engine

1 6 . After all of the preparations have been completed, tune-up.

Page 148
 l
y

l
BUILT-IN

PARTS BOOK
for

DETROIT DIESEL

ENGINES
 Built-In Parts Book DETROIT DIESEL

Progress in industry comes at a rapid pace. In order for the

engine manufacturer to keep pace with progress he needs a
versatile product for the many models and arrangements of
accessories and mounting parts needed to suit a variety of
equipment. In addition, engine refinements and improvements
are constantly being introduced. All of this dynamic action
must be documented so that the equipment can be serviced if
and when it's needed. It is fully documented in the manufac­
turer's plant and in dealer Parts Departments with Master
Files and adequate supporting records. But, what about YOU
the user of this equipment? You have neither the time nor the

- inclination
the answer?
to ferret
It is
out
Detroit
specific part
Diesel's
number
exclusive
data. What
BUILT-IN
is

PARTS BOOK which is furnished with each engine. It takes

the form of an "Option Plate'' mounted on the rocker cover
of the engine. With it, ordering parts becomes as simple as
A, B, C. You have merely to provide the Dealer with . . .

A, The " M o d e l ' n u m b e r B, The " U N I T" number C. The "TYPE" number

;ii566i:%+&iii'iii;55ii:iii&iii'iii
16? FLYWHEEL ' U I L PAN
START-UP • 83 OIL F I L CAP • 94 0 I L CCOUE

.NONE VFNT SYSTEM • 10 C/S C O N E

INSPECTION • 346 C/S PULLEY .NONE C/S PUL 8 & L I • •
118 WAT PUMP CVR 147 HAT M A N I F O U O • ¢ ,

TA8 • 363 WAT BY-PASS • 199 FXH N F L O • Ic

494 FUEL F I L T E R • 76 F U E L L I N E S • 444

UNIT NO. • 121 THROTTLE CONT. 2O INJECTOR C O N T . 92

..571 VENT SYSTEM .170? BATT CHRG G: 2 8 )

6A0246489 2 2 3 3 MUFFLER CONN • 2I I N S T R U M E N T S •

/ UN I T 6A0246489 M OD E L 10635000 SPEC EN, Io2

« « . . . . . . . . . . . . . . . . . . . . . . . . ., . . . . . . . . . «

C. B. A.

From that much information, the dealer with his complete

records on all engine models, can completely interpret your
parts requirements.

Page 150
DETROIT DIESEL Built-In Parts Book

What is this "built-in" book? It is an anodized aluminum

plate that fits into a holding channel on the engine rocker
cover.

•.••..•...................
L11300 1 • 87 CONN ROD/
1 6 2? FLYWHEEL
START-UP • 83 OIL F I L CAP
NONE VENT SYSTEN
INSPECTION • 346 C/S PULLEY
118 HAT PUMP CVR
TA8 363 WAT BY-PASS

• 494 FUEL FILTER

UNIT NO. • 121 THROTTLE CONT.
• 571 VENT SYSTEM •
' 6A0246489 % 233 MUFFLER CONN %

UN I T 6A0246489 M OD E !
..................................

ON T H E LEFT SI DE of the plate is the Start-up Inspection

Tab which is removed by the dealer when he has completed
the inspection.

s i x . "· I i i & ' t i i i & x i : ' i i 5 i i & i i ~ 5 i i & · · 3 ' i % i i i

• 9 0IL PAN 17 OIL PUP 55 CIL D I .
• 94 0 I L COOLER • 303 DIPSTICK • 51 C I L F I
• 10 C/S COVER • 3 ENGINE MOUNTS.NDNE FAN %

.NONE C/S PUL BELT • 26 WATER PUP • 276 WATER

• 147 HAT MANIFOLD • 362 WAT BY-PASS • 204 THERM
199 EXH MFLD + 126 FUEL PUMP 97 INJEt
76% FUEL L I N E S 444 AIR INLT HSG • 817 SHUTE
20 INJECTOR CON. 92 GOVERNOR MECH. 122 ROCK
702 BATT CHRG GEN. 281 STARTING MTR • 3 SI4
2I INSTRUMENTS • •
10635000 SPEC ENG 162 AUV
. . . « . . . . . .« . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NEXT is the type number and the equipment description. On the left is the
type number. The type number designates all service parts applicable to the
equipment. On the right is a brief description of the equipment.

. . . . . . . . . . . . . . « . . . . . . . . . . . . . .

P
T
TER

CONN
, U S T AT •
TOR N65 •
JFF

'ER COVER •
'RTING A I D • S E R I A L NO. 6A0246489 MODE4106 3 5 0 0 0
DE I K O I T DIESEL ALLISON DIV G . .C . U.S.A.
-CAM-TIMING MAX RPM NL 01940 SO. 1465032
. . . . . . « . . .« . . . « . . . . . . . . . . . . . . . . « . . . . . . . . . . . . . . «

ON T H E R I G H T S I D E of the plate is pertinent data on the model number,

serial number and the related governor setting.

Page 151
 Built-In Parts Book DETROIT DIESEL

All engine components are divided into groups of functionally related parts. A complete
listing of the twelve major groups and their many sub-groups is shown below.

GROUP NOMENCLATURE

1.0000 ENGINE (less major assemblies) 5. 0000 COOLING SYSTEM

1.1000 Cylinder Block 5.1000 Fresh Water Pump

1.1000A Air Box Drains 5.1000A Fresh Water Pump Cover

1. 2000 Cylinder Head 5.2000A Water Outlet Manifold and/or Elbow

1.2000A Engine Lifter Br:.cket 5.2000B Thermostat

1. 3000 Crankshaft 5.2000C Water By-pass Tube

1.3000A Crankshaft Front Cover 5.3000A Radiator

1.3000B Vibration Damper 5. 30008 Water Connections

1.3000C Crankshaft Pulley 5.4000A Fan

1.3000D Crankshaft Pulley Belt 5.4000B Fan Shroud

1. 4000A Flywheel 5.5000A Heat Exchanger or Keel Cooling

1.5000A Flywheel Housing 5.6000A Raw Water Pump

1. 5000B Flywheel Housing Adaptor 5,7000A Water Filter

1.6000 Connecting Rod and Piston

1.7000 Camshaft and Gear Train 6.0000 EXHAUST SYSTEM

1. 7000A Balance Weight Cover

6.1000A Exhaust Manifold

1. 70008 Accessory Drive 6.2000A Exhaust Muffler and/or Connections

1.8000 Valve and Injector Operating Mechanism

1. 8000A Rocker Cover 7. 0000 ELECTRICAL-INSTRUMENTS

7.1000A Battery Charging Generator

7.2000B Automatic Starting

2.0000 FUEL SYSTEM

7.3000A

7.4000A
Starting Motor

Instruments
+
2.1000A Fuel Injector
7.4000B Tachometer Drive
2.2000 Fuel Pump
7.4000C Shut-off or Alarm System
2,2000A Fuel Pump Drain
7.5000A Power Generator
2.3000A Fuel Filter
7.6000A Control Cabinet
2.4000 Fuel Manifold and/or Connections 7.7000A Wiring Harness
2.5000A Fuel Lines
7.8000A Air Heater
2.6000A Fuel Tank

2, 7000A Mechanical Governor

8.0000 POWER TAKE-OFF
2.8000A Hydraulic Governor 8.1000A Power Take-off and/or Clutch
2.9000 Injector Controls 8,3000A Torque Converter
2.9000A Throttle Controls
8.3000B Torque Converter Lines
r
9.0000 TRANSMISSION AND PROPULSION

9.1000A Hydraulic Marine Gear

3.0000 AIR SYSTEM
9.3000A Power Transfer Gear
3.1000A Air Cleaner and/or Adaptor
9.4000 Transmission-Highway
3.2000A Air Silencer
9. 7000 Transmission-Off-highway
3.3000A Air Inlet Housing

3.4000 Blower
10.0000 SHEET METAL
3.4000A Blower Drive Shaft
10, 1000A Engine Hood
3.5000A Turbocharger

11.0000 ENGINE MOUNTING

11.1000A Engine Mounting and Base

4. 0000 LUBRICATING SYSTEM

12.0000 MISCELLANEOUS
4.1000A Oil Pump
4. 10008 Oil Distribution System 12.2000A Bilge Pump

4.1000C Oil Pressure Regulator 12.3000A Vacuum Pump

12,4000A Air Compressor

4.2000A Oil Filter
12.5000A Hydraulic Pump
4.3000A Oil Filter Lines
12. 6000A Gasoline Starter
4.4000A Oil Cooler
12.6000B Air Starter
4. 5000A Oil Filler
12. 6000C Cold Weather Starting Aid
4. 6000A Dipstick
12.6000D Hydraulic Starter
4,7000A Oil Pan
12.6000E Hydraulic Starter Accessories
4. 8000A Ventilating System

Page 152
 DETROIT DIESEL Built-In Parts Book

Within each of these sub-groups, various designs of similar / •

equipment are categorized as "Types" and identified by a Type

Number.
l

The Distributor /Dealer has a Model Index for each engine

model. The Model Index lists all of the "Standard" and "Stan­
dard Option" equipment for that model.

DETROIT DIESEL 71 1063-5100 (RA)

STANDARD AND STANDARD OPTION EQUIPMENT

GROUP

GROUP NAME NO. TYPE

Cylinder Block 1 1000 4

Air Box Drams I I000A I

Cylinder Head 12000 4

Engine Lifter Bracket I 2000A I

Crankshaft I 3000 4

Crankshaft Front Cover I 3000A IO

Crankshaft Pulley 13000C 172

Crankshaft Pulley Belt 1 3000D 240

Flywheel 1 4000A 170

Flywheel Housing (SAE # 1) L5000A 22

Connecting Rod and Piston 1 6 00 0 101

Camshaft and Gear Train 1 7000 18

Balance Weight Cover 1 7000A 25

Valve Operatng Mechanism 1.8000 4

Rocker Cover L.8000A 22

Fuel Injector N60 21000A 78

Fuel Pump 2.2000 126

Fuel Pump Dram 22000A 2

Fuel Filter 2.3000A 381

Fuel Manifold Connections 2.4000 56

NOTE The option plate reflects which choice of options has

been built into the engine. The Distributor /Dealer uses his

model index to interpret the standard equipment. The plate,

therefore, lists only the non-standard or choice items.

So, give the dealer the

A--Model No._

B--Unit No.

C--Type No.

(If not shown, indicate " N O N E " . The dealer knows the

"standard" for the model).

Page 153
 Built-In Parts Book DETROIT DIESEL

FOR READY REFERENCE, Record the information on the Option Plate to this record.

MODEL NO. UN[T RN0,

EQUIP MENT TYPE EQUIPMENT TYPE EQUIPMENT TYPE

Engine Base Water Bypass Tlbe Battery Chg. Generator

Engine Lifter Brkt. Thermostat Starter

Flywheel Housing Water Fi lier Hyd. Starter Acces.

--
Vibration Damper Exhaust Manifoid Starting Aid

Flywheel Air Cleaner or Silencer Marine Gear

Flywheel Hsg. Adptt. Fuel Pump Torque Converter

O i l Pan Injector Torque Converter Lines

O i l Pump Blower Muffler & Conn.

O i l Distribution Blower Drive Shaft Engine Hood

Dipstick Fuel Filter W i r i n g Harness

O i l Pan Drain Tube Fuel Lines Instruments

O i l F i l l e r Tube or Cap Air Inlet Housing Tach. Drive

Oi I Cooler Alarm or Shutoff Radiator

O i l Filter Overspeed Governor Heat Ex. or Keel Cooling

O i l Lines Throttle Controls Raw Water Pump

V e n t i l a t i n g System Injector Controls Power Generator

Crankshaft Cover Governor Mech or Hyd Control Cabinet

Balance Wgt. Cover Engine Mounts Cylinder Head

Fan Power Take-off Conn Rod & Piston

Crankshaft Pulley Hydraulic Pump Valve Mechanism

Crankshaft P u l l e y Belt A i r Compressor Fuel Manifold Conn

Fan Shroud Camshaft & Gear Train

Water Connections Rocker Cover

Water Pump Cover Accessory Drive

Water Mami fold

OTHER USEFUL INFORMATION:

Each fuel and lube oil filter on your engine has a decal giving the

service package part number for the element. It is advisable to have

your own personal record of these part numbers by filling in the

chart provided below:

TYPE LOCATION PACKAGE PART NO.

. . . ..

Fuel Strainer
----

Fuel Filter
..

Lube Oil Filter Full-Flo

Lube Oil Filter By-Pass

Not Standard

AIR CLEANER

If dry-type, indicate make and number of filter element:

Wet type, indicate capacity qts.

Page 154
 7

DETROIT DIESEL Built-In Parts Book

INJECTOR

SEAL RING
NUT HOLE TUBE

�
·ws $

:
?PcUG

0.
�
Pu p

/-"
rs <Om
coven t
---'� GASKET

BOLT WASHER

P 6148
4 VALVE CYLINDER HEAD

DRIVE GEAR
BEARING SHELL THRUST

WASHER ­ TIMING GEAR

OIL

BAFFLE

FRONT� I £ A
SEAL \o_
"\J «
t

-#t==
61���:L SPACER _/.
REAR

SEAL
Oil

SPACER

BEARING CAP

CRANKSHAFT
P 614A

LIGHT

DAMPER OUTER

CONE

RETAINER

¢ «

INNER

CONE DOWEL PIN

m
WASHER
BOLT

PULLEY
BOLT

CRANKSHAFT PULLEY, VIBRATION DAMPER AND HUB P 614

Page 155
Built-In Parts Book DETROIT DIESEL

NUT NOT SOLD BOLT NOZZLE OIL CONTROL PISTON COMPRESSION

RINGS

kshies
•
CONNECTING ROD = @
�ING

Psro IN

"perANER

CONNECTING ROD AND PISTON

P 6154

SKIRT CROWN

.
@
. 5 .et
" K U , Silt ,
c , = @
\ II

\
r�r \/
OIL CONTROL RINGS BR��HING

rsrow w-e
� ...,,_

NUT BEARING BOLT PIN RETAINER-COMPRESSION

SHELL RINGS

P 1153

CONNECTING ROD AND CROSS-HEAD PISTON

Page 156
 Built-In Parts Book
DETROIT DIESEL

BEARING RETAINER
WEIGHT

ASS� BEA\NG PLUG

PLUG

a ¢' ~ e o r a a .
.h /WASHER
7
CAMSHAFT
~ GEAR
NUT

WEIGHT

ASSY.

BALANCE INER
BEARING

tte; = • kt1
so /
WASHER KEY
/
WEIGH/ -.;;•
NUT

/mo RETAINER

1%
a a

I
-.
\
BOLT LOCK
o

IDLER GEAR HUB

CAMSHAFT AND GEAR TRAIN

P 615

Page 157
 Built-In parts Book DETROIT DIESEL

BOLT -1
ROCKER ARMS

_,J INJECTOR

SHAFT

,
= J

-, zo ,
urrse sec se""

?o_,
e

cuss
EXHAUST

1/ALVELOCK

=?
SPRING

ir
.J g
c»
RETAINER

-, } ogs

PUSHROD J � SPRING

SEAT

_ 1n :
- Lu EXHAUST VALVE

B OL T - - - �

LOCK WASHER

VAL VE OPERA TING MEC HANISM (4 VALVE)

P 616A

"

TUBE SPRING B
RAC
\ K
ET LEV�E
R
•

\ ~.
LINK

...»;mi BOLT

SCREW

LOCK WASHER

LEVER

P 616

Pa;l!�'-----_:�-.,------�l:NJ
I JEEICTOR CONTROLS

Page 158
 1

DETROIT DIESEL Built-In Parts Book

l
SCAVENGING SCAVENGING SPACER PRESSURE RELIEF IDLER GEAR Oil PUMP GROOVE

OIL PUMP DRIVE DRIVE GEAR VALVE PLUG SUPPORT IDLER GEAR PIN

BODY GEAR GASKET \

\
BUSHING BUSHING DRIVE SHAFT
/
•

z6; fi r : ig L ?
/' .
+
BOLT

GASKET
E ' y o ­
c;c,
( e_
;,scAVENGING

DRIVEN GEAR
BUSHINGS

PRESSURE
//--OIL PUMP

BODY
Oil PUMP

DRIVE GEAR
WASHERS

DRIVEN DRIVEN GEAR

GEAR SHAFT RELIEF VALVE

/
Oil PRESSURE
8 %. ;�
· �
j
REGULATOR VALVE /'l"',IW � GASKET

zoo ; sic G. «as

d PLUG VALVE PLUG

LUBRICATING OIL PUMP P 6228

OIL COOLER HOUSING OIL COOLER ADAPTOR

-e
%
,
0t

BYPASS VALVE

BOLT
<-"
g?o ~
GASKET

OIL COOLER CORE

"~ P 622A
OIL COOLER

CENTER STUD WASHER RETAINER GASKET

=­ . ·
'

·
'

· O

GASKET
I SEAL HEX
YBY.PASS VALVE

SPRING NUT
FILTER

ELEMENT
I 9

FILTER SHELL
FILTER

ADAPTOR
l so

!--GASKET

€- ro

OIL FILTER
P 622

Page 159
 ,
(

Built-In Parts Boak DETROIT DIESEL

�BUSHING

BUSHING
&
AIR COMPRESSOR

@s
•

%«fg
"
ELBOW
LUBE OIL

SUPPLY TUBE

•
/ DRAIN TUBE

C. 7 ElBow

DRIVE
I PLATE DRIVE COUPLING HEX NUT ELBOW

AIR COMPRESSOR AND DRIVE

GASKET DRIVE GEAR DRIVE COUPLING SPACER

Ge

HYDRAULIC

PUMP ASSY, ADAPTOR DRIVE PLATE GASKET

HYDRAULIC PUMP AND DRIVE

P 618

Page 160
 Built-In Parts Book
DETROIT DIESEL

THERMOSTAT
WATER MANIFOLD
GASKET HOUSING GASKET THERMOSTAT

WATER

PUMP COVER
TUBE CLIP
WATER

OUTLET

ELBOW
• DRAINCOCK

HOSE CLAMP

WATER BYPASS TUBE

HOSE

e_ s

€>- SEAL CLAMP

COOLING SYSTEM

P 620A

SEAL RING OUTLET SPRING

INTERMEDIATE

COUPLING
DRIVE

COUPLING
gr T ]
$ o%i
PUMP

\ SEAL IMPELLER COVER

GASKET

BOLT SHAFT
' .
ANO

BEARING

DRAIN
PUMP

cos
BODY

FRESH WATER PUMP

P 620

Page 161
 7

Built-In Parts Book DETROIT DIESEL

PTINGBOLT

ADJUSTING

BRACKET ASSEMBLY

PULLEY HUB

SPACER

SHIMS HUB

CAP

SUPPORT

BRACKET 0
SEAL

=
BEARING

.4

BEARING

FAN MOUNT

P 619A

PULLEY

HUB

BEARING

RETAINING

RING

FAN

BLADE

FAN ASSEMBLY

P 619

Page 162
 7

DETROIT DIESEL Built-In Parts Book

WATER
THERMOSTAT
MANIFOLD
SEAL HOUSING

CLAMP

GASKET
FILLER CAP

SEAL

GLAND

THERMOSTAT HEAT EXCHANGER

SEAL OUTLET COVER

RETAINER

<G
0

-/ C,

69
SEAL i •
HEAT EXCHANGER
ELECTRODE
GASKET

HEAT
�
� EXCHANGER CORE
OIL COOLER
INGS

RAW WATER ff R CORE

INLET TUBE u E INNER

GASKET
OUTER

GASKET

HEAT EXCHANGER

INLET COVER
GASKET

OIL COOLER FRESH

WATER OUTLET ELBOW

OIL COOLER
OIL INLET
BY-PASS VALVE
AND OUTLET TUBE OIL COOLER COVER

[()+ GASKET

HEAT EXCHANGER

P 621
•

Page 163
 Built-In Parts Book DETROIT DIESEL

l
SPACER DRIVE PLATE

DRIVE COUPLING

=;

-,s
BOLT

ACCESSORY DRIVE FOR DIRECT DRIVEN ACCESSORY (CAMSHAFT GEAR)

P 6178

GASKET BOLT
BOLT

LOCK WASHER
KEY

.l +/ sw

$
OIL SEAL /
WASHER

DRIVE HUB RETAINER PULLEY

ACCESSORY DRIVE FOR BELT DRIVEN ACCESSORY (DRIVE HUB TYPE)

P 617A4

DRIVE PLATE GASKET

BEARING LOCK WASHER

\ BOLT

0
PULLEY

,J KEY

" e, NUT

SPACER / DRIVE SHAFT

BOLT

LOCK RING

• Oil SEAL
l
ACCESSORY DRIVE FOR BELT DRIVEN ACCESSORY (DRIVE PLATE TYPE)
P 617

Page 164

j
DETROIT DIESEL Built-In Parts Book

BOLT

\ WASHER

V
GASKET

SEAL

BOLT

BOLT
V RETAINER

� LOCKWASHER

END PLATE---- � � � LOCKWASHER

/ cove
0< ,,
­
ss

GASKET
am6

BOLT /

'••K-HUB COUPLING

0 BOLT
ASSY

.9.[ LOCK WASHER

/
4OCKwASHER

seds coven • tor

GEAR

-a BEARING
DISC

•o?
4

•
e+
SHIMS

/
RETAINER
,oc;•"\" c��:i��G

BOLT ,, DRIVE

END PLATE
/ ii

RETAINER

SEAT � GASKET

DRIVE COUPLING � L THRUST

SUPPORT • / 4 WASHER

HUB ����SE
T R r'U�SHAFT
T

DRIVE GEAR ' SEAL

Hus surror 9

COC<W�"" � T

BLOWER �----

DRIVE COVER

BLOWER ASSEMBLY AND DRIVE

P 623

Page 165
 Built-In Parts Book DETROIT DIESEL

BOLT-------,...,., GASKET

BOLT --------<•'ili GASKET

SNAP ING
o

0 PLUG

PLUG

COVER.l

C)-----GASKET

use-K
ELEMENT

I I
ELEMENT

e RETAINER

RETAINER ­ o
SEAT

• «€
SEAL

SEAT
SEAT

btA[tee

g..
SPRING

S4fl[.

tS4fl!

DRAIN

coCK

TYPICAL FUEL OIL FILTER

DRAIN_ A
COCK a
DRIVE GEAR

TYPICAL FUEL OIL STRAINER

DRIVE SHAFT \

PUMP BODY

PUMP

GASKET COVER

OIL SEALS\ 4 GEAR

RETAINING
DRIVEN GEAR

AND SHAFT

COUPLING �
DRIVE BALL

zgg
��'CSPRNI G /
GASKET

'O_
»
a

•••.• '@ P624

Page 166
 7
Built-In Parts Book
DETROIT DIESEL

DRIVE

COVER

SHAFT ASSY. ADAPTOR

±=4,-
. . . .

SEAL

SEAL

~-

-2=
DRIVE SHAFT

DRIVE COVER

J.'"'"
/� DRIVE CABLE

ADAPTOR

SLINGER

I
GASKET
GASKET

PLUG

PLUG

DRIVE CABLE

ADAPTOR

TACHOMETER DRIVE COVERS AND ADAPTORS

P 625

Page 167
 7
DETROIT DIESEL Owner Assistance

OWNER ASSISTANCE

The satisfaction and goodwill of the owners of Detroit Diesel engines are of primary concern to the Detroit Diesel

Allison Division, its distributors and their dealers.

Normally, any problem that arises in connection with the sale or operation of your engine will be handled by the

distributor or dealer in your area. It is recognized, however, that despite the best intentions of everyone concerned,

misunderstandings may occur. If you have a problem that has not been handled to your satisfaction, we suggest

that you take the following steps:

Step One - Discuss your problem with a member of management from the distributorship or dealership. 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 problem originates with a dealer, explain the matter to a management member of the

distributorship with whom the dealer has his service agreement.

Step Two - When it appears that your problem cannot readily be resolved at the distributor level without

additional assistance, contact the Detroit Diesel Allison Regional Office nearest you listed below:

Eastern Region Southeastern Region

Suite 202 5730 Glenridge Drive, N. E.

10 Parsonage Road Atlanta, Georgia 30328

Edison, New Jersey 08817 Phone: (404) 252-3310

Phone: (201) 246-5074 Regional Manager: C. 0. Zimmerman

Regional Manager: W. E. Johnston Service Manager: L. R. Kirby

Service Manager: D. J. Lafave

Great Lakes Region Midwestern Region

Garrison Place Suite 618

19855 Outer Drive 2021 Spring Road

Dearborn, Michigan 48124 Oak Brook, I l l i n o i s 60521

Phone: (313) 565-0411 Phone: (312) 654-6600

Regional Manager: A. W. Christy Regional Manager: N. R. DeMaestri

Service Manager: A. A. Voss Service Manager: Stanley Dobrasko

Southwestern Region Western Region

Suite 130 Suite 345

2655 Villa Creek Drive 1700 South El Camino Real

Dallas, Texas 75234 San Mateo, C a l i fo rn i a 94402

Phone: (214) 241-7721 Phone: (415) 341-9241

Regional Manager: F. A. Skells Regional Manager: W. C. Edwards

Service Manager: W. C. Kaphengst Service Manager: J. P. Miles

Prior to this call, have the following information available:

■ Name and location of distributor (or dealer).

■ Type and make of equipment.

■ Engine model and serial number.

■ Engine delivery date and accumulated

miles or hours of operation.

■ Nature of problem.

■ Chronological summary of unit's history.

Page 169
 l
DETROIT DIESEL
Owner Assistance

•
Step Three - If you are still not satisfied, present the entire matter in writing or by phone to the Home Office:

Diesel Operations - J. E. Fisher, Manager Customer Services, Detroit Diesel Allison, 13400 W. Outer Drive,

Detroit, Michigan 48228, Phone (3 1 3 ) 592-5608.

Canada Operations - E. A. Kobe, Manager of Product Service, Diesel Division, General Motors of Canada, Ltd.,

P.O. Box 5990, 847 Highbury Avenue, London, Ontario N6A 4L6, Phone (519) 455-7110.

The inclusion of all pertinent information will assist the Home Office in expediting the handling of the matter. If

an additional review by the Home Office of all the facts involved indicates that some further action can be taken,

the Regional Office will be so instructed.

If at this point your problem is still not resolved to your satisfaction, call or write: H. F. Wooster, Service Manager,

Diesel Operations (313) 592--7279; D. F. Downham, Sales Manager, Diesel Operations ( 3 1 3 ) 592-7276.

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.

Your purchase of a Detroit Diesel engine is greatly appreciated and it is our sincere desire to assure complete

satisfaction.

Page 170 t
 7
DETROIT DIESEL

ALPHABETICAL INDEX

Subject '
Page
Subject Page

A D

Accessory Drive 164 Description, General 5

Adjustments: Diesel Principle 4

Governor Solenoid 104

Injector Timing 83 E

Power Take-Off 39 Engine Accessory Arrangement Chart 6

Valve Clearance Engine Coolant 22, 73

80
Engine Cross-Section Views IO
Air Compressor 160
Engine Load Limit Device 99
Air System:
Engine Models 7
Air Box Drains 17
Engine Out of Fuel 141
Air Cleaners 14
Engine Protective Systems 28
Air Silencer 17
Engine Tune-Up 79
Crankcase Ventilation 17
Electrical Starting System 30
Alarm System 29

Assistance, Owner 169

F

Fan Mounting 162

Filters:

Fuel Oil . . . . . . . . . . . . . . . . . . . . . . 13, 166

B
Lubricating Oil .19, 159
Blower Assembly and Drive 165
Water 75
Built-In Parts Book . .. . .. . . . . . .. . .. . . . 0 0 0 . .. . . . . . . . 9 , 149 Fresh Water Pump 161

Fuel Oil Specifications 69

Fuel Shut-Off Air Cylinder Assembly 103

C Fuel System:

Camshaft and Gears 157 Injector 1 1

Cold Weather Starting Aids 36 Pump 12, 166

Connecting Rod 156 Strainer and Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13, 166

Cooling System . . . . . . . . . . . . .. . . . . .. . . . . . . . . . . . . . . . 2 0 , 16l Tank 14

Antifreeze Solutions 76
G
Cooling System Capacity 22
General Description 5
Cooling System Cleaners 23
General Specifications 5
Corrosion Inhibitor 73
Governors 38, 79
Drain Cooling System 23

Flushing 23
H
Fresh Water Pump ........................24, 161
Heat Exchanger 163
Heat Exchanger Cooling 21
Hydraulic Pump 160
Keel Cooling 21
Hydraulic Starting System 32
Radiator and Fan Cooling 20

Raw Water Pump 24

Water Filter 75
Idler Gear 157
Crankshaft 155 Injector 11
Crankshaft Pulley 155 Injector Controls 158
Cylinder Head 155 Instruments and Controls 27

Page 171
 Alphabetical Index DETROIT DIESEL

Subject Page Subject Page

L Pump:

Liner 156 Fresh Water 24

Lubricating Oil Pump 159 Fuel 12

Lubricating Oil Specifications 70 Raw Water 24

Lubricating System 18

Lubrication and Preventive Maintenance 55

s
Shutdown Systems 28
Lubrication Chart 56
Specifications:

Fuel Oil 69

General 5

Lubricating Oil 70

Starting Systems:

Electrical 30

Hydraulic 32

M Storage:

Maintenance, Preventive 55 Preparation 145

Marine Gear 41 Restoration 147

Model and Serial Number 8

Tachometer Drive 167

Thermostat 161

Throttle Adjustment:

Tandem Twin Units with

0 Variable Speed Governors 134

Oil Cooler 159 Twin and Quad Units with

Oil Filter . . . . . . 19, 159 Limiting Speed Governors 128

Oil Pump and Regulator 159 Twin and Quad Units with
Operating Instructions: Variable Speed Governors 130

A.C. Power Generator Set 50 Throttle Delay 102

D.C. Power Generator Set 52
Timing Fuel Injector 83

Engine 45 Transmissions:
Option Plate 9 Paragon Marine Gear 43

Owner Assistance 169 Power Take Off 39

Power Transfer Gear 41

Quad Reduction Gear 41

Torqmatic Converter 43

Torqmatic Marine Gear 42

Twin Reduction Gear 41

p Trouble Shooting 139

Piston 156 Tune-Up Procedures 79

Power Control Device 101

Power Take-Off . 39 V

Preventive Maintenance 55 Valve Operating Mechanism 158

Principles of Operation 4 Vibration Damper 155

Page 172